Brake control system for novel rail train, and novel rail train

Abstract

A brake control system for a novel rail train, and a novel rail train. The brake control system comprises: two EBCUs, which are respectively arranged on a head car and a tail car of a novel rail train, the two EBCUs both being connected to a train CAN bus of the novel rail train by means of an internal CAN1 network; a plurality of ABSs, which are respectively arranged at cars of the novel rail train, each ABS being connected to the train CAN bus of the novel rail train by means of the internal CAN1 network; a plurality of single-channel bridge control modules, which are respectively arranged at axles of the novel rail train, each single-channel bridge control module being connected to an internal CAN2 network; and a plurality of parking EPB valves, which are respectively arranged at the cars of the novel rail train, each parking EPB valve being connected to the internal CAN2 network. The present application solves the technical problem that brake systems of traditional commercial trains are not suitable for novel rail trains.

Description

Brake control system of new rail train and new rail train TECHNICAL FIELD

[0001] The present application relates to the technical field of new rail trains, in particular, to a brake control system of a new rail train and a new rail train. BACKGROUND

[0002] In recent years, with the development of medium and low traffic volume rail transit, a new type of rail vehicle using new energy power supply rubber wheel is more and more popular. The vehicle combines the advantages of tram and bus, and brings new ideas and solutions to solve the difficulty of urban travel. The rail vehicle using new energy power supply rubber wheel is also called new rail train. The design maximum speed of the new rail train is 70km / h, which does not rely on steel rail running, and the construction period of a running line is only one year, so it can be quickly put into use. At the same time, the new rail train adopts the mode of high-speed flexible formation, and can adjust the transport capacity according to the passenger flow, which can effectively solve the defect of small passenger capacity of ordinary buses and greatly improve the transport capacity.

[0003] The new rail train adopts rubber wheel mode bidirectional running, and the adhesion coefficient between the new rail train and the ground is greatly enhanced, and the friction force is also greatly enhanced. In the running process of the new rail train, the maximum deceleration can reach 5m / s 2 Therefore, if a vehicle, a pedestrian or other obstacles intervene into the vehicle running line during the running process of the new rail train, the new rail train can effectively and quickly stop. In order to adjust the braking force during the running process of the vehicle, reduce the impulsive slope during braking, improve the comfort of riding, and facilitate the later maintenance and maintenance, the brake control unit of the new rail train is designed, and the brake logic suitable for the new rail train is proposed.

[0004] The new rail train is a new type of urban traffic vehicle between rail vehicles and buses, but its brake related configuration is more similar to rail vehicles, and the brake mode also includes electric brake and air brake. Therefore, the new rail train can refer to the scheme of rail vehicles in the brake force distribution logic, and also consider the requirements of automobile standards.

[0005] The existing bus is one-way driving, and adopts pure air brake mode. The size of the braking force is completely controlled by the driver according to the depth of stepping on the pedal, which is greatly affected by the driving habit of the driver. At the same time, the brake lacks electronic brake control, and it is not convenient for later fault finding and maintenance.

[0006] As a new type of low-traffic rail transit, the new rail train currently has no targeted brake system and brake control unit. At present, the brake control of the whole vehicle is mainly realized by referring to the brake components of commercial vehicles. The size of the brake force mainly depends on the depth of the driver stepping on the pedal. The brake control unit applied to the existing commercial vehicles can only be applied to vehicles with one-way driving. The number of interfaces and control logic of the control unit cannot be applied to the current multi-formation new rail train. Because there is no brake control unit to manage the braking, the vehicle has the following problems: 1) the pure air control brake system has long pipeline and slow response speed; 2) because the vehicle weight cannot be read and the brake force can only be adjusted by the driver's feeling, the brake impulse slope under the AW0 working condition meets the requirements, but the impulse slope is large, and the passenger riding comfort is poor; 3) there is no brake force management function, resulting in poor matching of electric braking and air braking, and obvious jerk; 4) the pure air control system lacks valve and system state monitoring, and maintenance and fault finding are not convenient.

[0007] The above problems need to be solved by designing a brake control unit to realize the functions of reducing response time, reading vehicle weight information, brake force management and state monitoring.

[0008] Therefore, the brake system of the traditional commercial vehicle is not suitable for the new rail train, which is a technical problem that needs to be solved by those skilled in the art.

[0009] The above information disclosed in the background art is only used to strengthen the understanding of the background of the present application, and therefore it can contain information that is not formed as prior art known to those skilled in the art. SUMMARY

[0010] The embodiments of the present application provide a brake control system of a new rail train and a new rail train to solve the technical problem that the brake system of the traditional commercial vehicle is not suitable for the new rail train.

[0011] According to a first aspect of the embodiments of the present application, a brake control system of a new rail train is provided, comprising:

[0012] Two EBCUs are arranged at the head car and the tail car of the new rail train respectively, and the two EBCUs are connected to the vehicle CAN bus of the new rail train through the internal CAN1 network respectively;

[0013] A plurality of ABSs are arranged at each car of the new rail train respectively, and each ABS is connected to the vehicle CAN bus of the new rail train through the internal CAN1 network;

[0014] A plurality of single-channel bridge control modules are arranged at each axle of the new rail train respectively, and each single-channel bridge control module is connected to the internal CAN2 network;

[0015] A plurality of parking EPB valves are arranged on each car of the new rail train respectively, and each parking EPB valve is connected to the internal CAN2 network.

[0016] According to a second aspect of the embodiment of the present application, a new rail train is provided, comprising:

[0017] The above brake control system;

[0018] An air compressor is configured to provide total air;

[0019] A dryer is configured to dry the total air and the air compressor;

[0020] When the air compressor is started, the dryer starts to work to dry the total air.

[0021] When the air compressor stops working, the dryer starts to work to dry the total air.

[0022] During the drying of the dryer, if the air compressor starts to work and the input high level signal is input, the dryer switches back to the supply state after a certain time of backflow.

[0023] When the single dryer works for more than a certain time and the pressure exceeds the set pressure value, the dryer forcibly backflows once.

[0024] Wherein, the positive blowing is that the compressed air passes through the inlet to the outlet of the dryer, and the back blowing is that a part of the compressed air passes from the outlet to the exhaust port of the dryer.

