Train and electro-pneumatic blended braking control system thereof

Abstract

A train and an electro-pneumatic blended braking control system thereof. The braking modes of the train comprise an autonomous braking mode and an independent braking mode, corresponding braking branches are selected by means of the output of a braking control unit, and different braking modes are applied. An autonomous braking branch comprises a first solenoid valve (7) acting on a first application valve (5) to cut off air braking when the first solenoid valve (7) is powered on, so as to realize the priority of electric braking. In an independent braking branch, the braking control unit acts on the first application valve (5) by means of an independent braking control branch (4).

Description

A train and its air-electric combined braking control system

[0001] This application claims priority to the Chinese patent application filed with the China Patent Office on August 16, 2023, with application number 202311033929.X and invention name “A train and its air-electric combined braking control system”, the entire contents of which are incorporated by reference into this application. Technical Field

[0002] The present application relates to the field of rail transportation technology, and in particular to a train and an air-electric combined braking control system thereof. Background Art

[0003] Electric locomotives are generally designed to use air-electric combined braking, which is a braking strategy control technology based on electric braking and air braking. It organically combines the two braking modes of air braking and electric braking under the principle of giving priority to and making full use of electric braking.

[0004] In the prior art, a combined air-electric cutoff solenoid valve is installed before the application valve in the final brake cylinder control air circuit. When the air-electric combination is activated, the cutoff solenoid valve is energized, causing the application valve to release brake cylinder pressure, thereby removing the locomotive's air brake. However, this method can cause the cutoff solenoid valve to become stuck. When air braking needs to be restored, the stuck cutoff solenoid valve cannot be disconnected properly, preventing the air brake from being properly applied, posing a significant safety hazard.

[0005] It can be seen that how to avoid the solenoid valve failure in the air-electric combined braking that causes the air brake to be unable to be activated, which poses a driving safety hazard, is an urgent problem that needs to be solved by technical personnel in this field.

[0006] Summary of the Invention

[0007] The purpose of this application is to provide a train and its air-electric combined braking control system to solve the problem in the related art that the air brake cannot be activated due to solenoid valve failure in the air-electric combined braking, thereby causing a hidden danger to driving safety.

[0008] To solve the above technical problems, the present application provides an air-electric combined braking control system, comprising:

[0009] Automatic braking branch, separate braking branch, first acting valve, first comparison valve;

[0010] The automatic braking branch includes an automatic braking control branch and a first solenoid valve;

[0011] The separate braking branch includes a separate braking control branch;

[0012] The input end of the automatic brake control branch and the input end of the independent brake control branch are both connected to the brake control unit to conduct corresponding circuits according to the signal output by the brake control unit;

[0013] The output end of the automatic brake control branch is connected to the first solenoid valve, which is connected to the first application valve via the first comparison valve. The first solenoid valve is also connected to a clutch control unit to change its state according to a control instruction of the clutch control unit. The states include an energized state and a de-energized state. If the first solenoid valve is in the energized state, the train removes the air brake and applies the electric brake. If the first solenoid valve is in the de-energized state, the train applies the air brake.

[0014] The output end of the independent brake control branch is connected via the first comparison valve and the first application valve;

[0015] The first comparison valve is used to control the first application valve according to the output of the automatic brake control branch or the output of the independent brake control branch to control the braking force.

[0016] Preferably, the independent braking branch further includes a first pressure sensor; the first pressure sensor is connected to the braking control unit, is arranged at the brake cylinder, and is used to collect the pressure in the brake cylinder and send it to the braking control unit;

[0017] The brake control unit is used to cut off the electric brake and apply the air brake when the pressure collected by the first pressure sensor reaches a preset pressure when a separate brake branch is output; when the pressure collected by the first pressure sensor is less than the preset pressure, apply the air brake or the electric brake according to the signal of the brake control unit.

[0018] Preferably, the automatic braking branch further includes a second pressure sensor; the second pressure sensor is connected to the brake control unit, is arranged at the brake cylinder, and is used to collect the pressure in the brake cylinder and send it to the brake control unit;

[0019] The brake control unit is used to determine whether the pressure in the brake cylinder is 0 when the first solenoid valve is energized to confirm whether the first solenoid valve is normal; or to determine whether the pressure in the brake cylinder is not 0 when the first solenoid valve is de-energized to confirm whether the first solenoid valve is normal.

