Vehicle brake control system and locomotive vehicle

Abstract

The utility model discloses a vehicle braking control system and a locomotive vehicle, wherein the first input end of a first two-way check valve is connected to a first air cylinder, the second input end of the first two-way check valve is connected to a second air cylinder, and the output end of the first two-way check valve is connected to a braking device; a pressure sensor is connected between the first two-way check valve and the braking device; a first solenoid valve is connected between the second air cylinder and the first two-way check valve, and the first solenoid valve is used to couple the second air cylinder and the first two-way check valve according to the air pressure detected by the pressure sensor. The utility model is provided with a two-way braking control unit, and when the components in the air path where the first air cylinder is located are damaged and the braking force is reduced, the second air cylinder can be controlled by the first solenoid valve to intervene in the braking through the first two-way check valve, and sufficient braking force can be provided to the braking device, thereby ensuring the reliability of the train braking.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicle braking, in particular to a vehicle braking control system and a locomotive vehicle. Background Art

[0002] In modern rail vehicles, brake devices are provided to provide normal braking, rapid braking and emergency braking. During the operation of rail vehicles, normal braking control can adjust the vehicle speed; rapid braking and emergency braking can provide effective and rapid braking for emergencies that occur during the operation of high-speed railway EMUs, thereby improving safety. Emergency braking is also the final safety guarantee of the train braking system.

[0003] In modern rail vehicle braking systems, the through-type electro-pneumatic braking system has the advantage of high-precision control. When the through-type electro-pneumatic braking system applies normal braking, rapid braking and emergency braking, if a component in the through-type braking system fails, the controlled braking force will be lost. At this time, the train braking will be slow and the danger of train operation will increase. Utility Model Content

[0004] The utility model aims to provide a vehicle braking control system to solve the technical problem in the prior art that when a component in the braking control system fails, sufficient braking force cannot be provided, resulting in danger in the braking operation of the train.

[0005] The purpose of the utility model is to provide a locomotive vehicle.

[0006] To achieve one of the above-mentioned purposes of the utility model, an embodiment of the utility model provides a vehicle brake control system, the system comprising: a first two-way check valve, a first input end of the first two-way check valve is connected to a first air cylinder, a second input end of the first two-way check valve is connected to a second air cylinder, and an output end of the first two-way check valve is connected to a brake device;

[0007] A pressure sensor, the pressure sensor is connected between the first two-way check valve and the brake device, and the pressure sensor is used to detect the air pressure of the brake device;

[0008] A first solenoid valve, wherein the first solenoid valve is connected between the second air cylinder and the first two-way check valve, and the first solenoid valve is used to couple the second air cylinder and the first two-way check valve according to the air pressure detected by the pressure sensor.

[0009] As a further improvement of the present invention, the system further includes: a brake control unit connected between the first air cylinder and the first two-way check valve, and the brake control unit is used to adjust the air pressure output to the first two-way check valve.

[0010] As a further improvement of the present invention, the system also includes: the braking control unit includes a third solenoid valve and an exhaust valve arranged in series, the input end of the third solenoid valve is connected to the first air cylinder, and the output end of the third solenoid valve is connected to the first input end of the first two-way check valve.

[0011] As a further improvement of the present invention, the system further includes: a distribution valve and a third two-way check valve, wherein a first input end of the third two-way check valve is connected to an output end of the brake control unit, and an output end of the third two-way check valve is connected to the first two-way check valve;

[0012] The first input end of the distribution valve is connected to the train pipe, the second input end of the distribution valve is connected to the third air cylinder, and the output end of the distribution valve is connected to the second input end of the third two-way check valve.

[0013] As a further improvement of the present invention, the system further includes: a fourth air cylinder connected to the output end of the distribution valve.

[0014] As a further improvement of the present utility model, the system also includes: the braking control unit also includes a fourth solenoid valve, the first input end of the fourth solenoid valve is connected to the output end of the third solenoid valve, the second input end of the fourth solenoid valve is connected to the first air cylinder, and the output end of the fourth solenoid valve is connected to the first input end of the first two-way check valve.

[0015] As a further improvement of the present invention, the system also includes: a relay valve, the output end of the brake control unit is connected to the first input end of the relay valve, the second input end of the relay valve is connected to the first air cylinder, and the output end of the relay valve is connected to the first two-way check valve.

[0016] As a further improvement of the present invention, the system also includes: a first pressure limiting valve is also arranged between the output end of the third two-way check valve and the relay valve, the first pressure limiting valve has a first load interface, and the first load interface is connected to the load detection module of the vehicle braking control system for receiving the vehicle load pressure.

[0017] As a further improvement of the present invention, the system further includes: a first pressure reducing valve is provided between the second air cylinder and the first two-way check valve.