[0025] The embodiment of the present application has the following technical effects due to the use of the above technical solutions.

[0026] The brake control system of the new rail train of the embodiment of the present application, the new rail train is a new energy electric car, the single-channel bridge control module is a special module of the electric car, each axle of the new rail train is provided with a single-channel bridge control module, and each single-channel bridge control module is connected to the internal CAN2 network. In this way, the two EBCUs, the ABSs, the single-channel bridge control modules and the parking EPB valves jointly form the brake control system of the new rail train, which is especially suitable for the new rail train of the new energy electric car. BRIEF DESCRIPTION OF DRAWINGS

[0027] The drawings described herein are used to provide further understanding of the present application, and form a part of the present application. The schematic embodiments of the present application and their descriptions are used to explain the present application, and do not constitute an improper limitation on the present application. In the drawings:

[0028] Fig. 1 is a schematic diagram of the brake control system of the new rail train of the embodiment of the present application;

[0029] Fig. 2 is a schematic diagram of the service air brake logic of the brake control system shown in Fig. 1;

[0030] Fig. 3 is a schematic diagram of the coordination logic of the service air brake and service electric brake normal mode of the brake control system shown in Fig. 1;

[0031] Fig. 4 is a schematic diagram of the new rail train of the embodiment of the present application. DETAILED DESCRIPTION

[0032] In order to make the technical solutions and advantages in the embodiments of the present application more clear and explicit, 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 a part of the embodiments of the present application, 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.

[0033] Embodiment one

[0034] As shown in Fig. 1, the brake control system of the new rail train of the embodiment of the present application comprises:

[0035] Two EBCUs are arranged at the head car and the tail car of the new rail train respectively, and the two EBCUs are connected to the vehicle CAN bus of the new rail train through the internal CAN1 network respectively;

[0036] A plurality of ABSs are arranged at each car of the new rail train respectively, and each ABS is connected to the vehicle CAN bus of the new rail train through the internal CAN1 network;

[0037] A plurality of single-channel bridge control modules (single-channel bridge control module, referred to as bridge module) are arranged at each axle of the new rail train respectively, and each single-channel bridge control module is connected to the internal CAN2 network;

[0038] A plurality of parking EPB valves are arranged at each car of the new rail train respectively, and each parking EPB valve is connected to the internal CAN2 network.

[0039] The brake control system of the new rail train of the embodiment of the present application, each axle car of the new rail train is provided with a single-channel bridge control module, and each single-channel bridge control module is connected to the internal CAN2 network. In this way, the two EBCUs, the ABSs, the single-channel bridge control modules and the parking EPB valves jointly form the brake control system of the new rail train, which is especially suitable for the new rail train of the new energy electric car.

[0040] Specifically, EBCU stands for Electronic Brake Control Unit, electronic brake control system.

[0041] Specifically, CAN, full name Controller Area Network, CAN bus is a controller area network.

[0042] Specifically, ABS, full name Antilock Brake System, anti-lock braking system.

[0043] Specifically, the whole vehicle network of the new type of rail train can adopt CAN network, or can adopt Ethernet or MVB network structure. The brake control system receives the whole vehicle control instruction through the CAN network. The EBCU and the ABS transmit data through the CAN bus. The brake internal CAN2 network is used to control each vehicle bridge module and parking EPB valve.

[0044] In the implementation, the brake control system further comprises:

[0045] Two brake pedals are arranged in the head car and the tail car respectively. The brake pedal of the head car is connected with the EBCU of the head car, and the brake pedal of the tail car is connected with the EBCU of the tail car. The EBCU supplies power to the brake pedal connected therewith;

[0046] Among them, the main EBCU is determined according to the occupied end of the driver, and the other is the auxiliary EBCU. The main EBCU collects brake pedal signals and calculates air braking force, and controls the single-channel bridge control module of the whole train. The auxiliary EBCU works in hot standby mode. The brake pedal electric signal includes pedal PWM signal and pedal switch signal, and also has two pedal pneumatic signals. The switch signal is used to judge the pedal state and provide brake indicator light signal.

[0047] The brake pedal is the brake master cylinder in FIG. 2. The main EBCU is another auxiliary EBCU. The two EBCUs are redundant, and the stability and safety of the brake control system are higher.

[0048] In the implementation, as shown in FIG. 2, the brake control system further comprises:

[0049] Two relay valves are arranged in the head car and the tail car respectively. The pedal pneumatic signal of the brake pedal of the head car can be transmitted to the two relay valves, and the pedal pneumatic signal of the brake pedal of the tail car can be transmitted to the two relay valves.

[0050] Wheel control module, one wheel control module is arranged at each axle; the wheel control module comprises a two-way valve, a brake cylinder and the single-channel bridge control module.

[0051] The brake logic of the brake control system comprises a running air brake logic. The brake logic is the focus of the present application, and is also a significant difference between the present application and the brake logic of the rail train.

[0052] In implementation, the service brake logic comprises:

[0053] The pedal pneumatic signal generated by the brake pedal is transmitted to the single-channel bridge control module through the relay valve and the two-way valve, and the back pressure valve of the single-channel bridge control module is closed due to the always-on state of the back pressure valve of the single-channel bridge control module.

[0054] Meanwhile, the pedal PWM signal generated by the brake pedal is transmitted to the brake cylinder through the ECU of the single-channel bridge control module and the electromagnetic valve of the single-channel bridge control module after being processed by the EBCU, so as to brake through the brake cylinder.

[0055] In this way, when the single-channel bridge control module is working normally, the back pressure valve of the single-channel bridge control module in the always-on state is closed, and the pedal PWM signal generated by the brake pedal is transmitted to the brake cylinder through the ECU of the single-channel bridge control module and the electromagnetic valve of the single-channel bridge control module after being processed by the EBCU, so as to brake through the brake cylinder. That is, the control of the brake cylinder is realized through the electromagnetic valve of the single-channel bridge control module, which corresponds to the right part of FIG. 2.

[0056] In implementation, as shown in FIG. 2, the service brake logic further comprises:

[0057] After the EBCU detects that one or more single-channel bridge control modules are faulty, the back pressure valve of the faulty single-channel bridge control module is powered off to make the back pressure valve of the faulty single-channel bridge control module conductive.

