Brake failure mitigation system and method

Abstract

The application relates to a brake failure mitigation system and method, which comprises a brake failure mitigation device and a brake control unit, wherein the brake failure mitigation device comprises a bistable electromagnetic valve, a diode, a time delay device, a first relay and a second relay; the control end of the first relay is connected with the control end of the brake control unit; the output end of the first relay is connected with the set control end; the control end of the second relay is connected with the control end of the brake control unit; and the first input end of the second relay is connected with the reset control end. The implementation of the application ensures fault-oriented safety; on the air path connection, the device can directly cut off the air source and connect the brake pipeline with the atmosphere, so that forced mitigation is realized when the brake control unit fails, and wheel brake scuffing is effectively prevented.

Description

Technical Field

[0001] This application relates to the field of urban vehicle fault mitigation technology, specifically to a brake fault mitigation system and method. Background Technology

[0002] Suburban trains are characterized by high operating speeds, short station intervals, and frequent starts and stops. With the continuous improvement of the rail transit operation and maintenance system, improving train availability has become a core requirement; especially in scenarios where air brakes fail to dissipate, the vehicle's guidance safety design and the timeliness of emergency response are of great concern, placing higher demands on the functional reliability of related components.

[0003] Unresolved brakes are defined as a critical fault type for urban rail vehicles. Due to the high speed and heavy axle load of urban rail trains, unresolved brakes cause friction (brake discs and pads) to generate high temperatures due to continuous dragging, which can lead to component failure or even fire, directly threatening operational safety and order. Such faults typically trigger traction closures and speed limit protection, forcing drivers to perform complex fault assessments and emergency responses, easily causing train delays, and in severe cases, requiring decommissioning or evacuating passengers for rescue.

[0004] Therefore, there is an urgent need to provide a technical solution that can promptly eliminate or reduce the occurrence rate of non-mitigation failures in order to improve vehicle safety. Summary of the Invention

[0005] This application provides a braking failure mitigation system and method.

[0006] In a first aspect, this application provides a brake failure mitigation system, comprising: a brake failure mitigation device and a brake control unit, wherein the brake failure mitigation device is connected in series in the air supply duct of the brake control unit, and the brake control unit is used to perform braking actions and monitor the braking execution results; The brake failure mitigation device includes: A bistable solenoid valve includes: a first air inlet connected to an air source, a first air outlet and an exhaust port connected to a second air inlet of the brake control unit, as well as a set control terminal and a reset control terminal. The set control terminal is used to control the exhaust port and the first air outlet to be connected, and the reset control terminal is used to control the first air inlet and the first air outlet to be connected. A diode, wherein the cathode of the diode is connected to the set control terminal; A time delay unit, the output of which is connected to the anode of the diode; The first relay has its control terminal connected to the control terminal of the brake control unit, and its output terminal connected to the set control terminal. The second relay has its control terminal connected to the control terminal of the brake control unit, and its first input terminal connected to the reset control terminal.

[0007] Furthermore, it also includes: a third relay, the control terminal of which is connected to the reset control terminal, and the input terminal of which is connected to the input terminal of the delay unit.

[0008] Furthermore, it also includes: a speed detection module device, connected to the brake control unit, for sending the detected speed signal to the brake control unit, so that the brake control unit controls the opening or closing of the first relay or the opening or closing of the second relay based on the speed signal.

[0009] Furthermore, the first relay closes when the speed detected by the speed detection module is greater than or equal to a preset speed threshold, and the braking control unit detects that the braking has not been released.

[0010] Furthermore, the second relay closes when the speed detected by the speed detection module is less than a preset speed threshold and the braking control unit detects that the braking has not been released.

[0011] Furthermore, the third relay closes when the second relay is closed and the braking control unit detects that the braking execution result has not been relieved.