[0018] As a further improvement of the present invention, the system also includes: a second two-way check valve, a second solenoid valve and a second pressure reducing valve are also arranged in series between the second air cylinder and the first two-way check valve, the second solenoid valve and the second pressure reducing valve are connected in series to the first input end of the second two-way check valve, the first pressure reducing valve and the first solenoid valve are connected in series to the second input end of the second two-way check valve, and the output end of the second two-way check valve is connected to the second input end of the first two-way check valve.

[0019] As a further improvement of the present invention, the system also includes: a second input end of the first two-way check valve is connected in series with a second pressure limiting valve, the second pressure limiting valve has a second load interface, and the second load interface is connected to a load detection module of the vehicle braking control system for receiving the vehicle load pressure.

[0020] As a further improvement of the utility model, the system further comprises: the main air duct is connected to the first air cylinder via a first cut-off plug door;

[0021] The main air duct is connected to the second air cylinder through a second cut-off plug gate, and a one-way valve is arranged in series between the first cut-off plug gate and the second cut-off plug gate.

[0022] As a further improvement of the utility model, the system further comprises: a third cut-off plug is provided between the train pipe and the distribution valve.

[0023] In order to achieve one of the above purposes of the utility model, an embodiment of the utility model further provides a locomotive vehicle, wherein the locomotive vehicle comprises a vehicle braking control system as described in any of the above embodiments.

[0024] Compared with the prior art, the utility model has the following beneficial effects: the utility model is provided with a two-way braking control unit, that is, the first solenoid valve can control the second air cylinder to brake the vehicle, and according to the air pressure measured by the pressure sensor, when the components in the air path where the first air cylinder is located are damaged and the braking force is reduced, the first solenoid valve can control the second air cylinder to intervene in the braking through the first two-way check valve, thereby providing sufficient braking force to the braking device, thereby ensuring the reliability of the train braking. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] Figure 1 It is a gas circuit structure diagram of the first air cylinder and the second air cylinder in the vehicle brake control system in one embodiment of the utility model for applying brake to the brake device.

[0026] Figure 2 It is a gas circuit structure diagram of a vehicle braking control system using a braking control unit to implement braking in one embodiment of the utility model.

[0027] Figure 3 It is a gas circuit structure diagram of a vehicle brake control system in which a relay valve is arranged to implement braking in one embodiment of the utility model.

[0028] Figure 4 It is a performance curve diagram of the pressure limiting valve in one embodiment of the utility model.

[0029] Figure 5 It is a gas circuit structure diagram of the optimal embodiment of a vehicle brake control system in one embodiment of the utility model. DETAILED DESCRIPTION

[0030] The present invention will be described in detail below in conjunction with the specific embodiments shown in the accompanying drawings. However, these embodiments do not limit the present invention, and any structural, methodological, or functional changes made by a person skilled in the art based on these embodiments are all within the scope of protection of the present invention.

[0031] It should be noted that the term "comprises" or any other variation thereof is intended to cover non-exclusive inclusion, so that a process, method, article or device that includes a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In addition, the terms "first", "second", "third", "fourth", "fifth", etc. are used for descriptive purposes only and are not to be understood as indicating or implying relative importance.

[0032] like Figure 1 As shown, in one embodiment of the utility model, a vehicle braking control system is provided, which can be applied to vehicles such as rail trains and subways to realize the braking control of trains, and specifically includes:

[0033] The first two-way check valve 1, the first input end of the first two-way check valve 1 is connected to the first air cylinder B1; the second input end of the first two-way check valve 1 is connected to the second air cylinder B2, and the output end of the first two-way check valve 1 is connected to the braking device K.

[0034] A pressure sensor P is connected between the first two-way check valve 1 and the brake device K. The pressure sensor P is used to detect the air pressure of the brake device K.

[0035] The first solenoid valve A1 is connected between the second air cylinder B2 and the first two-way check valve 1 , and is used to couple the second air cylinder B2 and the first two-way check valve 1 according to the air pressure detected by the pressure sensor P.

[0036] In this way, the pressure sensor P provided by the utility model detects the brake pressure in the brake device K in real time and uploads the data to the electronic control system of the vehicle, and determines whether the operation of the brake system is abnormal through the electronic control system; it can further determine whether it is necessary to conduct the first electromagnetic valve A1. Furthermore, by conducting the first electromagnetic valve A1, the second air cylinder B2 can be controlled to brake the vehicle, achieving the effect of auxiliary braking, and avoiding the problem of low braking effect caused by too low pressure in the brake device K of the vehicle.

[0037] The vehicle brake control system is configured such that the pressure sensor P detects the air pressure in the brake device K. When the difference between the air pressure and the brake pressure required by the system brake command reaches a set threshold, the first solenoid valve A1 is turned on. In this way, the first two-way check valve 1 switches from applying brake pressure from the first air cylinder B1 to applying brake pressure from the second air cylinder B2.