[0058] At this time, the pedal pneumatic signal generated by the brake pedal is transmitted to the brake cylinder through the relay valve, the two-way valve and the conductive back pressure valve of the single-channel bridge control module, so as to brake through the brake cylinder.

[0059] In this way, after the single-channel bridge control module is faulty, the back pressure valve of the faulty single-channel bridge control module is powered off to make the back pressure valve of the faulty single-channel bridge control module conductive, and at this time, the pedal pneumatic signal generated by the brake pedal is transmitted to the brake cylinder through the relay valve, the two-way valve and the conductive back pressure valve of the single-channel bridge control module. That is, the control of the brake cylinder is realized through the two-way valve and the back pressure valve of the single-channel bridge control module, which corresponds to the left part of FIG. 2.

[0060] In single-channel bridge control module normal and faulty, there are corresponding control modes for the brake cylinder, so that the reliability and safety of braking are relatively high.

[0061] In implementation, the axles of the new rail train are numbered from the driver's occupied end car, and are sequentially 1 axle, 2 axle, …, tail axle; n is greater than or equal to 1.

[0062] The service braking logic further comprises service electric braking logic, and the service electric braking logic comprises:

[0063] When the 1st axle and the tail axle are powered electric braking and the middle axles are air braking:

[0064] The electric braking is first applied to the tail axle and then applied to the 1st axle after a first preset interval; that is, the electric braking is first applied to the tail axle and then applied to the 1st axle; in this way, the impact between the vehicles can be reduced.

[0065] When the electric braking is insufficient and the air braking compensates, the air braking is applied to the middle axles.

[0066] A difference between the new rail train and the traditional rail train lies in that:

[0067] The traditional rail train has a rail above the rail train and has rail constraints. Therefore, the electric braking of the train is simultaneously applied to the axles of the rail train, and due to the rail constraints, the axles of the train will not impact.

[0068] The new rail train itself has no rail constraints, and if the electric braking is simultaneously applied, the rear vehicle will impact the front vehicle. Therefore, the electric braking is first applied to the tail axle and then applied to the 1st axle after a first preset interval; that is, the electric braking is first applied to the tail axle and then applied to the 1st axle; in this way, the impact between the vehicles can be reduced.

[0069] In the implementation, when the electric braking is insufficient and the air braking compensates, the air braking is applied to the middle axles in a rear-to-front order with a second preset interval. In this way, the rear vehicle can be prevented from impacting the front vehicle.

[0070] Taking the 1st vehicle driving as an example, the 16th axle is powered electric braking, and the 2nd, 3rd, 4th and 5th axles are air braking (the powered and unpowered axles will be different according to the vehicle). In order to reduce the impact between the vehicles, the electric braking is preferentially applied to the tail axle, and the front axle is applied after an interval of 20 ms, that is, the electric braking is first applied to the 6th axle and then applied to the 1st axle. When the electric braking is insufficient, the air braking is preferentially applied to the tail axle with an interval of 20 ms. That is, the application order is 5, 4, 3 and 2.

[0071] In the implementation, the service braking logic further comprises service air braking and service electric braking cooperation logic, as shown in FIG. 3, the service air braking and service electric braking normal mode cooperation logic comprises:

[0072] The first stage: when the braking instruction stroke is in a range greater than 0 and less than or equal to a%, the 1st axle and the tail axle are applied to the first electric braking force target value of the end axle calculated by the main EBCU, and no air braking is applied in this range; wherein the braking instruction stroke corresponds to the stroke of the brake pedal being stepped down; wherein the electric braking force comprises the first electric braking force target value of the end axle, the second electric braking force target value of the end axle and the third electric braking force target value of the end axle;

[0073] The second stage: when the brake instruction stroke is in the range of greater than a% and less than or equal to b%, the first electric braking force target value of the end shaft calculated by the main EBCU is applied to the 1st shaft and the tail shaft, and the intermediate shaft air braking force target value calculated by the main EBCU is applied to the intermediate shafts;

[0074] The third stage: when the brake instruction stroke is in the range of greater than b% and less than or equal to c%, the third electric braking force target value of the end shaft calculated by the main EBCU is applied to the 1st shaft and the tail shaft, and the intermediate shaft air braking force target value calculated by the main EBCU and the end shaft air braking force target value are applied to the 1st shaft and the tail shaft;

[0075] The fourth stage: when the brake instruction stroke is in the range of greater than c% and less than or equal to 100%, no electric braking force is applied, the intermediate shaft air braking force target value calculated by the main EBCU is applied to the intermediate shafts, and the end shaft air braking force target value is applied to the 1st shaft and the tail shaft.

[0076] When braking, the service electric braking is used preferentially, the service electric braking mainly relies on the motor, the braking process can generate electricity, which is beneficial to energy recovery, green energy saving, and reduces the wear of the air brake pad. When the service electric braking cannot meet the requirements, the air braking is performed.

[0077] In the implementation, when the brake instruction stroke is in the range of greater than a% and less than or equal to 100%, the intermediate shaft air braking force target value = k x the load of the shaft x the brake instruction stroke x the equivalent deceleration;

[0078] When the brake instruction stroke is in the range of greater than b% and less than or equal to 100%, the end shaft air braking force target value = k x the load of the shaft x the brake instruction stroke x the equivalent deceleration;

[0079] The equivalent deceleration has different values in the range of greater than a% and less than or equal to 100% and the range of greater than b% and less than or equal to 100%.

[0080] In the implementation, when the brake instruction stroke is in the range of greater than 0% and less than or equal to a%, the first electric braking force target value of the end shaft = k x the load of the shaft x the brake instruction stroke x the equivalent deceleration;

[0081] When the brake instruction stroke is in the range of greater than a% and less than or equal to b%, the second electric braking force target value of the end shaft = k x the load of the shaft x a% x the equivalent deceleration;

[0082] When the brake instruction stroke is in the range of greater than b% and less than or equal to c%,

[0083] The control mode gives priority to electric braking, and then uses intermediate axle air braking, which is beneficial to rational utilization of adhesion of each wheel, more balanced braking of each axle, more stable vehicle, and less impact between vehicles. When the total braking force is still not met, the end axle is applied, which can fully utilize the wear of the brake pad, and make the wear of each brake pad more balanced. At the same time, the end axle independently realizes cooperation with electric braking, and the intermediate axle is not affected.