[0020] Preferably, it also includes:

[0021] Remove the interlocking plug door;

[0022] The first output end of the automatic brake control branch is connected to the first solenoid valve through the cut-off interlocking plug, and the second output end is connected to the first comparison valve through the cut-off interlocking plug;

[0023] The cut-off interlocking plug is also connected to the clutch control unit to cut off the control of the first solenoid valve on the first acting valve according to the instruction of the clutch control unit.

[0024] Preferably, it also includes:

[0025] Emergency brake circuit; the emergency brake circuit is connected to the brake control unit to apply emergency braking when the first solenoid valve fails.

[0026] Preferably, the emergency brake circuit includes: a second action valve, a second solenoid valve, and a pressure regulating valve;

[0027] The regulating valve is used to configure the second acting valve to control the size of the braking force. The regulating valve is connected to the second acting valve through the second solenoid valve. The second solenoid valve is also connected to the clutch control unit to turn on the emergency braking circuit when energized to apply emergency braking.

[0028] Preferably, it further comprises a second comparison valve;

[0029] The first end of the second comparison valve is connected to the first acting valve, and the second end is connected to the second acting valve; the output end of the second comparison valve is connected to the brake cylinder to confirm whether the train braking is an emergency braking based on the output size of the second comparison valve.

[0030] Preferably, when the brake control unit applies the brake via the automatic brake branch, the clutch control unit is further configured to determine whether electric braking is available;

[0031] If available, the first solenoid valve is controlled to be energized; if unavailable, the first solenoid valve is kept de-energized.

[0032] Preferably, the brake control unit is further configured to send a prompt message and receive a confirmation instruction when a fault of the first solenoid valve is detected when braking is applied through the automatic brake branch;

[0033] If the confirmation instruction is received within a preset time, the clutch control unit controls the cut-off interlocking plug door to isolate the first solenoid valve;

[0034] If the confirmation instruction is not received within a preset time, the clutch control unit controls the second solenoid valve to be energized to perform emergency braking.

[0035] In order to solve the above technical problems, the present application also provides a train, including the above-mentioned air-electric combined braking control system.

[0036] The air-electric combined braking control system provided in the present application includes an automatic braking branch, a separate braking branch, a first acting valve, and a first comparison valve; the automatic braking branch includes an automatic braking control branch and a first solenoid valve; the separate braking branch includes a separate braking control branch. In the present application, the braking modes of the train are divided into automatic braking and separate braking. The corresponding braking branch is selected by the output of the braking control unit to apply different braking modes. The automatic braking branch in the present application includes a first solenoid valve, which acts on the first acting valve to cut off the air brake when the solenoid valve is energized, so as to achieve the priority of electric braking. In order to avoid the situation where the solenoid valve is stuck and the air brake cannot be restored, the present application also provides a separate braking mode. The separate braking branch does not include a solenoid valve, and the braking control unit acts on the first acting valve through the separate braking control branch. Therefore, the power gain and loss of the solenoid valve will not affect the braking effect of the separate braking, and the failure of the solenoid valve will not affect the application of emergency braking.

[0037] Compared to related technologies, where a solenoid valve is placed before the application valve, the activation and deactivation of the air brake is controlled by the solenoid valve's power gain and loss. This solution provides two braking paths: automatic braking and independent braking. A first solenoid valve is provided in the automatic braking control branch to deactivate the air brake, giving priority to the electric brake. In the event of a solenoid valve failure, the independent braking branch can be used for air braking, providing backup braking and ensuring driving safety.

