Rail transit vehicle brake control system and control method thereof, and rail transit vehicle

Abstract

Embodiments of the present application provide a rail transit vehicle brake control system and a control method thereof, and a rail transit vehicle. The system comprises: an electronic brake control unit (EBCU), an air charging solenoid valve BAV, an air release solenoid valve BRV, an emergency brake solenoid valve EBV, a change-over valve CGV, a distribution valve DV, a relay valve RV, a control reservoir CR, and a brake auxiliary reservoir R. The EBCU and the distribution valve DV receive a brake instruction, and on the basis of the brake instruction, the EBCU and the distribution valve DV respectively perform microcomputer-controlled electro-pneumatic braking and air braking. The present application can achieve dual-path redundancy in train braking by utilizing two methods: microcomputer-controlled electro-pneumatic braking based on the EBCU, and air braking based on the distribution valve DV, thereby improving system reliability and train operation safety.

Description

Rail transit vehicle brake control system, control method thereof and rail transit vehicle TECHNICAL FIELD

[0001] The present application relates to the field of rail transit, in particular to a rail transit vehicle brake control system, a control method thereof and a rail transit vehicle. BACKGROUND

[0002] At present, the automatic air brake system or the microcomputer-controlled straight-through electric air brake system is mainly used in the brake system of rail transit vehicles in China.

[0003] The core control component of the automatic air brake is an air distribution valve, which is controlled by the train pipe pressure and can realize train braking and release and emergency braking.

[0004] The core control component of the straight-through electric air composite brake, which is mainly electric air brake and supplemented by electric brake, is a brake control unit, which is physically divided into two parts. One part is an electronic brake control unit (EBCU), which can realize train brake force management and distribution, information communication, signal acquisition and output, fault diagnosis and storage, etc. The other part is a pneumatic brake control unit (PBCU), which is controlled by the electronic control unit and realizes the functions of train braking and release, emergency braking, and empty and heavy vehicle adjustment.

[0005] At present, the automatic air brake is used in the brake of railway passenger cars in China, and the train braking and release are controlled by the change of the train pipe pressure, that is, the train pipe is charged (pressurized) to release, and the air is discharged (depressurized) to brake, as shown in FIG. 1. The specific process of the automatic air brake is as follows:

[0006] Brake release, the train pipe is charged, and the distribution valve DV is used to charge the brake auxiliary air cylinder R and the control air cylinder CR at the same time;

[0007] Brake application, the train pipe is discharged and depressurized, the main valve part of the distribution valve DV is controlled by the train pipe pressure and the control air cylinder CR pressure, opens the valve port for charging the brake cylinder, and the compressed air of the brake auxiliary air cylinder R is charged into the brake cylinder through the relay valve RV after flow amplification, to realize train braking. The emergency braking is the same as the conventional braking, and the difference lies in the different train pipe depressurization rates.

[0008] The automatic air brake has the following disadvantages:

[0009] (1) Large brake release impulse: the brake command is affected by the train pipe brake release wave speed, and the brake release of the front and rear trains is not synchronized, so the brake release impulse is large, and the train ride comfort is poor;

[0010] (2) Redundancy is poor: train braking and release depends only on the reliability of the distribution valve, if the distribution valve fails, only the fault valve can be isolated, the vehicle is handled as a closed car, the brake function of the isolated car is reduced, and the train braking performance is reduced;

[0011] (3) Poor controllability: since the vehicle release is controlled by the distribution valve, the distribution valve can only achieve one release, i.e. the train pipe reduces the pressure of the vehicle brake cylinder immediately to zero, at this time the train has no braking effect, and it is very difficult for the driver to control the vehicle speed;

[0012] (4) No real-time monitoring and fault diagnosis function: since the system is a pure mechanical component, it has no monitoring and fault diagnosis functions, and cannot timely find and handle faults, affecting the safety of train operation.