[0084] In implementation, as shown in FIG. 3, one of the optional modes is that a% is 30%, b% is 50%, and c% is 75%;

[0085] The equivalent deceleration is greater than 0 and less than or equal to 5 m / s 2 .

[0086] In implementation, the main EBCU performs air braking force calculation and output pressure target value when subjected to jerk limitation:

[0087] (1) The application of the service air braking force is subjected to jerk limitation. When the braking instruction stroke is greater than or equal to a% and less than or equal to b%, the EBCU needs to have jerk limitation when outputting the pressure target value to the single-channel bridge control module. The jerk slope limit value should be no greater than the jerk slope first threshold value (such as 8 m / s 3 ), or the control is no greater than the jerk slope second threshold value (such as 4 m / s 3 ), wherein the jerk slope first threshold value is greater than the jerk slope second threshold value.

[0088] Wherein, the jerk limitation is the derivative of the instantaneous deceleration with respect to time, that is, the change amount a x / t of the certain time deceleration, and a x is the change amount of the deceleration. The jerk limitation needs to be controlled to be less than a certain value. If the change amount is too large, the jerk is large, and the passengers are not comfortable. That is, the jerk slope is limited within the threshold value.

[0089] (2) According to the preset time period, the jerk slope and the load, the air braking force change value ΔF subjected to the jerk limitation is calculated, ΔF = ma x / t, wherein m is the load:

[0090] If F 最终压力目标值 >F 现压力实际值 + ΔF, then the next cycle F 压力目标值 = F 现压力实际值 + ΔF;

[0091] If F 现压力实际值 + ΔF ≥ F 最终压力目标值 , then the next cycle F 压力目标值 = F 最终压力目标值 is output.

[0092] Wherein, F 最终压力目标值The pressure target value of the air brake force calculated and output for the main EBCU, and the actual value of the air brake force is calculated according to F 最终压力目标值 The adjustment is performed multiple times, and the adjustment cycle is multiple cycles of adjustment according to a preset time period, F 现压力实际值 The actual value of the air brake force for one cycle, F 压力 目标值 The target value of the air brake force for one cycle. It is applicable to the entire air brake force range.

[0093] The content of (1) is the requirement for the impulse slope, and the content of (2) is the change value ΔF of the air brake force calculated according to the impulse slope, which is reflected in F 最终压力目标值 The air brake force actual value is adjusted once in a preset time period, i.e., the fine adjustment of the air brake force actual value. The preset time period can be 100 ms, and the next cycle is the next 100 ms.

[0094] In implementation, the processing mode of CAN communication abnormality in the cooperation logic of the service brake and the service electric brake includes:

[0095] When the CAN communication between the two EBCUs is normal or abnormal, the main EBCU sends out the calculated brake force target values of each shaft; the brake force target values of each shaft include the first electric brake force target value of the end shaft, the second electric brake force target value of the end shaft, the third electric brake force target value of the end shaft, the air brake force target value of the intermediate shaft, and the air brake force target value of the end shaft;

[0096] If the auxiliary EBCU does not receive the brake force target values of each shaft sent by the main EBCU, the auxiliary EBCU performs braking according to the air brake pressure of each vehicle and each shaft calculated by the new rail train CAN network or Ethernet forwarding brake level; if the auxiliary EBCU also does not receive the brake pressure of each vehicle and each shaft calculated by the new rail train CAN network or Ethernet forwarding brake level, it will remain in the state, and if there is air control, it will automatically apply the air brake force.

[0097] If there is air control, the air brake force is automatically applied, and the source of the air brake force is as follows:

[0098] During the pedal depression process, an electric signal is sent out, and the 2-way air signal is synchronized. When the electric signal cannot be received, the back pressure valve is powered off, and the air control is applied. The service air brake is actually divided into two kinds, one is electric control, and the control part is on the right side of FIG. 2. When the bridge module cannot receive the instruction from the EBCU, the back pressure electromagnetic valve is powered off, and the left side of FIG. 2 starts to work, which can be called air control. At this time, the right side does not work. The function of the right side of FIG. 2 is the function of the electric brake control part, and the left side is the backup of the air control. It cannot cooperate with the electric brake and cannot apply the brake force in sequence. It is a backup brake function to ensure safety.

[0099] In the implementation, the processing mode of the CAN communication exception in the cooperation logic of the service brake and the service electric brake further includes:

[0100] When one or more ABSs send an action signal "ABS action" = 1 to control the wheel brake of the vehicle, the main EBCU sends a signal through the internal CAN1 network and the vehicle CAN bus to cut off the electric brake of the vehicle during the braking process;

[0101] During the electric brake process, when the electric motor of the axle of the head vehicle and / or the tail vehicle implementing the electric brake is abnormal, the electric brake force of the axle where the abnormal electric motor is located is cut off, and the axle where the abnormal electric motor is located only performs the air brake; the axle where no abnormal electric motor is located brakes according to the cooperation logic of the normal mode of the service air brake and the service electric brake;

[0102] During the air brake process, after one or more single-channel bridge control modules fail in CAN communication, the back pressure valve of the failed single-channel bridge control module is powered off to make the back pressure valve of the failed single-channel bridge control module conductive; at this time, the pedal pneumatic signal generated by the depressed brake pedal is transmitted to the brake cylinder through the relay valve, the bidirectional valve, the conductive back pressure valve of the single-channel bridge control module, and the brake cylinder to brake.

[0103] In the implementation, the braking logic of the brake control system further includes:

[0104] When the brake pedal is depressed and the speed of the new rail train is equal to or less than a first preset speed, and the time of depressing the brake pedal lasts for a first time length, the main EBCU controls the new rail train to enter a holding braking state and apply a predetermined brake force value; after the time of the holding braking state reaches a second time length, the main EBCU controls the new rail train to enter a parking braking state and release the holding braking state.