[0038] In addition, the train provided in this application includes the above-mentioned air-electric combined braking control system, and the effect is the same as above. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] In order to more clearly illustrate the embodiments of the present application, the following is a brief introduction to the drawings required for use in the embodiments. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0040] FIG1 is a structural diagram of an air-electric combined braking system in the related art;

[0041] FIG2 is a structural diagram of an air-electric combined braking control system provided in an embodiment of the present application;

[0042] The figures are marked as follows: 1 is the cut-off solenoid valve, 2 is the application valve, 3 is the automatic brake control branch, 4 is the separate brake control branch, 5 is the first application valve, 6 is the first comparison valve, 7 is the first solenoid valve, 8 is the first pressure sensor, 9 is the second pressure sensor, 10 is the cut-off interlock valve, 11 is the second application valve, 12 is the second solenoid valve, 13 is the pressure regulating valve, and 14 is the second comparison valve. DETAILED DESCRIPTION

[0043] The following will clearly and completely describe the technical solutions in the embodiments of this application in conjunction with the accompanying drawings. Obviously, the described embodiments are only some of the embodiments of this application, and not all of them. All other embodiments derived by persons of ordinary skill in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application.

[0044] The air-electric combined braking control system provided in this application is primarily used for urban rail trains, primarily achieving a combined air-electric braking effect. Combined air-electric braking combines electric and air braking to ensure sufficient braking force across a wide speed range. In practice, electric braking is preferred due to its ease of operation and control and its ability to significantly reduce wear on air brake system components.

[0045] Figure 1 shows the structure of a combined air-electric brake system in the related art. In the structure shown in Figure 1, a cutoff solenoid valve 1 is positioned before an application valve 2. When the cutoff solenoid valve 1 is energized, the air brake is cutoff. However, in this method, the cutoff solenoid valve 1 may become stuck. When the air brake needs to be restored, the cutoff solenoid valve 1 cannot be disconnected due to the stuck condition, resulting in the air brake not being properly applied, posing a significant driving safety hazard.

[0046] The core of this application is to provide a train and its air-electric combined braking control system to solve the problem in the related art that the air brake cannot be activated due to solenoid valve failure in the air-electric combined braking, thereby causing a driving safety hazard.

[0047] In order to enable those skilled in the art to better understand the present application, the present application is further described in detail below with reference to the accompanying drawings and specific implementation methods.

[0048] FIG2 is a structural diagram of an air-electric combined braking control system provided in an embodiment of the present application. As shown in FIG2 , the air-electric combined braking control system includes:

[0049] Automatic braking branch, separate braking branch, first acting valve 5, first comparison valve 6;

[0050] The automatic braking branch includes an automatic braking control branch 3 and a first solenoid valve 7;

[0051] The separate braking branch includes a separate braking control branch 4;

[0052] The input end of the automatic brake control branch 3 and the input end of the independent brake control branch 4 are both connected to the brake control unit to conduct the corresponding circuits according to the signal output by the brake control unit;

[0053] The output end of the automatic brake control branch 3 is connected to a first solenoid valve 7, which is connected to the first application valve 5 via a first comparison valve 6. The first solenoid valve 7 is also connected to the clutch control unit to change its state according to the control instructions of the clutch control unit. The states include energized and de-energized. If the first solenoid valve 7 is energized, the train removes the air brake and applies the electric brake. If the first solenoid valve 7 is de-energized, the train applies the air brake.

[0054] The output end of the individual brake control branch 4 is connected via the first comparison valve 6 and the first application valve 5;

[0055] The first comparison valve 6 is used to control the first application valve 5 according to the output of the automatic brake control branch 3 or the output of the independent brake control branch 4 to control the braking force.

[0056] The air-electric combined brake control system provided in this application provides two control circuits: an automatic brake branch and a separate brake branch, for activating and deactivating the air brake. In this embodiment, control of the various components of the air-electric combined brake control system and overall logic control are performed by the train's brake control unit (BCU) and clutch control unit (CCU).

[0057] In a specific implementation, the automatic brake control branch 3 and the independent brake control branch 4 are circuits used by the brake control unit to configure the braking mode. The corresponding brake circuit is selected based on the output of the brake control unit. When the train's braking mode is set to automatic braking mode, the output signal of the brake control unit acts on the first application valve 5 via the automatic brake branch. Due to the priority of electric braking, it is necessary to request electric braking corresponding to the air braking force from the train's clutch control unit and remove the air brake. Therefore, the automatic brake branch includes a first solenoid valve 7. When the first solenoid valve 7 is energized, the first application valve 5 releases brake cylinder (BC) pressure, thereby removing the train's air brake. When the first solenoid valve 7 is de-energized, the train applies the air brake normally. The clutch control unit controls the energized and de-energized state of the first solenoid valve 7. In a specific implementation, the state control of the first solenoid valve 7 should be adjusted based on whether the train can normally apply electric braking. To this end, in this embodiment, when the brake control unit applies the brake via the automatic brake branch, the clutch control unit is also responsible for determining whether the electric brake is available. If available, the first solenoid valve 7 is controlled to be energized; if unavailable, the first solenoid valve 7 is kept de-energized.