[0012] A second aspect of this application provides a brake failure mitigation method, the method being applied to a brake failure mitigation system as described above, the brake failure mitigation system comprising: a brake failure mitigation device and a brake control unit; the brake failure mitigation device comprising: A bistable solenoid valve includes: a first inlet, a first outlet, and an exhaust port, as well as a set control terminal and a reset control terminal; diode; Delay unit; First relay; Second relay; The method is executed by the braking control unit, and the method includes: When the brake control unit determines that a brake failure occurs, it controls the first relay to close to perform a self-release action, wherein the self-release action is that the first relay closes and the second relay opens. Alternatively, when the brake control unit determines that a brake failure has occurred, it controls the second relay to close to perform a reset action, wherein the reset action is to close the second relay and open the first relay.

[0013] Furthermore, the method further includes: when the brake control unit determines that a brake non-release fault has occurred, controlling the third relay to close to perform a forced release action, wherein the forced release action is that the first relay is opened, the second relay is closed, and the third relay is closed.

[0014] Furthermore, the brake failure mitigation system also includes: a speed detection module device, connected to the brake control unit, for sending the detected speed signal to the brake control unit; The method further includes: Receive the speed signal sent by the speed detection module device; Determine whether the speed value corresponding to the speed signal is greater than or equal to a preset speed threshold; If the speed value corresponding to the speed signal is greater than or equal to the preset speed threshold, then the self-relaxation action is executed; If the speed value corresponding to the speed signal is less than the preset speed threshold, then the reset action is performed.

[0015] Furthermore, the method also includes: If the brake failure is still detected after the reset action is performed, then the forced release action is performed.

[0016] This application constructs an emergency ventilation channel independent of the brake control unit by using a series bistable solenoid valve. It utilizes the bistable characteristics to achieve low-power operation and reliable maintenance in the power failure state, ensuring fault-oriented safety. In terms of air circuit connection, the device can directly cut off the air source and connect the brake pipeline to the atmosphere, thereby achieving forced release when the brake control unit fails, effectively preventing wheel brake abrasion. Attached Figure Description

[0017] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings: Figure 1 A schematic diagram of the structure of a braking control unit provided by the present invention; Figure 2 A schematic diagram of the structure of a relief device provided by the present invention; Figure 3 A schematic diagram of a braking failure mitigation system provided by the present invention; Figure 4 This is a flowchart illustrating a braking failure mitigation method provided by the present invention.

[0018] P1: First air inlet, B1: First air outlet, S: Exhaust outlet, b1: First relay, b2: Second relay, a1: Third relay; P2: Second air intake; 2-1: Intake solenoid valve; 2-2: Exhaust solenoid valve; 2-3: Intake piston valve; 2-4: Exhaust piston valve. Detailed Implementation

[0019] In the process of implementing this application, such as Figure 1 As shown, the inventors discovered that when a vehicle brake failure occurs, the train often faces traction closure and speed limit, relying on the driver to handle the emergency. This not only causes operational delays, but in severe cases, it also requires evacuation and rescue or even shutdown.

[0020] The brake control unit is the vehicle's original brake control equipment (the cause of brake failure due to solenoid valve sticking will be introduced below); after compressed air is supplied to the brake control unit, it can output the braking pressure corresponding to the current load of the vehicle through the control of the internal weighing module. The compressed air input also supplies air to the intake solenoid valve 2-1 and the exhaust solenoid valve 2-2.

[0021] When the brake control unit receives the vehicle's "brake" command, the electronic brake control unit inside the brake control unit de-energizes the intake solenoid valve 2-1. At this time, the air supply to the intake solenoid valve 2-1 is cut off, and the downstream air supply to the intake solenoid valve 2-1 is discharged through the exhaust port of the intake solenoid valve 2-1. At the same time, the exhaust solenoid valve 2-2 is de-energized, and the air supply to the exhaust solenoid valve 2-2 is opened. The downstream air supply to the exhaust solenoid valve acts on the intake piston valve 2-3 and the exhaust piston valve 2-4. At this time, the air supply to the exhaust solenoid valve 2-3 is opened (to achieve air intake), and the air supply to the exhaust solenoid valve 2-4 is closed (to achieve cut-off). The air supply from the upstream weighing module flows through the intake piston valve 2-3 and finally acts on the brake cylinder to apply the vehicle brake.