[0105] After the traction pedal is depressed and the speed of the new rail train is greater than the first preset speed, the main EBCU controls to release the holding braking state.

[0106] The predetermined brake force value can be calculated according to the inclination sensor of the vehicle (judging the slope angle) and the current vehicle weight, and then distributed to each wheel to apply the brake force. The calculation method of the holding brake force of the axle is: holding brake force target value = k × axle load × sin A, k is a safety factor, and A is the slope angle.

[0107] This function can reduce the fatigue of the driver who depresses the pedal for a long time on the slope or in the station working condition, and automatically apply the corresponding brake.

[0108] In the implementation, the parking brake is realized by each parking EPB valve.

[0109] The brake control system further comprises two parking buttons respectively arranged on the head car and the tail car, and the two parking buttons are connected with the EBCU respectively; the EBCU supplies power for the parking buttons connected therewith; the parking brake state is applied and released through the parking buttons.

[0110] Embodiment two

[0111] The embodiment of the application provides a novel rail train, which comprises:

[0112] The brake control system of embodiment one;

[0113] An air compressor is arranged for providing total air;

[0114] A dryer is arranged for drying the total air and the air compressor;

[0115] When the air compressor is started, the dryer starts to work to dry the total air.

[0116] When the air compressor stops working, the dryer starts to work to dry the total air.

[0117] During the drying of the dryer, if the air compressor start-stop signal input is high, the dryer switches back to the supply state after a certain time of backflow.

[0118] If the single drying of the dryer lasts for more than a certain time and the pressure exceeds a set pressure value, the dryer is forced to backflow once.

[0119] The positive blowing is that the compressed air passes through the inlet to the outlet of the dryer, and the back blowing is that a part of the compressed air passes from the outlet to the exhaust port of the dryer.

[0120] The dryer is an improvement point of the novel rail train. The positive blowing is that the compressed air passes through the inlet to the outlet of the dryer, and the back blowing is that a part of the compressed air passes from the outlet to the exhaust port of the dryer. The back blowing function is to blow out the moisture absorbed in the dryer, that is, the back blowing dryer realizes self-drying. The backflow is to unload the pressure in the dryer, and the backflow and the back blowing are controlled by the internal electromagnetic valve. Therefore, the novel rail train can dry the total air and the air compressor, so that the total air remains dry, and the dryer can realize self-drying.

[0121] The air compressor start-stop signal input high level can be the total air signal or forced power supply. The air compressor is a wind source.

[0122] In the implementation, the EBCU monitors the total air pressure in real time according to the total air pressure sensor signal collected, and records the total air pressure from the first threshold value to the third threshold value after the air compressor is started to determine whether the air compressor works normally.

[0123] If the total air pressure rising rate is greater than the set value, it indicates that the air compressor is charging normally, and the EBCU records the data;

[0124] If the total air pressure rising rate is less than or equal to the set value, it indicates that the air compressor is charging abnormally, and the EBCU records and displays the data on the instrument;

[0125] The total air pressure sensor is arranged on the total air cylinder of the new rail train, and the third threshold value is a preset pressure value at which the charging is completed.

[0126] The time from the first threshold value to the third threshold value is recorded to determine whether the air compressor works normally, which can simply and conveniently determine the working state of the air compressor.

[0127] The third threshold value is a pressure value at which the charging is completed, and the time from the first threshold value to the third threshold value is recorded to determine whether the air compressor works normally.

[0128] In the implementation, the EBCU receives the whole vehicle air tightness test instruction, starts to detect the total air pressure value after a preset time (for example, 1 minute), and if the total air pressure decreases by more than the set value within a specific time (for example, 50 seconds), the EBCU judges that the total air pressure is abnormally leaked and uploads it to the network for display.

[0129] In the implementation, when the parking brake instruction collected by the EBCU is inconsistent with the pressure state of the parking brake sensor, a parking brake state inconsistency fault is reported:

[0130] When the parking brake instruction is "parking button release" and the pressure state of the parking brake sensor is "parking cavity air pressure signal" less than the first threshold value, it is judged that the parking brake is not released;

[0131] When the parking brake instruction is "parking button release" and the pressure state of the parking brake sensor is "parking cavity air pressure signal" greater than the second threshold value, it is judged that the parking brake of the vehicle is released, and "X vehicle parking brake has been released" = 1 is outputted;

[0132] When the parking brake instruction is "parking button application", and the pressure state of the parking brake sensor is "parking cavity air pressure signal" greater than the third threshold value, it is judged that the parking brake is faulty;

[0133] When the parking brake instruction is "parking button release", and the pressure state of the parking brake sensor is "parking cavity air pressure signal" less than the second threshold value, it is judged that the parking brake is faulty;

[0134] The parking brake sensor is arranged inside the parking EPB valve.

[0135] Fig. 4 is a schematic diagram of the new rail train according to the embodiment of the present application. Fig. 4 takes a three-vehicle marshalled new rail train as an example, and the vehicle can also be marshalled in other numbers of vehicles. The new rail train has the following functions:

[0136] Service brake function

[0137] For the brake control unit topology shown in Fig. 1, the determination of the master and slave EBCUs is made according to the occupation of the driver's end, the master EBCU collects the brake pedal signal and performs air brake force calculation, and controls the full-column single-channel bridge control module; the auxiliary EBCU performs hot standby work.

[0138] The basic principle of the brake system is that after the driver applies the brake (steps on the brake pedal), the state signal and displacement angle signal of the brake pedal are transmitted to the electronic brake control system (EBCU) for collection and forwarded to the CAN network or MVB or Ethernet network for CCU and traction, the EBCU calculates the required air brake force of each axle according to the vehicle load, speed, electric brake capacity and other information and sends the instruction to the single-channel bridge control module, the single-channel bridge control module receives the brake instruction and pressure regulating value, controls the internal charge and exhaust solenoid valve, and outputs the target pressure to the wheel end brake chamber to apply the brake.

[0139] The brake pedal outputs a certain pressure signal while generating a brake level electrical signal. When the vehicle CAN bus communication is normal, the EBCU controls the standby pressure solenoid valve of the single-channel bridge control module to be always powered, and the air pressure signal generated by the brake pedal cannot pass through the single-channel bridge control module and can only pass through the pressure regulating solenoid valve for brake pressure regulation.