[0013] Currently, electric multiple units and subway trains mostly use microcomputer-controlled straight-through electric air brake systems, and train braking and release are controlled by electrical commands, as shown in FIG. 2. The straight-through electric air brake system has a service brake and an emergency brake function, and the service brake pressure is controlled by an electrical brake command. The electronic brake control unit EBCU receives the electrical brake command, controls the air charging electromagnetic valve BAV and the air exhaust electromagnetic valve BRV to charge and exhaust air after comprehensive calculation by the electronic brake control unit EBCU, generates a pre-control pressure Cv corresponding to the brake command, and charges into the brake cylinder after the flow amplification of the relay valve RV. The emergency brake is triggered by disconnecting the emergency brake loop to make the emergency electromagnetic valve EBV lose power, and the compressed air directly generates a pre-control pressure Cv through the emergency electromagnetic valve EBV to control the relay valve RV to generate an emergency braking force. At the same time, the EBCU adjusts the pressure equal to the emergency brake through the BAV and BRV as a redundancy to prevent the loss of braking force after the failure of the emergency electromagnetic valve EBV.

[0014] The straight-through electric air brake system has the following shortcomings:

[0015] (1) Poor redundancy: the service brake only depends on the reliability of the air charging electromagnetic valve and the air exhaust electromagnetic valve; although the emergency brake uses the path of the service brake as a redundancy, the reliability is poor, and the reliability basically depends on the reliability of the emergency brake electromagnetic valve;

[0016] (2) Low availability: the availability depends on the electronic brake control unit installed on each vehicle, if the electronic brake control unit fails or the components in it fail, the braking force of the vehicle or the bogie will be lost, resulting in a decrease in brake efficiency. At this time, the train needs to be speed-limited or waited for rescue;

[0017] (3) Poor interconnection and intercommunication: since the brake command signal is sent only through an electrical command (hard wire or network), if a locomotive and vehicle rescue or return is used only through the train pipe to send a brake command, the rescued and returned vehicle will not be able to identify the command signal and cannot complete the rescue and return smoothly.

[0018] SUMMARY

[0019] To solve one of the above technical defects, an embodiment of the present application provides a rail transit vehicle brake control system and a control method thereof, and a rail transit vehicle.

[0020] According to a first aspect of the present application, a rail transit vehicle brake control system is provided, which comprises an electronic brake control unit EBCU, a charge air valve BAV, a bleed air valve BRV, an emergency brake valve EBV, a switching valve CGV, a distribution valve DV, a relay valve RV, a control air cylinder CR, and a brake auxiliary air cylinder R.

[0021] The charge air valve BAV, the bleed air valve BRV, the emergency brake valve EBV, the switching valve CGV, the distribution valve DV, the relay valve RV, and the brake auxiliary air cylinder R are all connected to a main air pipe, the distribution valve DV is further connected to a train pipe, and the emergency brake valve EBV is further connected to an emergency brake loop.

[0022] The brake auxiliary air cylinder R is connected to the charge air valve BAV, the bleed air valve BRV, the emergency brake valve EBV, the switching valve CGV, and the distribution valve DV, the electronic brake control unit EBCU receives a brake command, and is electrically connected to the charge air valve BAV, the bleed air valve BRV, and the switching valve CGV, the switching valve CGV is connected to the emergency brake valve EBV and the distribution valve DV, the control air cylinder CR is connected to the distribution valve DV, the distribution valve DV receives a brake command, and is connected to the relay valve RV, and the relay valve RV is connected to a brake cylinder.

[0023] According to a second aspect of the present application, a rail transit vehicle brake control method is provided, which relies on the rail transit vehicle brake control system according to the first aspect of the present application, and the method comprises:

[0024] The electronic brake control unit EBCU and the distribution valve DV receive a brake command.

[0025] The electronic brake control unit EBCU and the distribution valve DV respectively perform micro-electromechanical air brake control and air brake control according to the brake command.

[0026] According to a third aspect of the present application, a rail transit vehicle is provided, which comprises the rail transit vehicle brake control system according to the first aspect of the present application.