[0058] It will be appreciated that in this embodiment, the solenoid valve exists only in the automatic braking branch. Therefore, the clutch control unit activates and deactivates the air brake by controlling the power supply to and from the first solenoid valve 7. In the separate braking branch, the brake control unit acts on the first application valve 5 via the separate brake control branch 4, unaffected by the first solenoid valve 7. This allows the train to maintain braking even if the first solenoid valve 7 fails, improving driving safety.

[0059] The automatic braking control branch and the separate braking control branch in this embodiment are connection lines for the braking control unit to apply signals to the application valve. The line structure can be similar to the connection line between the braking control unit and the application valve in the current technology, and will not be described in detail in this embodiment.

[0060] The air-electric combined braking control system provided in the present application includes an automatic braking branch, a separate braking branch, a first acting valve, and a first comparison valve; the automatic braking branch includes an automatic braking control branch and a first solenoid valve; the separate braking branch includes a separate braking control branch. In the present application, the braking modes of the train are divided into automatic braking and separate braking. The corresponding braking branch is selected through the output of the braking control unit to apply different braking modes. The automatic braking branch in the present application includes a first solenoid valve, which acts on the first acting valve to cut off the air brake when the solenoid valve is energized, so as to achieve the priority of electric braking. In order to avoid the situation where the solenoid valve is stuck and the air brake cannot be restored, the present application also provides a separate braking mode. The separate braking branch does not include a solenoid valve, and the braking control unit acts on the first acting valve through the separate braking control branch. Therefore, the power gain and loss of the solenoid valve will not affect the braking effect of the separate braking.

[0061] Compared to related technologies, where a solenoid valve is placed before the application valve, the activation and deactivation of the air brake is controlled by the solenoid valve's power gain and loss. This solution provides two braking paths: automatic braking and independent braking. A first solenoid valve is provided in the automatic braking control branch to deactivate the air brake, giving priority to the electric brake. In the event of a solenoid valve failure, the independent braking branch can be used for air braking, providing backup braking and ensuring driving safety.

[0062] Understandably, for trains using combined air and electric braking, excessively high brake cylinder pressure can damage components within the cylinders, potentially overwhelm them, and cause sudden braking or a sudden increase in braking force, leading to wheel lockout and skidding. Therefore, even if electric braking takes precedence, air braking should be applied first when cylinder pressure is too high to avoid component damage.

[0063] To this end, based on the above embodiment, in this embodiment, the independent brake branch further includes a first pressure sensor 8; the first pressure sensor 8 is connected to the brake control unit and is arranged at the brake cylinder, for collecting the pressure in the brake cylinder and sending it to the brake control unit;

[0064] The brake control unit is used to cut off the electric brake and apply the air brake when the pressure collected by the first pressure sensor 8 reaches the preset pressure when the output of a separate brake branch is in progress; when the pressure collected by the first pressure sensor 8 is lower than the preset pressure, apply the air brake or the electric brake according to the signal of the brake control unit.

[0065] It is understood that the purpose of this embodiment is to apply air braking to achieve a braking effect and release the pressure in the brake cylinder under the premise of giving priority to electric braking. However, the separate brake branch in this application cannot cut off the air brake. Therefore, the first pressure sensor is set in the separate brake branch to cut off the electric brake and apply air braking when the collected pressure reaches the preset pressure. If the pressure does not reach the preset pressure, the train can apply air braking or electric braking normally according to the signal of the brake control unit, thereby protecting the components in the brake cylinder and avoiding the situation where the brake pressure in the brake cylinder is too high and the braking force is suddenly applied during braking.

[0066] In practice, the first solenoid valve 7 may become stuck or out of control of the clutch control unit due to the use environment and usage time. When the train is in automatic braking mode, if the first solenoid valve 7 fails, the braking effect will be affected, posing a driving safety hazard.