[0140] When the EBCU cannot receive the life signal of the vehicle VCU, the standby pressure solenoid valve is controlled to be powered off, the pre-control pressure regulation is performed through the air pressure signal at the standby pressure solenoid valve, and the air brake is applied. At this time, the brake pressure cannot be adjusted by the load.

[0141] When the single-channel bridge control module cannot receive the life signal of the EBCU, the ECU in the single-channel bridge control module controls the standby pressure solenoid valve to be powered off, the pre-control pressure regulation is performed through the air pressure signal at the standby pressure solenoid valve, and the air brake is applied. At this time, the brake pressure cannot be adjusted by the load.

[0142] Figure 1 shows that the EBCU corresponds to the brake pedal to collect brake signal, the calculated brake pressure information is transmitted to the corresponding single channel bridge control module internal ECU through internal CAN, and the ECU controls the electromagnetic valve inside the single channel bridge control module according to the instruction to apply brake force. The process of data transmission between two EBCUs. When the EBCU detects a single channel bridge control module fault, the back pressure valve inside the single channel bridge control module is automatically turned on, and the brake valve pneumatic signal at this time plays a role. Through the designed relay valve, the transmission process adopts double circuit redundancy, and the single channel bridge control module applies brake force to the brake cylinder through the bidirectional valve and back pressure valve.

[0143] According to the different needs of the train running occupation end, the train braking adopts double circuit design, which can be controlled by the brake valve in the driver's room at both ends.

[0144] The main EBCU calculates the pressure of each bridge, and sends the pressure target value to the single channel bridge control module through the CAN network. Each EBCU can also independently calculate the pressure of each bridge to apply brake force. However, the redundancy of EBCU is low, and when a certain EBCU fails, it can only exit the brake control.

[0145] Taking 1 car driving as an example, 16 axles with power electric braking, 2345 axles with air braking (power and non-power axles will be different according to different vehicles), in order to reduce the impact between vehicles, electric braking is preferentially applied to the rear axle, and the front axle is applied after an interval of 20 ms, that is, the 6 axle is applied first, and the 1 axle is applied. When the electric braking is insufficient, the air braking compensation is also preferentially applied to the rear axle, and the interval is 20 ms. That is, the application sequence is 5432.

[0146] (1) Brake stroke signal (brake instruction) acquisition

[0147] Brake pedal stroke signal: 2-way PWM and 2-way switch signal; Gateway forwarding to total CAN signal: "traction brake level", "train brake";

[0148] Normal state processing:

[0149] The active end brake EBCU collects the brake pedal PWM signal and brake switch signal, and uploads the corresponding brake stroke and brake state to the CAN network, corresponding to "brake pedal level" and "brake pedal state".

[0150] The main EBCU always compares the PWM brake stroke and the brake stroke (automatic brake level) sent by the CAN network (or Ethernet), and adopts the strategy of executing the larger value.

[0151] Normal brake pedal condition: set period, first threshold to second threshold high level (frequency) corresponds to 0-full range.

[0152] Brake pedal PWM signal first take one way, this way PWM in the normal range (third threshold - second threshold) is always take this way; To prevent the initial level of jitter, PWM signal in the fourth threshold - third threshold interval without braking (but also not as a fault). (Brake pedal switch signal has a certain lag, temporarily not used in the judgment level).

[0153] Fault 1: PWM below the fourth threshold or higher than the fifth threshold is judged as brake pedal fault;

[0154] Fault 2: If any one of the two brake pedal switch signals is valid, but the PWM is still in the fourth threshold - first threshold, it is judged as a brake pedal fault.

[0155] In the above fault conditions, the second brake pedal signal is taken, and the above two judgments are also made. If the second signal also fails, the brake pedal brake level will be 0. (At this time, if the network instruction is valid, i.e. automatic brake level, the main EBCU executes the network instruction), the corresponding CAN outputs "brake pedal level" and "brake pedal state"; "brake pedal fault state" reports the fault.

[0156] (2) Air spring pressure is converted to load

[0157] Each vehicle air spring control uses 3-point control, that is, one axle uses one height valve, the other axle uses two height valves, and each axle is equipped with at least two air springs. Similarly, each vehicle can also use 4-point control.

[0158] 1) If the air spring pressure value of the axle is greater than the load pressure of (AW3 + 30% AW0), the air spring pressure value is directed to (AW3 + 30% AW0) air spring pressure, then the axle load is directed to AW3 load, and "air spring pressure exceeds normal range" is reported.

[0159] 2) If the air spring pressure value of the axle is less than the load pressure of (0.7*AW0), the air spring pressure value is directed to the air spring pressure under AW0 load, then the axle load is directed to AW3 load, and "air spring pressure exceeds normal range" is reported.

[0160] 3) If one of the air spring pressure sensors of the axle fails, the air spring pressure of the axle is directed to the pressure value of the other non-faulty pressure sensor of the axle. If both pressure sensors of an axle fail, it will be directed to the air spring pressure of the other axle of the vehicle. If the axle has only one sensor (corresponding to 3-point control), the air spring pressure of the other axle of the vehicle is taken. If all air spring pressure sensors of the vehicle fail, the load of the vehicle is directed to AW3 load.

[0161] 4) EBCU calculates the load of the axle according to the air spring pressure (the average of the air spring pressure of the axle bridge). When the vehicle is at zero speed (vehicle speed ≤ 1 km / h), the braking force is applied according to the locked load; when the zero speed signal is set, the load is adjusted in real time according to the air spring pressure; when the zero speed signal is reset (vehicle speed > 1 km / h), the load is locked again. The EBCU updates the load within 5s after power-on.

[0162] 4) Specific calculation process:

[0163] If the current air spring pressure is greater than the air spring pressure of the AW0 load, the current load = (AW3 load - AW0 load) * (current air spring pressure - AW0 load air spring pressure) / (AW3 load air spring pressure - AW0 load air spring pressure) + AW0 load.

[0164] (3) Air brake and electric brake cooperation process

[0165] Fig. 3 is a schematic diagram of the cooperation logic of the service air brake and the service electric brake in the normal mode of the brake control system shown in Fig. 1.