[0027] The rail transit vehicle brake control system and the control method thereof provided in the embodiment of the present application can realize train brake dual-path redundancy through microcomputer electronic brake control unit (EBCU) based microcomputer electric brake and air brake based on distribution valve (DV), and improve system reliability and train running safety. BRIEF DESCRIPTION OF DRAWINGS

[0028] The accompanying drawings, which are included to provide a further understanding of the present application and are incorporated in and constitute a part of this application, illustrate embodiments of the present application and serve to explain the present application. In the drawings:

[0029] Fig. 1 is a schematic diagram of an automatic air brake system in the prior art;

[0030] Fig. 2 is a schematic diagram of a direct electric brake system in the prior art;

[0031] Fig. 3 is a schematic diagram of a rail transit vehicle brake control system according to an embodiment of the present application;

[0032] Fig. 4 is another schematic diagram of a rail transit vehicle brake control system according to an embodiment of the present application;

[0033] Fig. 5 is a flow chart of a rail transit vehicle brake control method according to an embodiment of the present application;

[0034] Fig. 6 is a schematic diagram of the rail transit vehicle brake control method according to an embodiment of the present application in a brake release application scenario;

[0035] Fig. 7 is a schematic diagram of the rail transit vehicle brake control method according to an embodiment of the present application in a regular brake application scenario;

[0036] Fig. 8 is a schematic diagram of the rail transit vehicle brake control method according to an embodiment of the present application in an emergency brake application scenario;

[0037] Fig. 9 is a schematic diagram of the rail transit vehicle brake control method according to an embodiment of the present application in a rescue return or air brake mode application scenario. DETAILED DESCRIPTION

[0038] In order to make the technical solutions and advantages of the embodiments of the present application clearer, the exemplary embodiments of the present application are further described in detail below with reference to the accompanying drawings. Obviously, the described embodiments are only some of the embodiments of the present application, but not all the embodiments. It should be noted that the embodiments in the present application and the features in the embodiments can be combined with each other without conflict.

[0039] Embodiment One

[0040] As shown in FIG. 3, the embodiment proposes a rail transit vehicle brake control system, which comprises an electronic brake control unit EBCU, a charging electromagnetic valve BAV, a discharging electromagnetic valve BRV, an emergency brake electromagnetic valve EBV, a switching valve CGV, a distribution valve DV, a cut-off valve SV, a double check valve DCV, a relay valve RV, a control air cylinder CR and a brake auxiliary air cylinder R.

[0041] Specifically, in the embodiment, the rail transit vehicle brake control system can be applied to a rail transit vehicle and can rely on part of the design of the existing rail transit vehicle brake system, specifically, the emergency brake loop, the train pipe, the main air pipe, the brake auxiliary air cylinder R, the control air cylinder CR and the brake cylinder. In the embodiment, part of the electronic components have a connection relationship with the above structure, which is as follows:

[0042] The charging electromagnetic valve BAV is connected to the main air pipe and the brake auxiliary air cylinder R;

[0043] The discharging electromagnetic valve BRV is connected to the main air pipe and the brake auxiliary air cylinder R;

[0044] The emergency brake electromagnetic valve EBV is connected to the main air pipe, the emergency brake loop and the brake auxiliary air cylinder R;

[0045] The switching valve CGV is connected to the brake auxiliary air cylinder R, the emergency electromagnetic valve EBV, the distribution valve DV and the double check valve DCV;

[0046] The distribution valve DV is connected to the main air pipe, the train pipe, the brake auxiliary air cylinder R and the control air cylinder CR;

[0047] The relay valve RV is connected to the brake auxiliary air cylinder R and the brake cylinder;

[0048] The brake auxiliary air cylinder R is connected to the main air pipe.

[0049] Among them, the electronic brake control unit EBCU, the charging electromagnetic valve BAV, the discharging electromagnetic valve BRV, the emergency brake electromagnetic valve EBV, the switching valve CGV, the distribution valve DV and the relay valve RV also have the following electrical connection relationship:

[0050] The electronic brake control unit EBCU is electrically connected with the charging electromagnetic valve BAV, the discharging electromagnetic valve BRV and the switching valve CGV;

[0051] The emergency brake electromagnetic valve EBV and the emergency brake loop are electrically connected.

[0052] The electronic brake control unit EBCU and the distribution valve DV can receive brake instructions and generate corresponding brake pre-control pressure, through which other electronic components are controlled to perform corresponding actions to realize the brake process. Each rail transit vehicle is provided with a separate brake auxiliary air cylinder R to store compressed air to ensure brake air, and the brake auxiliary air cylinder R compressed air comes from the main air pipe and the train pipe.

[0053] The rail transit vehicle brake control system of the embodiment can realize train brake dual-path redundancy through microcomputer electronic air brake with electronic brake control unit EBCU as the main body and air brake with distribution valve DV as the main body, and improve system reliability and train running safety.