[0067] In order to check in time whether the first solenoid valve 7 is faulty and whether it endangers driving safety, in this embodiment, the automatic braking branch also includes a second pressure sensor 9; the second pressure sensor 9 is connected to the brake control unit and is arranged at the brake cylinder, for collecting the pressure in the brake cylinder and sending it to the brake control unit; the brake control unit is used to determine whether the pressure in the brake cylinder is 0 when the first solenoid valve 7 is energized to confirm whether the first solenoid valve 7 is normal; or when the first solenoid valve 7 loses power, determine whether the pressure in the brake cylinder is not 0 to confirm whether the first solenoid valve 7 is normal.

[0068] In this embodiment, the determination of whether the first solenoid valve is faulty is based on whether it can properly control the first application valve. It is understood that the principle behind the first solenoid valve's air brake removal is that when the first solenoid valve is energized, the application valve releases pressure in the brake cylinder, preventing the train from applying air brakes. At this point, the pressure in the brake cylinder should be zero. However, when the first solenoid valve is de-energized, the pressure in the brake cylinder should not be zero, allowing the train to apply air brakes normally. Therefore, in this embodiment, a second pressure sensor is added to detect whether the pressure in the brake cylinder is zero when the first solenoid valve is energized and de-energized, thereby confirming whether the first solenoid valve is faulty.

[0069] It can be understood from the above embodiments that when the train's braking mode is automatic braking, if the first solenoid valve 7 fails and the air brake cannot be restored, the braking effect can only be achieved through independent braking. To this end, this embodiment also includes: removing the interlocking plug door 10;

[0070] The first output end of the automatic brake control branch 3 is connected to the first solenoid valve 7 through the cut-off interlocking plug door 10, and the second output end is connected to the first comparison valve 6 through the cut-off interlocking plug door 10;

[0071] The cut-off interlocking plug door 10 is also connected to the clutch control unit to cut off the control of the first solenoid valve 7 on the first working valve 5 according to the instruction of the clutch control unit.

[0072] In this embodiment, the interlocking valve is used to isolate the first solenoid valve. The interlocking valve is controlled by the clutch control unit. Under normal circumstances, the output of the automatic braking control branch is applied to the application valve through the first solenoid valve. When the first solenoid valve fails, the clutch control unit controls the interlocking valve to disconnect the automatic braking control branch from the first solenoid valve, and connect the automatic braking control branch to the first comparison valve, thereby cutting off the control of the first solenoid valve over the first application valve. In this regard, the air braking mode is still retained in the automatic braking, thereby improving driving safety.

[0073] In a specific implementation, in order to increase driving safety and avoid unexpected situations where braking cannot be done in time and thus generating a position line, based on the above embodiment, this embodiment also includes:

[0074] emergency brake circuit; the emergency brake circuit is connected to the brake control unit to apply emergency braking when the first solenoid valve 7 fails.

[0075] This embodiment also provides a specific emergency braking circuit, as shown in FIG2 , the emergency braking circuit includes: a second action valve 11 , a second solenoid valve 12 , and a pressure regulating valve;

[0076] The regulating valve 13 is used to configure the second acting valve 11 to control the size of the braking force. The regulating valve 13 is connected to the second acting valve 11 through the second solenoid valve 12. The second solenoid valve 12 is also connected to the clutch control unit to turn on the emergency braking circuit when powered and apply emergency braking.

[0077] In this embodiment, emergency braking is applied when the first solenoid valve 7 fails, affecting the braking effect. It is understandable that since the present application provides a separate braking mode and the use of the interlocking plug 10 in the above embodiment, the train can still achieve braking through other means when the first solenoid valve 7 fails. Therefore, in order to avoid the impact of sudden emergency braking on driving, a message can be sent to the display after the first solenoid valve 7 fails to alert the driver and receive the driver's confirmation instruction to confirm whether to perform emergency braking.

[0078] In this embodiment, the brake control unit is also used to send a prompt message and receive a confirmation instruction when the brake is applied through the automatic braking branch and a fault of the first solenoid valve 7 is detected; if the confirmation instruction is received within a preset time, the clutch control unit controls the cutting off of the interlocking valve 10 to isolate the first solenoid valve 7; if the confirmation instruction is not received within the preset time, the clutch control unit controls the second solenoid valve 12 to be energized for emergency braking.