[0166] Normal state:

[0167] Phase 1: The brake stroke amount is 0-30% (the amount range is determined according to the electric air conversion point of the pedal, temporarily 30%), the main EBCU (key activation end) and the other end EBCU both request the electric brake force according to the 0-30% corresponding amount range of the brake force (the main EBCU calculates the axle brake force demand. F = kma, F: axle brake force demand, m: axle load (including rotational inertia), k: brake stroke amount, a: equivalent deceleration). At this time, the traction applies the electric brake by judging the electric brake request value of the two vehicle feedbacks (according to the "brake force sum" principle), and feeds back the actual electric brake force value. The air brake does not supplement at this stage.

[0168] Phase 2: The brake stroke amount is 30%-50% (50% corresponds to an adhesion coefficient of 0.25 on a wet road), and the electric brake force corresponding to the 30% range is still requested. The activation end EBCU calculates the air brake pressure target value required to be applied to the 2-5 axle single-channel bridge control module of the whole train (the "X axle brake pressure target value" is sent through CAN). The 2-5 axle stroke amount corresponds to 0-5 m / s 2 deceleration value.

[0169] Phase 3: The brake stroke amount is 50%-75%, and the value of the "X axle electric brake request value" starts to decrease (the electric brake request value corresponds to 30%-0). The main EBCU controls the 1 and 6 axle single-channel to realize air brake (stroke 50%-100% corresponds to 0-5 m / s 2 deceleration value) application.

[0170] 50% - 75% brake stroke, attention should be paid to whether the electric brake feedback value is within the allowed range to avoid the superposition of air brake and electric brake. The allowed range is temporarily set to be that the electric brake feedback value exceeds 30% of the electric brake request value, at which time the air brakes 1 and 6 do not apply.

[0171] Phase 4: When the brake stroke amount is 75% - 100%, there is no electric brake, and the air brakes 2 - 5 of the axle still apply 0 - 5 m / s corresponding to 30% - 100% 2 The brake force is applied; the air brakes 1 and 6 still apply 0 - 5 m / s corresponding to 50% - 100% 2 The brake force is applied.

[0172] The above brake strokes can be set according to the actual situation of the vehicle, and the listed brake stages and stroke ranges are not limited to 4 and the numerical values of the ranges.

[0173] CAN communication abnormality handling during matching:

[0174] (1) Master EBCU: It detects whether there is a CAN communication fault of other vehicle EBCU or not, and it sends the pressure target value of each single-channel bridge control module according to the established calculation. (The online EBCU executes according to the pressure target value, and the offline EBCU can only perform pure air control)

[0175] (2) Non-master EBCU: From the perspective of the non-master EBCU, if it does not receive the "bridge pressure target value" sent by the master EBCU, it will execute the brake level bit forwarded by the Ethernet to calculate the brake pressure by itself. If there is no Ethernet brake level bit, it will remain in the state (if there is air control, it will automatically switch to air control).

[0176] Among them, the sum of "1-bridge electric brake request value" and "6-bridge electric brake request value" is the whole vehicle electric brake force request value. "1-bridge electric brake force request value effective" and "6-bridge electric brake force request value effective".

[0177] (1) If the ABS sends an action signal "ABS action" = 1, the whole column electric brake will be cut off during this braking process. It will send "1-vehicle electric brake cut-off" = 1 and "6-vehicle electric brake cut-off" = 1 through CAN signal;

[0178] (2) If the electric brake process is abnormal, the motor of any one end is abnormal, the fault end electric brake is cut off, at this time the fault end motor no longer applies electric brake, only air brake, air brake according to 0 - 5 m / s corresponding to 0 - 100% air brake, the normal axle still follows the normal mode of the four stages.

[0179] (3) If the single-channel bridge control module of a certain vehicle is not available (EBCU determines that the single-channel CAN communication fails, and the single-channel itself sends "axle total fault flag bit"), the required air brake of the vehicle will be applied through the pneumatic valve control.

[0180] Emergency braking function

[0181] The emergency braking adopts electromagnetic valve power-off triggering. The current EBCU cannot monitor the emergency braking state, which can be received through the vehicle bus.

[0182] When the vehicle safety loop power fails and the single-channel bridge control module power fails, the backup pressure electromagnetic valve power fails, the single-channel bridge control module backup pressure electromagnetic valve is turned on, the vehicle pressure reducing valve (pre-set) pressure is controlled by the pre-control pressure, and the emergency braking force is applied, which has anti-skid function.

[0183] Each EBCU will obtain the brake cylinder pressure value according to the brake cylinder pressure sensor, and determine whether the emergency braking electromagnetic valve is abnormal according to whether the "safety loop state" of the CAN bus communication is applied or not. If a certain vehicle has emergency braking pressure (≥500kpa) but no emergency braking state and other braking instructions, it is judged that the electromagnetic valve is faulty.

[0184] The emergency braking trigger conditions mainly include the following:

[0185] The total wind pressure is too low;

[0186] The circuit is powered off;

[0187] The vehicle is separated;

[0188] BCU trigger;

[0189] The driver triggers the emergency brake button.

[0190] Hold brake function

[0191] The hold brake air circuit principle is the same as the service brake principle, and the hold brake function can only be realized by electric control pressure regulation. When the driver steps on the brake pedal, the VCU collects vehicle speed information and transmits it to each vehicle EBCU in real time. When the vehicle speed is zero (vehicle speed ≤1km / h) and the pedal time lasts for a certain time, the vehicle automatically enters the hold brake state and applies a certain size of service brake force.

[0192] When the traction pedal is stepped on and the vehicle speed exceeds 1km / h, the hold brake is released. When the hold brake state exceeds 2min, the parking brake is applied and the hold brake is released.

[0193] a. The automatic application of the holding brake is as follows (simultaneously meet):

[0194] 1) The train is in non-traction working condition;

[0195] 2) The train speed is lower than 1 km / h;

[0196] 3) There is a brake command signal (i.e. there is a brake pedal or "train brake" is effective).

[0197] b. The holding brake release condition is as follows (simultaneously meet)

[0198] 1) The network sends a holding brake release command (the train traction force is greater than the sliding force of the maximum slope under the current load);

[0199] 2) There is a traction command and no brake command.