[0022] If, after the vehicle issues a brake release command, the intake solenoid valve 2-1 malfunctions and cannot shut off its internal air passage, air leakage will occur from the exhaust port of the intake solenoid valve 2-1. This will cause the internal air passage of the intake piston valve 2-3 to be open (allowing air intake), preventing the air passage through the weighing module from entering the brake cylinder. Consequently, pressure will remain in the brake cylinder, and the brake control unit will diagnose the brake release failure and report relevant fault information.

[0023] To address the aforementioned issues, this application provides a braking failure mitigation system. It is primarily applied to urban trains or rail transit vehicles. For example... Figure 2 , 3As shown, the system includes a brake failure mitigation device and a brake control unit. The brake failure mitigation device is connected in series on the air supply duct of the brake control unit. The brake control unit is used to perform braking actions and monitor the braking execution results.

[0024] The brake failure mitigation device includes: A bistable solenoid valve includes: a first air inlet connected to an air source, a first air outlet and an exhaust port connected to a second air inlet of the brake control unit, as well as a set control terminal and a reset control terminal. The set control terminal is used to control the exhaust port and the first air outlet to be connected, and the reset control terminal is used to control the first air inlet and the first air outlet to be connected. A diode, wherein the cathode of the diode is connected to the set control terminal; A time delay unit, the output of which is connected to the anode of the diode; The first relay has its control terminal connected to the control terminal of the brake control unit, and its output terminal connected to the set control terminal. The second relay has its control terminal connected to the control terminal of the brake control unit, and its first input terminal is connected to the reset control terminal. The third relay has its control terminal connected to the reset control terminal and its input terminal connected to the input terminal of the delay unit.

[0025] Specifically, the brake control unit is responsible for receiving the train's braking commands, performing routine air-charging braking or air-exploding release actions, and monitoring parameters such as brake cylinder pressure in real time to determine whether the braking has been successfully released.

[0026] The brake failure mitigation device, as the air circuit control node upstream of the BCU, includes a bistable solenoid valve, a diode, a timer, and three control relays (first relay b1, second relay b2, and third relay a1).

[0027] Specifically, the bistable solenoid valve adopts a three-way two-position structure. Its first air inlet P is directly connected to the train's main air cylinder or upstream air source; the first air outlet B is connected to the second air inlet P2 of the brake control unit (i.e., the main air supply inlet of the brake control unit) through a pipeline; and the exhaust outlet S is directly open to the atmosphere.

[0028] When the bistable solenoid valve is in the normal position, the first air inlet P and the first air outlet B are connected, the exhaust port S is closed, and the air source supplies air to the brake control unit normally.

[0029] When the bistable solenoid valve is in the set state, the first air inlet P is closed, and the first air outlet B is connected to the exhaust port S. The compressed air in the brake control unit is discharged to the atmosphere through this valve, thus achieving forced release.

[0030] Under normal circumstances, the bistable solenoid valve remains in the normal position (P is open to B). When the brake control unit detects a brake failure, it activates the corresponding relay according to the current operating condition. If the first relay b1 is activated, power is directly supplied to the set control terminal, and the valve switches to connect the first air outlet B with the exhaust port S, cutting off the air supply and venting the BCU pressure; if the second relay b2 is activated, power is supplied to the reset control terminal to ensure that the valve is in the air supply position.

[0031] To better understand the switching operation of this application, the following explanation focuses on the circuit connection.

[0032] The bistable solenoid valve has two coil control terminals: a set control terminal, used to drive the valve to switch to exhaust mode; and a reset control terminal, used to drive the valve to switch to supply mode.

[0033] The control terminal of the first relay b1 is connected to the control terminal of the brake control unit; the output terminal of the first relay b1 is connected in series to the set control terminal of the bistable solenoid valve. When the brake control unit controls the first relay b1 to close, the bistable solenoid valve is in the set state.

[0034] The control terminal of the second relay b2 is connected to the control terminal of the brake control unit. The output terminal of the second relay b2 is connected in series with the reset control terminal of the bistable solenoid valve. When the brake control unit controls the second relay b2 to close, the bistable solenoid valve is in normal state.