[0079] In this embodiment, when the first solenoid valve 7 fails, the brake control unit displays a prompt message via a display, touch screen, or other human-machine interface device to inform the driver of the fault. Upon receiving confirmation, the train's clutch control unit controls the removal of the interlocking valve 10, isolating the first solenoid valve 7. This eliminates the effect of the first solenoid valve 7 on the first operating valve 5, allowing the train to apply air brakes. If the driver does not receive the confirmation message, the train applies emergency braking to avoid driving hazards. This embodiment also adds a time limit for the driver to receive the confirmation message. If the driver does not confirm receipt of the prompt message within the specified time, the emergency brake is applied.

[0080] On the basis of the above embodiment, this embodiment further includes a second comparison valve 14; the first end of the second comparison valve 14 is connected to the first acting valve 5, and the second end is connected to the second acting valve 11; the output end of the second comparison valve 14 is connected to the brake cylinder to confirm whether the train braking is an emergency braking based on the output size of the second comparison valve 14.

[0081] The second comparison valve in this embodiment is used to determine whether the braking applied by the train is an emergency brake based on the output of the second acting valve. It is understood that the purpose of the emergency braking mode is to stop the train in a timely manner when there is a danger of driving, thereby avoiding unexpected situations. During driving, the braking applied by the train may be in automatic braking mode, independent braking mode, or emergency braking. It is also understood that in order to stop the train as quickly as possible in emergency braking mode, the braking force applied is different from the braking force applied during normal driving. The braking force during emergency braking is configured by adjusting the valve. When the train brakes normally through the first acting valve, the braking force is different from the braking force applied through the second acting valve during emergency braking. Therefore, the braking mode can be determined by comparing the outputs of the first and second acting valves through the second comparison valve.

[0082] In addition, this embodiment also provides a train, including a vehicle body and the air-electric combined braking control system provided in the above embodiment.

[0083] The train provided in this application includes an air-electric combined braking control system, which includes an automatic braking branch, a separate braking branch, a first application valve, and a first comparison valve. The automatic braking branch includes an automatic braking control branch and a first solenoid valve; the separate braking branch includes a separate braking control branch. In this application, the train's braking modes are divided into automatic braking and separate braking. The corresponding braking branch is selected based on the output of the brake control unit to apply different braking modes. The automatic braking branch in this application includes a first solenoid valve, which acts on the first application valve to disconnect the air brake when the solenoid valve is energized, thereby giving priority to electric braking. To prevent the solenoid valve from getting stuck and preventing the air brake from being restored, this application also provides a separate braking mode. The separate braking branch does not include a solenoid valve, and the brake control unit acts on the first application valve through the separate brake control branch. Therefore, the power on and off of the solenoid valve does not affect the braking effect of the separate braking system. In contrast to related art, the solenoid valve is located before the application valve, and the power on and off of the solenoid valve controls the activation and deactivation of the air brake. This technical solution provides two braking paths: automatic braking and independent braking. A first solenoid valve is provided in the automatic braking control branch to disable air braking, giving priority to electric braking. In the event of a solenoid valve failure, the independent braking branch can be used for air braking, providing a backup braking function and ensuring driving safety.

[0084] The above is a detailed introduction to the train and its air-electric combined braking control system provided by the present application. The various embodiments in the specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same and similar parts between the various embodiments can be referred to each other. For the device disclosed in the embodiment, since it corresponds to the method disclosed in the embodiment, the description is relatively simple, and the relevant parts can be referred to the method part description. It should be pointed out that for ordinary technicians in this technical field, without departing from the principles of the present application, several improvements and modifications can be made to the present application, and these improvements and modifications also fall within the scope of protection of the claims of the present application.

[0085] It should also be noted that, in this specification, relational terms such as first and second, etc., are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "comprises," "comprising," or any other variants thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or elements inherent to such process, method, article, or apparatus. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of additional identical elements in the process, method, article, or apparatus comprising the element.