[0054] In some optional embodiments, the rail transit vehicle brake control system of the embodiment further comprises a brake command generation device, as shown in FIG. 4. The brake command generation device includes but is not limited to a driver brake device or a train control system, etc. The brake command generation device can generate brake commands and transmit them through corresponding transmission media. Among them, the train command line is connected to the brake command generation device and is responsible for transmitting electrical commands. The electronic brake control unit EBCU of each rail transit vehicle is responsible for receiving corresponding electrical commands and controlling the charging air valve BAV and the exhaust air valve BRV to charge and exhaust air after comprehensive operation, generating pre-control pressure corresponding to the brake command. The command can be a network or a hard-wire command. At the same time, the brake command generation device can also synchronously control the train pipe pressure reduction rate, control the distribution valve DV of each rail transit vehicle, and generate a pre-control pressure equivalent to the electronic brake control unit EBCU controlled by the electrical command. Similarly, the brake command generation device can also control the emergency brake loop and the train pipe to generate corresponding emergency brake pre-control pressure at the same time. The emergency brake loop controls the emergency brake electromagnetic valve EBV of each rail transit vehicle, and the train pipe controls the distribution valve DV of each rail transit vehicle. The pre-control pressure of the above two common brakes and two emergency brakes is controlled by the conversion valve CGV to adapt to different application scenarios.

[0055] In some optional embodiments, the rail transit vehicle brake control system of the embodiment further comprises a one-way valve CV. The one-way valve CV is arranged between the brake auxiliary air cylinder R and the main air pipe, which can ensure that the air in the brake auxiliary air cylinder R does not flow backward and ensure that the air for braking is used.

[0056] In some optional embodiments, in order to improve the safety of the system during emergency braking, a shut-off valve SV is arranged downstream of the distribution valve DV. The shut-off valve SV is connected to the train pipe and is controlled by the train pipe pressure. During train emergency braking, even if both the microcomputer electronic air brake with electronic brake control unit EBCU as the main body and the air brake with distribution valve DV as the main body fail, the train emergency braking can still be implemented.

[0057] In some optional embodiments, the rail transit vehicle brake control system of the embodiment further comprises a bidirectional check valve DCV. The bidirectional check valve DCV is connected to the conversion valve CGV, the shut-off valve SV and the relay valve RV.

[0058] In some optional embodiments, the rail transit vehicle brake control system of the present embodiment further comprises a pressure reducing valve PRV. The pressure reducing valve PRV is connected between the brake auxiliary air cylinder R and the emergency brake electromagnetic valve EBV. The micro-electromechanical air emergency brake pressure is controlled to be equivalent to the emergency brake pressure controlled by the train pipe, so as to avoid the train from generating an excessively high emergency pressure, the brake force exceeding the adhesion, and causing wheelset abrasion.

[0059] Embodiment Two

[0060] As shown in FIG. 5, the present embodiment proposes a rail transit vehicle brake control method, which is realized on the basis of the rail transit vehicle brake control system proposed in Embodiment One. The method comprises:

[0061] The electronic brake control unit EBCU and the distribution valve DV receive a brake instruction;

[0062] The electronic brake control unit EBCU and the distribution valve DV respectively control the micro-electromechanical air brake and the air brake according to the brake instruction.

[0063] Specifically, the rail transit vehicle brake control method of the present embodiment realizes the train brake dual-path redundancy mainly in four aspects, namely, brake instruction redundancy, air supply path redundancy, normal brake redundancy, and emergency brake redundancy, which will be described in detail below.

[0064] Brake instruction redundancy: the driver brake handle or the train control system can simultaneously issue an air brake instruction based on train pipe control and an electrical instruction based on train line control, so as to control the distribution valve DV and the electronic brake control unit EBCU respectively, and generate corresponding brake pre-control pressure.

[0065] Air supply path redundancy: the rail transit vehicle is provided with a train pipe and a total air pipe throughout the train, and the compressed air supply for braking can be realized by the train pipe and the total air pipe respectively. The train pipe air supply is realized through the distribution valve DV, that is, when the train pipe is charged and relieved, the distribution valve DV charges the brake auxiliary air cylinder R through the internal air charging part, so as to provide compressed air for braking again. In addition, the brake auxiliary air cylinder R can also be charged through the total air pipe throughout the train.