[0035] In addition, the brake failure mitigation device also includes: a timer, a diode, and a branch of the third relay a1. The input of the timer is controlled by the third relay a1, and the output of the timer is connected to the anode of the diode. The cathode of the diode is connected to the set control terminal of the bistable solenoid valve. The output of the third relay a1 is connected to the input of the timer, and the input of the third relay a1 is connected to the control terminal of the brake control unit.

[0036] In this embodiment, the function of the third relay a1 is configured to close when a reset action is detected but the fault has not been eliminated and the timer has started timing, so as to trigger a strong delay relief action.

[0037] For example, when specific conditions are met, after a preset delay (e.g., 5-10 seconds), a pulse signal is sent to the set control terminal via a diode to trigger a strong release action. The diode serves as both a unidirectional conductor and an isolator, preventing reverse current from interfering with the timer or other circuits.

[0038] This technical solution constructs an emergency ventilation channel independent of the brake control unit by connecting a series bistable solenoid valve. It utilizes the bistable characteristics to achieve low-power operation and reliable maintenance in the power failure state, ensuring fault-oriented safety. In terms of air circuit connection, the device can directly cut off the air source and connect the brake pipeline to the atmosphere, thereby achieving forced release when the brake control unit fails, effectively preventing wheel brake abrasion.

[0039] Based on the above embodiments, in one embodiment of this specification, the first relay and the second relay are interlocked.

[0040] Specifically, an electrical interlock and / or logical interlock mechanism is provided between the first relay b1 and the second relay b2.

[0041] For example, the normally closed contact of the second relay b2 is connected in series in the coil circuit of the first relay b1; at the same time, the normally closed contact of the first relay b1 is connected in series in the coil circuit of the second relay b2.

[0042] For example, the program logic inside the brake control unit is configured to prohibit the simultaneous output of signals that drive b1 and b2.

[0043] Since energizing both coils of a bistable solenoid valve simultaneously may cause the coils to burn out or the valve core to oscillate, the interlocking mechanism ensures that at any given time, only one of the set control terminal and the reset control terminal can be activated, or both can be in a power-off holding state, thereby ensuring the reliability and safety of the system.

[0044] It is understandable that, such as Figure 3 As shown, the first relay b1 and the second relay b2 can be a single relay, that is... Figure 3 Relay B in the middle.

[0045] Based on the above embodiments, in one embodiment of this specification, a speed detection module device is further included, connected to the braking control unit, for sending the detected speed signal to the braking control unit, so that the braking control unit controls the opening or closing of the first relay or the opening or closing of the second relay based on the speed signal.

[0046] In this embodiment, the speed detection module device refers to a speed sensor assembly configured on the train bogie or axle end, used to collect the train's linear or angular velocity in real time and convert it into a standardized electrical signal. The brake control unit is connected to the speed detection module device via a communication bus or hardwired interface to receive and analyze the speed signal. A first relay b1 is connected in series in the air path between the exhaust port S and the first outlet port B1, and the closing and opening of its contacts determines whether there is conduction between the exhaust port S and the first outlet port B1. A second relay b2 is connected in series in the air path between the first inlet port P1 and the first outlet port B1, and the closing and opening of its contacts determines whether there is conduction between the first inlet port P1 and the first outlet port B1.

[0047] Based on the above embodiments, in one embodiment of this specification, the first relay closes when the speed detected by the speed detection module device is greater than or equal to a preset speed threshold, and the braking control unit detects that the braking has not been released.

[0048] Specifically, in this embodiment, the first relay b1 is configured as an execution switch that connects the exhaust port S and the first air outlet B1. The first relay b1 is only closed when the speed detected by the speed detection module is greater than or equal to a preset speed threshold, and the brake control unit confirms that the system is in a brake failure state.

[0049] For example, during train operation, the brake control unit monitors the brake cylinder pressure feedback value in real time. If, after the brake control unit issues a release command, it detects that the brake cylinder pressure has not dropped below the safety threshold within a preset time (e.g., 2 seconds), it is determined that the brake has not been released. At this time, the brake control unit immediately reads the real-time data from the speed detection module: If the current speed is greater than the preset speed threshold (e.g., 80 km / h), the brake control unit determines that the train is in a high-speed driving condition, and wheel brake engagement will cause the tread surface to melt or break due to instantaneous high temperature. The brake control unit immediately outputs a high-level drive signal to control the first relay b1 to change from the normally open state to the closed state. After the first relay b1 closes, it directly connects the power supply circuit of the exhaust port S and the first air outlet B1, venting the high-pressure air in the brake cylinder to the atmosphere at the maximum rate, achieving rapid mechanical unlocking.