[0038] Among them, the system braking command is represented by a braking control signal released by the electronic control system in response to the vehicle's operating conditions. The braking control signal includes a normal braking command, an emergency braking command or a rapid braking command, etc. The above command can instruct the vehicle's braking control system to operate and perform targeted braking on the vehicle.

[0039] In one embodiment, the electronic control system is electrically connected to the vehicle brake control system, so as to remotely control the on or off of the first solenoid valve A1.

[0040] Specifically, the electronic control system is electrically connected to the pressure sensor P for receiving data detected by the pressure sensor P. The electronic control system is electrically connected to various valve elements in the vehicle brake control system for controlling the opening or closing of the valve elements.

[0041] The first two-way check valve 1 is used to compare the air pressure at the first input end and the air pressure at the second input end, and to conduct the side with the larger air pressure to the output end of the first two-way check valve 1 .

[0042] Among them, coupling the second air cylinder B2 and the first two-way check valve 1 can be understood as: when an abnormality occurs in the air circuit of the main brake system, the first solenoid valve A1 is turned on, and the compressed air of the second air cylinder B2 is transmitted to the first two-way check valve 1 through the first solenoid valve A1.

[0043] The main brake system air circuit can be understood as the air circuit system through which the compressed air passes when the first air cylinder B1 supplies air to implement the brake. In contrast, the air circuit system through which the compressed air passes when the second air cylinder B2 supplies air to implement the brake is the auxiliary brake system. The meanings of the main brake system and the auxiliary brake system in the above context are consistent.

[0044] The braking device K is used to control the braking of the vehicle. It can be a combination of a tread brake unit and a brake shoe, or a combination of a brake caliper, a brake pad and a brake disc. The braking of the vehicle is achieved by inflating and exhausting the brake cylinder of the tread brake unit or the brake caliper.

[0045] The braking device K can adopt active braking or passive braking.

[0046] For the brake device K configured as an active type, it includes an active brake cylinder, which needs to be inflated when the brake is applied; for the brake device K configured as a passive type, it includes a passive brake cylinder, which needs to be exhausted when the brake is applied.

[0047] like Figure 2 As shown, in one embodiment of the present invention, a brake control unit 5 is also included, and the brake control unit 5 is connected between the first air cylinder B1 and the first two-way check valve 1. The brake control unit 5 is used to adjust the air pressure output to the first two-way check valve 1.

[0048] The brake control unit 5 can receive and adjust the air pressure output to the brake device K according to the brake force control signal.

[0049] The braking force control signal represents a control signal released by the vehicle's electronic control system or the driver's end as needed. The control signal is used to instruct the vehicle's braking control system to implement different levels of normal braking or to generate emergency braking, rapid braking, etc.

[0050] In this way, the vehicle braking control system can adjust the braking pressure as needed through the braking control unit 5, so as to avoid the problem of excessive braking force caused by direct output of the pressure of the first air cylinder B1 during normal braking.

[0051] Furthermore, the brake control unit 5 includes a third solenoid valve A3 and an exhaust valve C arranged in series; the input end of the third solenoid valve A3 is connected to the first air cylinder B1, and the output end of the third solenoid valve A3 is connected to the first input end of the first two-way check valve 1.

[0052] When the system receives a braking command, the third solenoid valve A3 and the exhaust valve C in the braking control unit 5 are energized and connected, and the compressed air of the first air cylinder B1 is output to the first two-way check valve 1 through the third solenoid valve A3. When passing through the third solenoid valve A3, the exhaust valve C exhausts the compressed air, thereby adjusting the air pressure value output to the first two-way check valve 1.

[0053] In this way, the air pressure is controlled by conducting the air of the first air cylinder B1 with the third solenoid valve A3 and exhausting the air with the exhaust valve C, which is manifested as the output of different braking forces during the operation of the vehicle. For example, when the third solenoid valve A3 is turned on, the compressed air of the first air cylinder B1 is fully output, for example, 2.9 bar. At this time, the exhaust valve C is turned on for exhaust, and the output air pressure can be reduced to 2.0 bar, which is defined as the first-level braking; then the exhaust valve of the exhaust valve C is reduced, so that the exhaust efficiency of the exhaust valve C is reduced, and the output air pressure is increased from 2.0 bar to 2.5 bar, which is defined as the second-level braking; and so on, by controlling the degree of conduction of the exhaust valve of the exhaust valve C, the size of the air pressure can be adjusted, which is manifested as the output of different braking forces.

[0054] The greater the conductance of the exhaust valve C, the more air is discharged and the smaller the braking force; the smaller the conductance of the exhaust valve C, the less air is discharged and the greater the braking force.

[0055] Furthermore, the braking control unit 5 also includes a fourth solenoid valve A4; the first input end of the fourth solenoid valve A4 is connected to the output end of the third solenoid valve A3, the second input end of the fourth solenoid valve A4 is connected to the first air cylinder B1, and the output end of the fourth solenoid valve A4 is connected to the first input end of the first two-way check valve 1.