[0066] Common brake redundancy: one of them is the common brake based on the train electrical command line control, after the electronic brake control unit EBCU receives the brake command, it adjusts the charging electromagnetic valve BAV and the exhaust electromagnetic valve BRV to charge and exhaust, and generates a pre-control pressure Cv1 corresponding to the current brake command; the other is the common brake based on the train pipe pressure reduction, after the distribution valve DV receives the train pipe pressure reduction brake command, it generates a pre-control pressure Cv2 corresponding to the current train pipe pressure reduction; At this time, the pre-control pressure Cv1 and the pre-control pressure Cv2 generated by the common brake reach the upstream of the conversion valve CGV, and the conversion valve CGV decides which one to choose; The specific selection criteria are: when the microcomputer electronic air brake with the electronic brake control unit EBCU as the main body is normal, the electronic brake control unit EBCU controls the conversion valve CGV to be powered on, at this time the conversion valve CGV selects Cv1 as the pre-control pressure A to perform microcomputer electronic air brake; When the microcomputer electronic air brake with the electronic brake control unit EBCU as the main body is faulty or abnormal, the electronic brake control unit EBCU controls the conversion valve CGV to be powered off, at this time the conversion valve CGV selects Cv2 as the pre-control pressure A to perform air brake.

[0067] Emergency brake redundancy: when the train is in emergency braking, the emergency brake loop is disconnected, and the train pipe is quickly exhausted to 0kpa. One of them is caused by the disconnection of the emergency brake loop, which causes the emergency brake electromagnetic valve EBV to lose power and generates a pre-control pressure Cv3 corresponding to the emergency brake; The other is caused by the rapid exhaust of the train pipe pressure, which causes the distribution valve DV to generate a pre-control pressure Cv4 corresponding to the emergency brake; As in the conventional brake redundancy process, two mutually redundant pre-control pressures are generated upstream of the conversion valve CGV, and the conversion valve CGV can select one of the pre-control pressure Cv3 and the pre-control pressure Cv4 as the pre-control pressure B to perform braking according to the state of the microcomputer electronic air brake.

[0068] In the emergency braking process, in order to improve the safety of the system, a shut-off valve SV is also provided downstream of the distribution valve DV. The shut-off valve SV is connected to the train pipe and is controlled by the train pipe pressure. When the train is in emergency braking, the train pipe pressure is lower than the preset value, the shut-off valve SV is opened, and a pre-control pressure Cv5 is generated. The shut-off valve SV can compare the pre-control pressure Cv5 with the pre-control pressure B, and select the larger one of the pre-control pressure Cv5 and the pre-control pressure B as the pre-control pressure C and send it to the relay valve RV, and then control the relay valve RV to output the brake cylinder pressure, and the train generates emergency braking effect. In this way, even in the case that both of the above two emergency brakes fail, the implementation of train emergency braking can be guaranteed.

[0069] Next, the control method of the present embodiment will be described in more detail in combination with the actual braking application scene of the rail transit vehicle.

[0070] Application scenario one: brake release, as shown in Figure 6.

[0071] The electronic components in the system and the lines they are on are normal, the brake command generation device is in the non-braking position, at this time the brake command generation device can generate a relief command, the train pipe is filled with air to a constant pressure of 600 kPa, and the distribution valve DV is empty of compressed air downstream. The emergency brake loop is high, the emergency brake solenoid valve EBV is powered on, and the compressed air from the brake auxiliary air cylinder R is isolated by the charge air solenoid valve BAV. The exhaust air solenoid valve BRV exhausts the compressed air downstream. At this time, no pre-control pressure is generated on each line, i.e., the Cv pressure is 0. The relay valve RV causes the brake cylinder to exhaust compressed air, and the train is relieved. At the same time, the compressed air in the main air pipe is filled into the brake auxiliary air cylinder R through the one-way valve CV and the train pipe compressed air through the distribution valve DV, forming a double-path air charging. In addition, the train pipe compressed air is also charged into the control air cylinder CR through the distribution valve DV, preparing for the action of the distribution valve DV when the rail transit vehicle brakes.

[0072] Application scenario two: regular braking, as shown in FIG. 7.