[0050] This application addresses the issue of instantaneous high-temperature melting or fracture of the tread surface caused by high-speed brakes. Through rapid response, it can minimize the brake sliding distance and effectively curb thermal damage at the wheel-rail interface and the risk of derailment.

[0051] Based on the above embodiments, in one embodiment of this specification, the second relay closes when the speed detected by the speed detection module is less than a preset speed threshold and the braking control unit detects that the braking has not been released.

[0052] Specifically, the second relay is configured as an actuator to control whether the first air inlet P1 and the first air outlet B1 are open or closed. It closes only when the real-time speed signal is less than a preset high-speed threshold and the brake control unit detects that the brakes have not been released.

[0053] For example, when the train is in a deceleration or low-speed creeping state upon entering the station (V<80km / h) and the brakes are not released: the brake control unit determines that the current operating condition risk is relatively controllable, and violent exhaust may cause longitudinal impulse of the train or excessive stopping position.

[0054] Therefore, the brake control unit does not trigger the first relay, but instead controls the second relay to close. The second relay is connected in series in the control circuit between the first air inlet P1 and the first air outlet B1. After it closes, the brake cylinder pressure is released slowly at a limited rate, or an attempt is made to reset the brake caliper through intermittent charging and discharging pulses.

[0055] The implementation of this application effectively avoids violent train shaking caused by sudden depressurization, significantly improves passenger comfort and ensures accurate stopping, while greatly reducing mechanical wear on key valves.

[0056] Based on the above embodiments, in one embodiment of this specification, the third relay closes when the second relay is closed and the braking control unit monitors the braking execution result and finds that the braking has not been relieved.

[0057] In this embodiment, the closing of the third relay requires that the second relay is already in the closed state and the brake control unit continuously determines that the braking execution result is still "not relieved" within the preset monitoring window.

[0058] For example, when the train is operating at low speed and the brakes are not released, the brake control unit first controls the second relay to close, driving the first air inlet P1 and the first air outlet B1 to perform gentle ventilation. During this period, the brake control unit monitors the rate and absolute value of the brake cylinder pressure drop in real time. If the brake cylinder pressure fails to drop to the safe threshold range within a preset observation period (e.g., 5 seconds), the brake control unit determines that the brakes have not been released.

[0059] Immediately, the brake control unit outputs a drive signal to control the third relay a1 to close. In the circuit architecture of this embodiment, the third relay a1 is connected in parallel with the first relay b1. The closing of the third relay will directly connect the first air inlet and the first air outlet, forcibly releasing the brake cylinder pressure at the maximum rate to ensure complete release of the mechanical brake.

[0060] This solution prioritizes ensuring the smooth operation of the train at low speeds and avoids unnecessary severe impacts, while retaining the ability to completely eliminate safety hazards at critical moments, thus achieving a balance between operational comfort and safety.

[0061] On the other hand, this application provides a brake failure mitigation method, which is applied to the brake failure mitigation system described above. The brake failure mitigation system includes: a brake failure mitigation device and a brake control unit; the brake failure mitigation device includes: A bistable solenoid valve includes: a first inlet, a first outlet, and an exhaust port, as well as a set control terminal and a reset control terminal; diode; Delay unit; First relay; Second relay; The method is executed by the braking control unit, and the method includes: When the brake control unit determines that a brake failure occurs, it controls the first relay to close to perform a self-release action, wherein the self-release action is that the first relay closes and the second relay opens. Alternatively, when the brake control unit determines that a brake failure has occurred, it controls the second relay to close to perform a reset action, wherein the reset action is to close the second relay and open the first relay.

[0062] In one implementation, when the brake control unit determines that a brake failure has occurred and the current train speed is higher than a preset threshold, the brake control unit performs a self-relaxation action.