[0056] When emergency braking is received, the fourth solenoid valve A4 in the vehicle brake control system is de-energized, so that the compressed air of the first air cylinder B1 is directly output to the first two-way check valve 1 through the fourth solenoid valve A4, so that the first two-way check valve 1 obtains the maximum input pressure.

[0057] It should be noted that when the fourth solenoid valve A4 is powered on, the first input end of the fourth solenoid valve A4 is connected to the output end; when the fourth solenoid valve A4 is powered off, the second input end is connected to the output end.

[0058] In this way, the vehicle can quickly and directly switch to emergency braking during normal braking or rapid braking, which can avoid the problem of not being able to brake and stop the train in the first place when a dangerous situation occurs during train operation.

[0059] In one embodiment of the utility model, a distribution valve 6 and a third two-way check valve 4 are also included; the first input end of the third two-way check valve 4 is connected to the output end of the brake control unit 5, and the output end of the third two-way check valve 4 is connected to the first two-way check valve.

[0060] The first input end of the distribution valve 6 is connected to the train pipe BP, the second input end of the distribution valve 6 is connected to the third air cylinder B3, and the output end of the distribution valve 6 is connected to the second input end of the third two-way check valve 4.

[0061] The distribution valve 6 can respond to the pressure changes of the train pipe BP in time and output the braking pressure to the braking device K; the distribution valve 6 and the braking control unit 5 are respectively connected to the two input ends of the third two-way check valve 4, so that a backup braking scheme of the braking control unit 5 can be formed.

[0062] Further, the distribution valve 6 is configured to control the second compressed air from the third air cylinder B3 to be output proportionally according to the reduced value of the first compressed air from the train pipe BP.

[0063] In this way, the distribution valve 6 can output a specific proportion of air pressure according to the change in the air pressure of the train pipe BP. Therefore, when an electrical failure occurs in the train and the braking system of the brake control unit 5 and the air circuit where the second air cylinder B2 is located cannot work normally, the backup system outputs the braking pressure related to the reduced value of the air pressure in the train pipe BP to perform normal braking or emergency braking operations, thereby improving the reliability and availability of the braking system at the overall system level; at the same time, the backup system can also be used for rescue and return of vehicles.

[0064] The second compressed air pressure comes from the third air cylinder B3; the first compressed air comes from the train pipe BP.

[0065] Specifically, the first compressed air is used as the control pressure, and the air in the third air cylinder B3 is used as the execution pressure; that is, it can be understood that the distribution valve 6 receives the first compressed air from the first input end and connects the second input end and the output end according to the pressure value of the first compressed air, so that the third air cylinder B3 outputs the second compressed air proportional to the first compressed air.

[0066] In this way, by providing the distribution valve 6 , it is possible to utilize the train pipe pressure change to control the proportional pressure output to the third two-way check valve 4 .

[0067] The specific ratio in this embodiment may be that the value of the first compressed air pressure is equal to the pressure at the output end of the distribution valve 6. The pressure value of the first compressed air is represented by the reduced value of the compressed air in the train pipe BP.

[0068] Furthermore, a fourth air cylinder B4 is included, and the fourth air cylinder B4 is connected to the output end of the distribution valve 6. In this way, the fourth air cylinder B4 is used as an air supply buffer to avoid fluctuations in the air path when the pressure output of the distribution valve 6 changes, so that the air pressure changes more smoothly.

[0069] Furthermore, a third cut-off valve F3 is provided between the train pipe BP and the distribution valve 6 .

[0070] In this way, the air pressure output from the train pipe BP to the distribution valve 6 can be cut off through the third cut-off valve F3, that is, the connection and disconnection of the air circuit where the distribution valve 6 is located can be controlled.

[0071] like Figure 3 As shown, in one embodiment of the utility model, a relay valve 7 is also included, and the output end of the brake control unit 5 is connected to the first input end of the relay valve 7; the second input end of the relay valve 7 is connected to the first air cylinder B1, and the output end of the relay valve 7 is connected to the first two-way check valve 1.

[0072] In this embodiment, the use principle and function of the relay valve 7 are the same as those of the distribution valve 6, and its main purpose is to control the compressed air of the first air cylinder B1 to flow proportionally to the first two-way check valve 1 according to the size of the pre-control pressure at the first input end of the relay valve 7. The relay valve 7 is an existing mature product, and how to output compressed air proportionally will not be repeated here.

[0073] In this way, the relay valve 7 can be used to convert the changing air pressure on the brake control unit 5 side into the air pressure directly output by the first air cylinder B1 to the output end of the relay valve 7, thereby isolating the air pressure at the upstream end and the air pressure at the downstream end of the relay valve 7. In the entire system, it can avoid that the pressure adjustment change of the brake control unit 5 directly affects the braking effect of the brake device K; at the same time, it can also ease the air flow in the system air path, providing safety protection for each air path component.