[0073] The electronic components in the system and the lines they are on are normal, the brake command generation device is in the non-braking position, at this time the brake command generation device can generate a relief command, the train pipe is filled with air to a constant pressure of 600 kPa, and the distribution valve DV is empty of compressed air downstream. The emergency brake loop is high, the emergency brake solenoid valve EBV is powered on, and the compressed air from the brake auxiliary air cylinder R is isolated by the charge air solenoid valve BAV. The exhaust air solenoid valve BRV exhausts the compressed air downstream. At this time, no pre-control pressure is generated on each line, i.e., the Cv pressure is 0. The relay valve RV causes the brake cylinder to exhaust compressed air, and the train is relieved. At the same time, the compressed air in the main air pipe is filled into the brake auxiliary air cylinder R through the one-way valve CV and the train pipe compressed air through the distribution valve DV, forming a double-path air charging. In addition, the train pipe compressed air is also charged into the control air cylinder CR through the distribution valve DV, preparing for the action of the distribution valve DV when the rail transit vehicle brakes.

[0074] Application scenario three: emergency braking, as shown in FIG. 8.

[0075] The electronic components and their lines in the system are normal, the brake command generating device is in the emergency braking position, and the brake command generating device sends an emergency braking command. The train pipe pressure reduction rate is ≥80 kPa / s, and the pressure reduction amount is ≥80 kPa. The distribution valve DV generates an emergency braking pre-control pressure, and the maximum pre-control pressure Cv2 is 420±20 kPa. At this time, the emergency braking loop is at a low level, the emergency braking solenoid valve EBV loses power, the passage is opened, compressed air from the brake auxiliary air cylinder R is charged to the upstream of the switching valve CGV through the pressure reducing valve PRV (the pressure reducing valve set value is 420±20 kPa), and the pre-control pressure Cv3 is formed. At the same time, the electronic brake control unit EBCU responds to the brake command of the train command line to control the charging solenoid valve BAV and the exhaust solenoid valve BRV to generate a pre-control pressure corresponding to the emergency braking command as a hot standby to replace in case of failure of a single emergency braking solenoid valve EBV. During emergency braking, the electronic brake control unit EBCU is normally powered to control the switching valve CGV. At this time, the switching valve CGV still selects Cv3 as the pre-control pressure, and Cv4 as the hot standby, so that in case of failure of the electronic brake control unit EBCU, the switching valve CGV loses power, Cv4 is selected as the pre-control pressure, and the emergency braking force is not lost under fault conditions. During emergency braking, the train pipe pressure is rapidly emptied, the control cut-off valve SV (when the train pipe pressure is ≤140 kPa) is opened, and the pre-control pressure Cv4 generated from the distribution valve DV passes through the cut-off valve SV to generate a pre-control pressure Cv5 equal to Cv4. After the pre-control pressures Cv3 and Cv4 selected by the switching valve are taken as the maximum by the two-way check valve, a pre-control pressure B is generated, the relay valve RV generates an emergency braking pressure, and the train generates an emergency braking action. Like normal braking, during emergency braking, the electronic brake control unit EBCU is also powered to control the switching valve CGV, and the pre-control pressure Cv3 controlled by the emergency braking solenoid valve EBV is preferentially selected as the control pressure. This pre-control pressure is controlled by the emergency braking loop and has a fast response speed, good consistency of emergency braking release throughout the train, and an emergency braking response time controlled within 2.3 s, which can effectively reduce the emergency braking impact rate.

[0076] Application scenario four: rescue return or air brake mode, as shown in FIG. 9.

[0077] When the rail transit vehicle needs to enter the air brake mode for rescue return or microcomputer and electromechanical air failure, the conversion valve CGV can be controlled to lose power through the rail transit vehicle rescue return mode button or the air brake mode conversion switch, and the conversion valve CGV only selects the pre-control pressure generated from the distribution valve DV for brake control. At this time, the rail transit vehicle can only control the brake and release of the vehicle through the train pipe. In this working condition, the rail transit vehicle brake command can only be transmitted through the train pipe, and the train pipe pressure reduction brake and pressure release. The rail transit vehicle controls the brake, release and emergency brake of the rail transit vehicle through the set distribution valve DV according to the train pipe pressure change. Through this function, it is convenient to be connected with the existing rail transit vehicle, and rescue return is convenient.