[0063] The specific electrical logic is as follows: the brake control unit outputs a control signal to drive the first relay b1 to close, while ensuring that the second relay b2 remains open.

[0064] In this state, current flows through the closed first relay and diode network to the set control terminal of the bistable solenoid valve. This action generates a short pulse or a specific waveform signal, driving the bistable solenoid valve spool to oscillate slightly or briefly attempt a state switch. This process aims to use airflow impact or mechanical micro-motion to release slight valve spool jamming, while avoiding drastic pressure fluctuations in the brake line, thereby ensuring the smooth operation of the train at high speeds.

[0065] Based on the above embodiments, in one embodiment of this specification, the method further includes: when the brake control unit determines that a brake non-release fault has occurred, controlling the third relay to close to perform a forced release action, wherein the forced release action is that the first relay is opened, the second relay is closed, and the third relay is closed.

[0066] Based on the above embodiments, in one embodiment of this specification, the brake failure mitigation system further includes: a speed detection module device connected to the brake control unit, used to send the detected speed signal to the brake control unit; as shown below. Figure 4 As shown, The method further includes: S102. When the brake control unit determines that a brake failure occurs, it receives a speed signal sent by the speed detection module. S103. Determine whether the speed value corresponding to the speed signal is greater than or equal to a preset speed threshold. S104. If the speed value corresponding to the speed signal is greater than or equal to the preset speed threshold, then the self-relaxation action is executed; If the speed value corresponding to the speed signal is less than the preset speed threshold, then the reset action is performed.

[0067] Based on the above embodiments, in one embodiment of this specification, the method further includes: If the brake failure is still detected after the reset action is performed, then the forced release action is performed.

[0068] This embodiment provides a braking fault mitigation system based on a speed-graded strategy. Its core lies in the coordinated operation of the braking control unit and the train circuit, utilizing the internal mitigation enable node and downstream relay logic to dynamically switch between three working modes: "self-mitigation", "reset", and "strong mitigation".

[0069] Specifically, the normally open control terminal connected to the brake failure relief device is controlled by the real-time vehicle speed when a brake failure is detected. If the vehicle speed is greater than or equal to a preset speed threshold (80 km / h), the brake control unit closes the control terminal, causing the normally open first relay b1 to close and the normally closed second relay b2 to open, thereby activating the "self-relief" circuit. This energizes the coil of the bistable solenoid valve I, connecting the exhaust port S and the first air outlet B1 to utilize air pressure for gentle brake relief. At this time, the "reset" and "strong relief" circuits are de-energized, ensuring... Stability at high speeds; conversely, if the vehicle speed is below 80km / h, the brake control unit disconnects the control terminal, causing the first relay b1 to open and the second relay b2 to close, energizing the coil of the bistable solenoid valve II to establish air supply. At the same time, if the fault persists and the brake does not release, the third relay a1 closes to connect the "strong release" circuit, and the system immediately executes the high-pressure pulse reset procedure, that is, applying the emergency braking pressure under the corresponding load to the current bogie for 1.5 seconds and then requesting the brake cylinder pressure to return to zero. If the pressure is successfully returned to zero, the reset is considered successful. If the fault is not eliminated within 7 seconds, the pulse reset action is executed once in a loop.

[0070] To ensure the ultimate protection mechanism of the reset procedure, this embodiment incorporates a timer in series in the "strong relief" circuit. If the brake failure persists after two high-pressure pulse reset attempts, the system will stop the cyclic reset and lock the high-pressure pulse request. At this point, the "strong relief" circuit, after a delay by the timer, directly drives the bistable solenoid valve I coil to perform forced brake relief, serving as the last line of defense against train brake engagement. Furthermore, when the train speed drops to zero, the brake control unit automatically locks the brake pressure request and clears the high-pressure pulse command, ensuring that the continuous power supply to the "reset" circuit does not interfere with the normal braking operation of the vehicle. This ensures that the fault is completely cleared while also guaranteeing braking safety under stationary conditions.

[0071] It should be noted that the above description is merely a preferred embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

[0072] In one embodiment, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, can perform any of the steps in the above-described brake failure mitigation method.