[0074] In one embodiment of the utility model, a first pressure limiting valve 8 is also arranged between the output end of the third two-way check valve 4 and the relay valve 7, and the first pressure limiting valve 8 has a first load interface, and the first load interface is connected to the load detection module T of the vehicle braking control system for receiving the vehicle load pressure.

[0075] In this way, the vehicle braking control system of the utility model can receive the air pressure at the first load interface based on the performance of the first pressure limiting valve 8 itself so that the air pressure output by the first pressure limiting valve 8 can output the braking force to the maximum extent according to the current vehicle load; it can prevent the sliding problem caused by the output of excessive braking force, improve the vehicle braking effect, reduce the braking distance, and enhance braking safety.

[0076] Among them, Figure 4 As shown, the first pressure limiting valve 8 is used to output a specific braking force according to the air pressure value at its first load interface along its own performance curve, so that the input air pressure is limited within a certain intensity and output as a braking force.

[0077] Specifically, the load detection module T is used to detect the load of the vehicle, and the load detection module T is connected to the first load interface of the first pressure limiting valve 8. The first pressure limiting valve 8 receives the pressure of the load detection module T.

[0078] The first pressure limiting valve 8 exhibits the following characteristics: when the pressure at the first load interface of the first pressure limiting valve 8 is below the preset pressure value, the pressure output by the first pressure limiting valve 8 remains unchanged; when the pressure at the first load interface of the first pressure limiting valve 8 is above the preset pressure value, the pressure output by the first pressure limiting valve 8 increases as the pressure at the first load interface increases.

[0079] In this way, the vehicle load pressure is received through the first load interface of the first pressure limiting valve 8, that is, the more people are on the vehicle, the greater the pressure output to the first load interface. According to the change of the pressure at the first load interface, the braking force output by the first pressure limiting valve 8 changes, that is, when the load on the vehicle is greater, the required braking force is greater. Through the performance of the first pressure limiting valve 8, it can be ensured that when the vehicle is more susceptible to inertia due to the increase in load, a greater braking force can be output to reduce the braking distance of the vehicle.

[0080] It should be further explained that the load detection module T is used to detect the load of the vehicle and transmit the load pressure to the first load interface of the first pressure limiting valve 8 so that the air pressure output by the first pressure limiting valve 8 can change according to the change of the load pressure at the first load interface.

[0081] In a preferred embodiment of the present utility model, the above-mentioned embodiments can be combined and assembled according to practical applications. Figure 5 As shown, the brake control unit 5 includes a third solenoid valve A3 and an exhaust valve C arranged in series; the input end of the third solenoid valve A3 is connected to the first air cylinder B1, and the output end of the third solenoid valve A3 is connected to the first input end of the first two-way check valve 1. The on and off of the third solenoid valve A3 can control the output or cut off the air pressure of the first air cylinder B1.

[0082] The brake control unit 5 also includes a fourth solenoid valve A4, a distribution valve 6 and a third two-way check valve 4, wherein the first input end of the fourth solenoid valve A4 is connected to the output end of the third solenoid valve A3, and the second input end of the fourth solenoid valve A4 is connected to the first air cylinder B1; the first input end of the third two-way check valve 4 is connected to the output end of the fourth solenoid valve A4.

[0083] The first input end of the distribution valve 6 is connected to the train pipe BP through the third cut-off valve F3, the second input end of the distribution valve 6 is connected to the third air cylinder B3, the output end of the distribution valve 6 is connected to the second input end of the third two-way check valve 4; the fourth air cylinder B4 is connected to the output end of the distribution valve 6.

[0084] The vehicle braking control system also includes a first pressure limiting valve 8 and a relay valve 7; the output end of the third two-way check valve 4 is connected to the relay valve 7 through the first pressure limiting valve 8, and the first load interface of the first pressure limiting valve 8 is connected to the load detection module T of the vehicle braking control system; specifically, the output end of the first pressure limiting valve 8 is connected to the first input end of the relay valve 7, the second input end of the relay valve 7 is connected to the first air cylinder B1, and the output end of the relay valve 7 is connected to the first input end of the first two-way check valve 1.

[0085] In another embodiment of the utility model, based on the above preferred embodiment, a fifth solenoid valve A5 is further arranged between the first pressure limiting valve 8 and the relay valve 7; when the fifth solenoid valve A5 is turned on, the first pressure limiting valve 8 outputs air pressure to the first input end of the relay valve 7; when the fifth solenoid valve A5 is turned off, the air pressure at the output end of the first pressure limiting valve 8 is cut off.

[0086] The fifth solenoid valve A5 is used as the main control switch for the first air cylinder B1 in the system to apply the brake. When the fifth solenoid valve A5 is turned on, the brake control function can be performed. When the fifth solenoid valve A5 is turned off, the brake control is turned off. This enhances the stability and safety of the vehicle brake control system. In another embodiment, the function of the fifth solenoid valve A5 can also be replaced by the third solenoid valve A3, thereby saving system costs.