[0078] The rail transit vehicle brake control method provided in the embodiment realizes dual-path hot standby redundancy from aspects of system air supply, brake command, normal brake and emergency brake, and can realize seamless switching of single system or single point failure to another available brake line, thereby improving the reliability and safety of the rail transit vehicle brake control system.

[0079] Embodiment three

[0080] The embodiment provides a rail transit vehicle including the rail transit vehicle brake control system described in the embodiment one, and details are not described herein.

[0081] In the description of the present application, it should be understood that the terms "front", "back", "head", "tail" and the like indicate the orientation or positional relationship shown in the drawings, and are only for the purpose of facilitating the description of the present application and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation on the present application.

[0082] In addition, the terms "first", "second" are only for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the technical features indicated. Therefore, the features defined as "first", "second" can explicitly or implicitly include one or more of the features. In the description of the present application, the meaning of "a plurality of" is at least two, such as two, three, etc., unless otherwise explicitly specified and limited.

[0083] In the present application, unless otherwise explicitly specified and limited, the terms "mounting", "connection" and the like should be understood in a broad sense; for example, connection can be direct connection or indirect connection through an intermediate medium, and can be the internal connection of two elements or the interaction relationship between two elements. For ordinary skilled persons in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0084] While several alternative embodiments of the application have been described, those skilled in the art will recognize that many modifications and variations of this application are possible. Accordingly, the intended scope of the application is indicated by the following claims, combined with a proper construction of the application to include all equivalents of the generic and specific recitations. It will be further understood that the application includes any alterations or modifications to the inherently or expressly described structures.

[0085] It will be apparent to those skilled in the art that various modifications and variations can be made to the present application without departing from the spirit or scope of the application. Thus, it is intended that the present application cover the modifications and variations of this application provided they come within the scope of the appended claims and their equivalents.

Claims

1. A rail vehicle brake control system, characterized by, The system comprises an electronic brake control unit EBCU, a charging electromagnetic valve BAV, a discharging electromagnetic valve BRV, an emergency brake electromagnetic valve EBV, a switching valve CGV, a distribution valve DV, a relay valve RV, a control air cylinder CR and a brake auxiliary air cylinder R. The charging electromagnetic valve BAV, the discharging electromagnetic valve BRV, the emergency brake electromagnetic valve EBV, the switching valve CGV, the distribution valve DV, the relay valve RV and the brake auxiliary air cylinder R are all connected to a main air pipe, the distribution valve DV is further connected to a train pipe, and the emergency brake electromagnetic valve EBV is further connected to an emergency brake loop. The brake auxiliary air cylinder R is connected to the charging electromagnetic valve BAV, the discharging electromagnetic valve BRV, the emergency brake electromagnetic valve EBV, the switching valve CGV and the distribution valve DV, the electronic brake control unit EBCU receives a brake instruction, and is electrically connected to the charging electromagnetic valve BAV, the discharging electromagnetic valve BRV and the switching valve CGV, the switching valve CGV is connected to the emergency brake electromagnetic valve EBV and the distribution valve DV, the control air cylinder CR is connected to the distribution valve DV, the distribution valve DV receives the brake instruction and is connected to the relay valve RV, and the relay valve RV is connected to a brake cylinder.

2. The system of claim 1, wherein, A one-way valve CV is connected between the brake auxiliary air cylinder R and the main air pipe.

3. The system of claim 1, wherein, The system further comprises a cut-off valve SV, which is connected to the train pipe and connected to the distribution valve DV.

4. The system of claim 1, wherein, The system further comprises a double check valve DCV, which is connected to the switching valve CGV, the cut-off valve SV and the relay valve RV.

5. The system of claim 1, wherein, The system further comprises a brake instruction generating device, which is used to send a brake instruction to the electronic brake control unit EBCU, the emergency brake electromagnetic valve EBV and the distribution valve DV.

6. The system of claim 1, wherein, The system further comprises a pressure reducing valve PRV, which is connected between the brake auxiliary air cylinder R and the emergency brake electromagnetic valve EBV.

7. A control method of the railcar brake control system according to claim 1, characterized by, The method comprises: The electronic brake control unit EBCU and the distribution valve DV receive a brake instruction; The electronic brake control unit EBCU and the distribution valve DV respectively perform micro-electromechanical air brake control and air brake control according to the brake instruction.