[0073] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0074] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart... Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0075] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0076] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0077] Although preferred embodiments of this application have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of this application.

[0078] Obviously, those skilled in the art can make various modifications and variations to this application without departing from the spirit and scope of this application. Therefore, if such modifications and variations fall within the scope of the claims of this application and their equivalents, this application also intends to include such modifications and variations.

Claims

1. A brake failure mitigation system, characterized in that, include: A brake failure mitigation device and a brake control unit are provided. The brake failure mitigation device is connected in series on the air supply duct of the brake control unit. The brake control unit is used to perform braking actions and monitor the braking execution results. The brake failure mitigation device includes: A bistable solenoid valve includes: a first air inlet connected to an air source, a first air outlet and an exhaust port connected to a second air inlet of the brake control unit, as well as a set control terminal and a reset control terminal. The set control terminal is used to control the exhaust port and the first air outlet to be connected, and the reset control terminal is used to control the first air inlet and the first air outlet to be connected. A diode, wherein the cathode of the diode is connected to the set control terminal; A time delay unit, the output of which is connected to the anode of the diode; The first relay has its control terminal connected to the control terminal of the brake control unit, and its output terminal connected to the set control terminal. The second relay has its control terminal connected to the control terminal of the brake control unit, and its first input terminal connected to the reset control terminal.

2. The braking failure mitigation system according to claim 1, characterized in that, Also includes: The third relay has its control terminal connected to the reset control terminal and its input terminal connected to the input terminal of the delay unit.

3. The braking failure mitigation system according to claim 2, characterized in that, Also includes: A speed detection module is connected to the brake control unit and is used to send the detected speed signal to the brake control unit so that the brake control unit controls the opening or closing of the first relay or the opening or closing of the second relay based on the speed signal.

4. The brake failure mitigation system according to claim 3, characterized in that, The first relay closes when the speed detected by the speed detection module is greater than or equal to a preset speed threshold and the braking control unit detects that the braking has not been released.

5. The brake failure mitigation system according to claim 3, characterized in that, The second relay closes when the speed detected by the speed detection module is less than a preset speed threshold and the braking control unit detects that the braking has not been released.

6. The brake failure mitigation system according to claim 5, characterized in that, The third relay closes when the second relay is closed and the braking control unit detects that the braking execution result has not been relieved.

7. A method for mitigating braking failure, characterized in that, The method is applied to the brake failure mitigation system as described in claims 1 to 7, wherein the brake failure mitigation system comprises: a brake failure mitigation device and a brake control unit; the brake failure mitigation device comprises: A bistable solenoid valve includes: a first inlet, a first outlet, and an exhaust port, as well as a set control terminal and a reset control terminal; diode; Delay unit; First relay; Second relay; The method is executed by the braking control unit, and the method includes: When the brake control unit determines that a brake failure occurs, it controls the first relay to close to perform a self-release action, wherein the self-release action is that the first relay closes and the second relay opens. Alternatively, when the brake control unit determines that a brake failure has occurred, it controls the second relay to close to perform a reset action, wherein the reset action is to close the second relay and open the first relay.

8. The braking failure mitigation method according to claim 7, characterized in that, The method further includes: when the brake control unit determines that a brake non-release fault has occurred, controlling the third relay to close to perform a forced release action, wherein the forced release action is that the first relay is opened, the second relay is closed, and the third relay is closed.

9. The braking failure mitigation method according to claim 8, characterized in that, The brake failure mitigation system further includes: a speed detection module device, connected to the brake control unit, for sending the detected speed signal to the brake control unit; The method further includes: Receive the speed signal sent by the speed detection module device; Determine whether the speed value corresponding to the speed signal is greater than or equal to a preset speed threshold; If the speed value corresponding to the speed signal is greater than or equal to the preset speed threshold, then the self-relaxation action is executed; If the speed value corresponding to the speed signal is less than the preset speed threshold, then the reset action is performed.

10. The braking failure mitigation method according to claim 9, characterized in that, The method further includes: If the brake failure is still detected after the reset action is performed, then the forced release action is performed.

Images