[0087] In one embodiment of the present utility model, a first pressure reducing valve 21 is further provided between the second air cylinder B2 and the first two-way check valve 1 .

[0088] The first pressure reducing valve 21 is used to reduce the air pressure output by the second air cylinder B2. The operation and shutoff of the first pressure reducing valve 21 can be controlled by the first solenoid valve A1.

[0089] For example, the first pressure reducing valve 21 can be set to 1.5 bar; wherein, the set threshold value reached by the difference between the air pressure in the brake device K and the pressure required by the system brake command is also set to 1.5 bar. The main brake system outputs the common brake pressure to control the vehicle braking. At this time, the required brake cylinder pressure is 2.6 bar. When the main brake system fails, the electronic control system detects that the pressure of the brake device K is 0.9 bar through the pressure sensor P. The electronic control system calculates that the difference between the pressure of the brake device K and the required pressure reaches the threshold of 1.5 bar, and the electronic control system controls the first solenoid valve A1 to be turned on; thus, the second air cylinder B2 outputs a brake pressure of 1.5 bar to the brake device K through the first pressure reducing valve 21 to assist braking.

[0090] In one embodiment of the utility model, it also includes a second two-way check valve 3, and a second solenoid valve A2 and a second pressure reducing valve 22 are also arranged in series between the second air cylinder B2 and the first two-way check valve 1, the second solenoid valve A2 and the second pressure reducing valve 22 are connected in series to the first input end of the second two-way check valve 3, the first pressure reducing valve 21 and the first solenoid valve A1 are connected in series to the second input end of the second two-way check valve 3, and the output end of the second two-way check valve 3 is connected to the second input end of the first two-way check valve 1.

[0091] The second air cylinder B2 and the first input end of the second two-way check valve 3 form a first branch; the second air cylinder B2 and the second input end of the second two-way check valve 3 form a second branch; wherein the first branch includes a first pressure reducing valve 21 and a first solenoid valve A1; the second branch includes a second solenoid valve A2 and a second pressure reducing valve 22.

[0092] The first solenoid valve A1 controls the opening or closing of the first branch, and the second solenoid valve A2 controls the opening or closing of the second branch. It should be noted that there is no specific requirement for the setting order of the first pressure reducing valve 21 and the first solenoid valve A1, and the same applies to the second solenoid valve A2 and the second pressure reducing valve 22.

[0093] In one embodiment of the present utility model, the vehicle brake control system is configured to: receive a first control signal of an electronic control system, wherein the first control signal is used to indicate that the first solenoid valve A1 is turned on.

[0094] The first control signal indicates that the difference between the air pressure in the braking device K and the pressure required by the system braking command reaches a set first threshold.

[0095] In one embodiment of the present utility model, the vehicle brake control system is further configured to: receive a second control signal of the electronic control system, wherein the second control signal is used to indicate that the second solenoid valve A2 is turned on.

[0096] The second control signal indicates that the difference between the air pressure in the braking device K and the pressure required by the system braking command reaches a set second threshold.

[0097] For example, in one scenario, the train performs normal braking at a medium load, and the corresponding required braking pressure is 2.6 bar, and the detection pressure determined by the pressure sensor P is 0.9 bar. The electronic control system calculates that the difference between the required braking pressure and the detection pressure detected by the pressure sensor P is 1.5 bar, where the first pressure difference can be defined as 1.5 bar. If the pressure reduction value of the first pressure reducing valve 21 is equal to the first threshold value and equal to 1.5 bar, the condition that the first pressure difference is greater than or equal to the first threshold value is met, and the electronic control system determines that the pressure of the brake device K is low, and controls the first solenoid valve A1 to be turned on, and the second air cylinder B2 outputs a brake pressure of 1.5 bar to the brake device K through the first pressure reducing valve 21 to implement auxiliary braking.

[0098] It should be noted that the first threshold is determined according to the pressure reduction value of the first pressure reducing valve 21 , that is, it can be understood that the pressure value output by the first pressure reducing valve 21 is set as the first threshold.

[0099] In another scenario, the train performs normal braking at a medium load, the braking pressure is 2.6 bar, and the detection pressure determined by the pressure sensor P is 0 bar. The electronic control system calculates that the difference between the required braking pressure and the detection pressure detected by the pressure sensor P is 2.6 bar, and the first pressure difference is 2.6 bar. If the pressure reduction value of the second pressure reducing valve 22 is equal to the second threshold value and equal to 2.2 bar, the condition that the first pressure difference is greater than or equal to the second threshold value is met, and the electronic control system determines that the pressure of the brake device K is low, and controls the second solenoid valve A2 to be turned on, and the second air cylinder B2 outputs a braking pressure of 2.2 bar to the brake device K through the second pressure reducing valve 22 to implement auxiliary braking.