Claims

1. An air-electric combined braking control system, characterized in that: include: Automatic brake branch, separate brake branch, first acting valve, first comparison valve; The automatic braking branch includes an automatic braking control branch and a first solenoid valve; The separate braking branch includes a separate braking control branch; The input end of the automatic brake control branch and the input end of the separate brake control branch are both connected to a brake control unit to conduct corresponding circuits according to a signal output by the brake control unit; The output end of the automatic brake control branch is connected to the first solenoid valve, and the first solenoid valve is connected to the first action valve through the first comparison valve; the first solenoid valve is also connected to the clutch control unit to change the state according to the control instruction of the clutch control unit; the state includes an energized state and a de-energized state; if the first solenoid valve is in the energized state, the train cuts off the air brake and applies the electric brake; if the first solenoid valve is in the de-energized state, the train applies the air brake; The output end of the separate brake control branch is connected via the first comparison valve and the first application valve; The first comparison valve is used to control the first application valve according to the output of the automatic brake control branch or the output of the independent brake control branch to control the braking force.

2. The air-electric combined braking control system according to claim 1 is characterized in that: The separate brake branch further includes a first pressure sensor; the first pressure sensor is connected to the brake control unit, is disposed at the brake cylinder, and is used to collect the pressure in the brake cylinder and send it to the brake control unit; The brake control unit is used to cut off the electric brake and apply the air brake when the pressure collected by the first pressure sensor reaches a preset pressure during the output of the separate brake branch; When the pressure collected by the first pressure sensor is less than a preset pressure, air braking or electric braking is applied according to a signal from the brake control unit.

3. The air-electric combined braking control system according to claim 1 is characterized in that: The automatic braking branch further includes a second pressure sensor; the second pressure sensor is connected to the braking control unit, is arranged at the brake cylinder, and is used to collect the pressure in the brake cylinder and send it to the braking control unit; The brake control unit is used to determine whether the pressure in the brake cylinder is 0 when the first solenoid valve is energized to confirm whether the first solenoid valve is normal; or to determine whether the pressure in the brake cylinder is not 0 when the first solenoid valve is de-energized to confirm whether the first solenoid valve is normal.

4. The air-electric combined braking control system according to any one of claims 1 to 3, characterized in that: Also includes: Remove the interlocking plug door; The first output end of the automatic brake control branch is connected to the first solenoid valve through the cut-off interlocking plug gate, and the second output end is connected to the first comparison valve through the cut-off interlocking plug gate; The cut-off interlock plug is also connected to the clutch control unit to cut off the control of the first solenoid valve on the first acting valve according to the instruction of the clutch control unit.

5. The air-electric combined braking control system according to claim 4 is characterized in that: Also includes: Emergency brake circuit; The emergency brake circuit is connected to the brake control unit to apply emergency brake when the first solenoid valve fails.

6. The air-electric combined braking control system according to claim 5 is characterized in that: The emergency brake circuit includes: a second action valve, a second solenoid valve, and a pressure regulating valve; The regulating valve is used to configure the second acting valve to control the size of the braking force. The regulating valve is connected to the second acting valve through the second solenoid valve. The second solenoid valve is also connected to the clutch control unit to turn on the emergency braking circuit when energized to apply emergency braking.

7. The air-electric combined braking control system according to claim 6 is characterized in that: Also included is a second contrast valve; The first end of the second comparison valve is connected to the first acting valve, and the second end is connected to the second acting valve; the output end of the second comparison valve is connected to the brake cylinder to confirm whether the train braking is an emergency braking according to the output size of the second comparison valve.

8. The air-electric combined braking control system according to claim 1 is characterized in that: When the brake control unit applies the brake through the automatic brake branch, the clutch control unit is also used to determine whether the electric brake is available; If available, the first solenoid valve is controlled to be energized; if unavailable, the first solenoid valve is kept energized. Solenoid valve de-energized.

9. The air-electric combined braking control system according to claim 6, characterized in that: The brake control unit is also used to send a prompt message and receive a confirmation instruction when a fault of the first solenoid valve is detected when braking is applied through the automatic brake branch; If the confirmation instruction is received within a preset time, the clutch control unit controls the cut-off interlock plug door to isolate the first solenoid valve; If the confirmation instruction is not received within a preset time, the clutch control unit controls the second solenoid valve to be energized for emergency braking.

10. A train, characterized in that: Including the air-electric combined braking control system as described in any one of claims 1 to 9.

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