8. The control method according to claim 7, characterized by The brake instruction is a service brake instruction, the service brake instruction received by the electronic brake control unit EBCU is an electrical instruction, the service brake instruction received by the distribution valve DV is a train pipe pressure reduction amount, and the process of braking by the electronic brake control unit EBCU and the distribution valve DV according to the brake instruction comprises: The electronic brake control unit EBCU adjusts the charging electromagnetic valve BAV and the discharging electromagnetic valve BRV to perform charging and discharging operations according to the electrical instruction of the service brake instruction, and generates a pre-control pressure Cv1 corresponding to the service brake instruction; The distribution valve DV generates a pre-control pressure Cv2 corresponding to the train pipe pressure reduction amount according to the train pipe pressure reduction amount; The switching valve CGV receives the pre-control pressure Cv1 and the pre-control pressure Cv2, selects the pre-control pressure Cv1 or the pre-control pressure Cv2 as a pre-control pressure A according to a micro-electromechanical air brake state, and sends the pre-control pressure A to the relay valve RV; The relay valve RV charges compressed air of the brake auxiliary air cylinder R into the brake cylinder according to the pre-control pressure A to brake.

9. The control method according to claim 8, characterized by, The process that the conversion valve CGV selects the pre-control pressure Cv1 or the pre-control pressure Cv2 as the pre-control pressure A according to the micro-electromechanical air brake state includes: When the micro-electromechanical air brake is in the normal state, the electronic brake control unit EBCU controls the conversion valve CGV to be electrified, and the conversion valve CGV selects the pre-control pressure Cv1 as the pre-control pressure A; When the micro-electromechanical air brake is in the abnormal state, the electronic brake control unit EBCU controls the conversion valve CGV to be de-electrified, and the conversion valve CGV selects the pre-control pressure Cv2 as the pre-control pressure A.

10. The control method according to claim 7, characterized by The brake instruction is an emergency brake instruction, and the method further includes: The emergency brake circuit receives the emergency brake instruction and is disconnected, the emergency brake electromagnetic valve EBV is de-electrified, and the pre-control pressure Cv3 corresponding to the emergency brake instruction is generated; The train pipe is exhausted to 0 kpa, and the distribution valve DV generates the pre-control pressure Cv4; The conversion valve CGV receives the pre-control pressure Cv3 and the pre-control pressure Cv4, selects the pre-control pressure Cv3 or the pre-control pressure Cv4 as the pre-control pressure B according to the micro-electromechanical air brake state, and sends the pre-control pressure B to the relay valve RV; The relay valve RV charges compressed air of the brake auxiliary air cylinder R into the brake cylinder according to the pre-control pressure B to brake.

11. The control method according to claim 10, characterized by, The process that the conversion valve CGV selects the pre-control pressure Cv3 or the pre-control pressure Cv4 as the pre-control pressure B according to the micro-electromechanical air brake state includes: When the micro-electromechanical air brake is in the normal state, the electronic brake control unit EBCU controls the conversion valve CGV to be electrified, and the conversion valve CGV selects the pre-control pressure Cv3 as the pre-control pressure B; When the micro-electromechanical air brake is in the abnormal state, the electronic brake control unit EBCU controls the conversion valve CGV to be de-electrified, and the conversion valve CGV selects the pre-control pressure Cv4 as the pre-control pressure B.

12. The control method according to claim 10, characterized by, The process that the electronic brake control unit EBCU and the distribution valve DV brake according to the brake instruction further includes: Detecting a train pipe pressure value after receiving the emergency brake instruction; When the train pipe pressure value is less than a preset value, a cut-off valve SV connected with the train pipe is opened, and a pre-control pressure Cv5 corresponding to the train pipe pressure value is generated; The cut-off valve SV compares the pre-control pressure Cv5 and the pre-control pressure B, selects a larger one of the pre-control pressure Cv5 and the pre-control pressure B as a pre-control pressure C, and sends the pre-control pressure C to the relay valve RV; The relay valve RV charges compressed air of the brake auxiliary air cylinder R into the brake cylinder according to the pre-control pressure C to brake.

13. A rail vehicle, characterized by The rail transit vehicle includes the rail transit vehicle brake control system according to any one of claims 1 to 6.

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