[0100] It should be noted that the second threshold is determined according to the pressure reduction value of the second pressure reducing valve 22 , that is, it can be understood that the pressure value output by the second pressure reducing valve 22 is set as the second threshold.

[0101] In another scenario, the train performs rapid braking at a medium load, and the corresponding required braking pressure value is 2.9 bar. If the first threshold, i.e., the pressure reduction value of the first pressure reducing valve 21, is equal to 1.5 bar, and the second threshold, i.e., the pressure reduction value of the second pressure reducing valve 22, is equal to 2.2 bar, the electronic control system detects and obtains the values ​​of the first threshold and the second threshold and compares the values. If the second threshold is greater than the first threshold, the second solenoid valve A2 is turned on to output a braking pressure of 2.2 bar to the second input end of the first two-way check valve 1. In this way, the air pressure of 2.2 bar can be backed up at the second input end of the first two-way check valve 1, so that when the pressure output by the main brake system is less than 2.2 bar, the first two-way check valve 1 outputs the control pressure output by the second pressure reducing valve 22, i.e., 2.2 bar, thereby preventing the braking force of the train from suddenly decreasing and affecting the rapid braking capability.

[0102] In one implementation scenario of the utility model, when the train applies emergency braking at maximum load, the vehicle brake control system is configured to turn on both the main brake system and the auxiliary brake system. The electronic control system applies an emergency braking command, controls the fourth solenoid valve A4 in the main brake system to output an emergency brake pressure, such as 3.8 bar, and configures the brake control unit 5 to turn on and output 3.4 bar as a backup for the emergency brake pressure, so that the normal brake is backed up at the emergency brake to prevent the emergency brake from failing.

[0103] Furthermore, the electronic control system controls both the first solenoid valve A1 and the second solenoid valve A2 to be turned on. In this way, two auxiliary brake pressures are output in the auxiliary brake system to avoid failure of the main brake system and to ensure that the output auxiliary brake pressure is the maximum pressure. Therefore, when the train is in emergency braking, there are a total of 4 redundant brake pressures, which can avoid the complete loss of braking force when the train fails and ensure the availability of the train to the greatest extent.

[0104] In one embodiment of the present utility model, a second input end of the first two-way check valve 1 is connected in series with a second pressure limiting valve 9, and the second pressure limiting valve 9 has a second load interface, which is connected to a load detection module T of the vehicle braking control system for receiving the vehicle load pressure.

[0105] In one embodiment, the second pressure limiting valve 9 is specifically configured as follows: the vehicle braking control system includes a first pressure reducing valve 21, a first solenoid valve A1 and a second pressure limiting valve 9, and the first pressure reducing valve 21, the first solenoid valve A1 and the second pressure limiting valve 9 are arranged in series between the second air cylinder B2 and the second input end of the first two-way check valve 1.

[0106] In another embodiment, the second pressure limiting valve 9 is specifically configured as follows: the vehicle braking control system includes a first pressure reducing valve 21, a first solenoid valve A1, a second solenoid valve A2, a second pressure reducing valve 22, a second two-way check valve 3 and a second pressure limiting valve 9, and the second pressure limiting valve 9 is connected in series between the output end of the second two-way check valve 3 and the second input end of the first two-way check valve 1; the first pressure reducing valve 21, the first solenoid valve A1, the second solenoid valve A2, the second pressure reducing valve 22, and the second two-way check valve 3 are as described in the above embodiment and are not repeated here.

[0107] In one embodiment of the utility model, the main air duct MR is connected to the first air cylinder B1 through a first cut-off valve F1; the first cut-off valve F1 is used to cut off the air path between the main air duct MR and the first air cylinder B1.

[0108] The main air duct MR is connected to the second air cylinder B2 via a second cut-off plug F2, and the second cut-off plug F2 is used to cut off the air path between the main air duct MR and the second air cylinder B2;

[0109] A one-way valve D is arranged in series between the first cut-off plug door F1 and the second cut-off plug door F2, and the one-way valve D is used to prevent the air from flowing back from the second air cylinder B2.

[0110] In one embodiment of the present invention, a locomotive vehicle is provided, comprising a vehicle braking control system as described in any one of the above embodiments.

[0111] The locomotive vehicle also includes an electronic control system and a driver-side control system, both of which are used to electrically connect to the vehicle braking control system to monitor and control the vehicle braking control system in real time.

[0112] Both electronic control systems and driver-side control systems can be used to implement brake control.

[0113] It should be understood that although this specification is described according to implementation modes, not every implementation mode contains only one independent technical solution. This description of the specification is only for the sake of clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in each implementation mode may also be appropriately combined to form other implementation modes that can be understood by those skilled in the art.

[0114] The series of detailed descriptions listed above are only specific descriptions of feasible implementation methods of the utility model. They are not intended to limit the protection scope of the utility model. Any equivalent implementation methods or changes that do not deviate from the technical spirit of the utility model should be included in the protection scope of the utility model.

Claims

1. A vehicle braking control system, characterized in that: include: A first two-way check valve (1), wherein a first input end of the first two-way check valve (1) is connected to a first air cylinder (B1), a second input end of the first two-way check valve (1) is connected to a second air cylinder (B2), and an output end of the first two-way check valve (1) is connected to a brake device (K); a pressure sensor (P), the pressure sensor (P) being connected between the first two-way check valve (1) and the brake device (K), the pressure sensor (P) being used to detect the air pressure of the brake device (K); A first solenoid valve (A1), the first solenoid valve (A1) is connected between the second air cylinder (B2) and the first two-way check valve (1), and the first solenoid valve (A1) is used to couple the second air cylinder (B2) and the first two-way check valve (1) according to the air pressure detected by the pressure sensor (P).

2. The vehicle braking control system according to claim 1, characterized in that: It also includes a brake control unit (5), which is connected between the first air cylinder (B1) and the first two-way check valve (1), and is used to adjust the air pressure output to the first two-way check valve (1).

3. The vehicle braking control system according to claim 2, characterized in that: The brake control unit (5) comprises a third solenoid valve (A3) and an exhaust valve (C) which are arranged in series, wherein the input end of the third solenoid valve (A3) is connected to the first air cylinder (B1), and the output end of the third solenoid valve (A3) is connected to the first input end of the first two-way check valve (1).

4. The vehicle braking control system according to claim 2, characterized in that: It also includes a distribution valve (6) and a third two-way check valve (4), wherein a first input end of the third two-way check valve (4) is connected to an output end of the brake control unit (5), and an output end of the third two-way check valve (4) is connected to the first two-way check valve (1); The first input end of the distribution valve (6) is connected to the train pipe (BP), the second input end of the distribution valve (6) is connected to the third air cylinder (B3), and the output end of the distribution valve (6) is connected to the second input end of the third two-way check valve (4).

5. The vehicle braking control system according to claim 4, characterized in that: It also includes a fourth air cylinder (B4), which is connected to the output end of the distribution valve (6).

6. The vehicle brake control system according to claim 3, characterized in that: The brake control unit (5) further comprises a fourth solenoid valve (A4), a first input end of the fourth solenoid valve (A4) being connected to an output end of the third solenoid valve (A3), a second input end of the fourth solenoid valve (A4) being connected to a first air cylinder (B1), and an output end of the fourth solenoid valve (A4) being connected to a first input end of the first two-way check valve (1).

7. The vehicle braking control system according to claim 2, characterized in that: It also includes a relay valve (7), wherein the output end of the brake control unit (5) is connected to the first input end of the relay valve (7), the second input end of the relay valve (7) is connected to the first air cylinder (B1), and the output end of the relay valve (7) is connected to the first two-way check valve (1).

8. The vehicle braking control system according to claim 7, characterized in that: The invention also comprises a third two-way check valve (4), wherein a first input end of the third two-way check valve (4) is connected to an output end of the brake control unit (5), and a first pressure limiting valve (8) is arranged between the output end of the third two-way check valve (4) and the relay valve (7), wherein the first pressure limiting valve (8) has a first load interface, and the first load interface is connected to a load detection module (T) of the vehicle brake control system for receiving vehicle load pressure.

9. The vehicle braking control system according to claim 1, characterized in that: A first pressure reducing valve (21) is also provided between the second air cylinder (B2) and the first two-way check valve (1).

10. The vehicle brake control system according to claim 9, characterized in that: The invention also comprises a second two-way check valve (3), a second solenoid valve (A2) and a second pressure reducing valve (22) are also arranged in series between the second air cylinder (B2) and the first two-way check valve (1), the second solenoid valve (A2) and the second pressure reducing valve (22) are connected in series to the first input end of the second two-way check valve (3), the first pressure reducing valve (21) and the first solenoid valve (A1) are connected in series to the second input end of the second two-way check valve (3), and the output end of the second two-way check valve (3) is connected to the second input end of the first two-way check valve (1).

11. The vehicle braking control system according to claim 1 or 10, characterized in that: A second pressure limiting valve (9) is connected in series to the second input end of the first two-way check valve (1), and the second pressure limiting valve (9) has a second load interface, which is connected to a load detection module (T) of the vehicle brake control system for receiving vehicle load pressure.

12. The vehicle brake control system according to claim 1, characterized in that: The main air duct (MR) is connected to the first air cylinder (B1) through a first cut-off plug door (F1); The main air duct (MR) is connected to the second air cylinder (B2) via a second cut-off valve (F2), and a one-way valve (D) is arranged in series between the first cut-off valve (F1) and the second cut-off valve (F2).

13. The vehicle braking control system according to claim 4, characterized in that: A third cut-off plug (F3) is also provided between the train pipe (BP) and the distribution valve (6).

14. A locomotive vehicle, characterized in that: Comprising a vehicle braking control system as described in any one of claims 1-13.

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