[0200] c. In order to prevent the brake system from not receiving the holding brake release command sent by the network, the brake system can also automatically release the holding brake when the following conditions are met simultaneously:

[0201] 1) There is a traction command and no brake command;

[0202] 2) The train speed is greater than 2 km / h.

[0203] d. Receive the network "holding brake cut-off" signal, and release the holding brake.

[0204] After meeting the holding brake application logic, the master EBCU outputs the brake pressure target value to each car EBCU according to the load, and outputs the "holding brake application required" flag = 1.

[0205] After meeting the holding brake application release, the master EBCU outputs the pressure target value as 0, and outputs the "holding brake application required" flag = 0.

[0206] Parking brake

[0207] The parking brake is realized through the parking EPB valve, and the application and release of the parking brake can be realized through the brake handle.

[0208] The parking brake is realized by controlling the parking EPB valve through the CAN bus. When the holding brake state exceeds 2 min, the holding brake is released and the EBCU sends a parking brake application command. The electromagnetic valve in the EPB controls the parking cylinder exhaust to apply the parking brake. When the traction pedal is stepped on, the parking brake is released.

[0209] The parking brake air path principle design has anti-addition function.

[0210] ABS anti-lock function

[0211] The application can adjust the braking force according to the adhesion change between the wheel and the ground during braking, prevent the vehicle from fishtailing or skidding due to excessive wheel slip or lock, and make full use of the adhesion between the wheel and the ground to obtain a shorter braking distance.

[0212] Each wheel is equipped with a separate speed sensor and an anti-skid regulating valve, and has the functions of anti-skid control, fault-oriented safety control, etc.

[0213] The vehicle adopts a 4S4M anti-skid control module, and the whole vehicle adopts three sets of anti-skid systems, each set including one anti-skid control unit and four anti-skid valves.

[0214] Anti-skid control: The speed signal of each wheel is collected by the wheel speed sensor, and the input signal is analyzed and calculated, and the control instruction of brake pressure is sent to the anti-skid regulating valve according to the motion state of the wheel. When it is judged that a certain wheel is about to lock, the anti-skid regulating valve is controlled to discharge brake air appropriately to reduce the braking force, so that the wheel speed rises appropriately. When the controller judges that the wheel speed rises too fast, the anti-skid regulating valve is controlled to stop discharging, so that the wheel speed decreases. In this process, the slip ratio of the wheel is always maintained in the ideal range through the control of the anti-skid regulating valve, so that the best braking effect is obtained.

[0215] Fault-oriented safety: When the ABS system fails, the air brake can still be applied without slip protection.

[0216] When the ABS function is activated, the ABS controller sends an ABS activation signal to the brake control unit, and at the same time the brake control unit sends an electric brake cut-off signal to the CAN network until the end of the current braking process.

[0217] When the ABS system fails, the ABS controller sends an ABS fault message to the brake control unit, and at the same time the brake control unit sends the fault message to the CAN network and displays it on the HMI in the driver's room.

[0218] The ABS system failure should not affect the normal application of air brake.

[0219] Impulse limitation

[0220] (1) The normal braking application is limited by impulse. When the braking stroke is between 30%-50%, the EBCU needs to have impulse limitation when outputting the pressure target value to the single-channel bridge control module. The limit value should be no more than 8 m / s 3 , considering comfort, the control should be no more than 4 m / s 3 .

[0221] (2) Each 100 ms is a period, and the change value ΔF of the impulse limitation is calculated according to the impulse slope and the load;

[0222] (3) If Ffinal pressure target > Fpresent pressure target + AF, then next cycle Fpressure target = Fpresent pressure target + AF;

[0223] (4) If Fpresent pressure target + AF > Ffinal pressure target, then output Fpressure target = Ffinal pressure target

[0224] Air compressor monitoring

[0225] The air compressor start-stop control adopts a main auxiliary control principle, and the air compressor of the first vehicle is the main one, and the air compressor of the third vehicle is the auxiliary one. When the VCU detects a fault of the main air compressor, the main and auxiliary relationship of the two air compressors is switched, and the normal air compressor is switched to the main air compressor, which is maintained until the end of the day.

[0226] The start and stop of the air compressor are controlled by the VCU, which collects the pressure signal of the total air pressure sensor. When the total air pressure is at the first threshold value, the main air compressor starts; when the air pressure is lower than the second threshold value, the main and auxiliary air compressors start staggered; when the air pressure is at the third threshold value, the air compressor stops working.

[0227] The air source system is provided with a total air pressure monitoring function. When the VCU detects that the total air pressure is lower than the starting air pressure, it sends a total air pressure low fault signal and continuously sends an alarm signal to the driver.

[0228] When the air compressor starts, the dryer start signal is powered on, and the dryer starts working; when the air compressor stops working, the dryer start signal loses power, and the dryer performs back blowing for a certain period of time (dryer setting). If the air source start-stop signal input is high during the dryer back blowing period, the dryer switches back to the supply state after a certain period of time of back flow. If the single dryer works for more than a certain period of time and the pressure exceeds the set pressure value, it will automatically force back flow once.

[0229] The EBCU monitors the total air pressure in real time according to the collected total air pressure sensor signal. After the air compressor starts, the total air pressure is recorded from the first threshold value, and the total air pressure stops recording when it reaches the third threshold value. If the total air pressure rises at a rate greater than the set value, it indicates that the air compressor is charging normally, and the EBCU records the data. If the total air pressure rises at a rate less than or equal to the set value, it indicates that the air compressor is charging abnormally, and the EBCU records and displays the data on the instrument.

[0230] Vehicle air tightness monitoring

[0231] Traditional vehicles do not have vehicle air tightness monitoring. During vehicle debugging test, air tightness test can only be performed by manually connecting a pressure gauge and a timer. However, after the vehicle is running, air tightness test is not performed, and it is difficult to monitor pipeline leakage in the later period. In severe cases, excessive leakage can affect the safety of vehicle braking.

[0232] EBCU has air tightness monitoring logic, EBCU receives the whole vehicle air tightness test instruction, 1min later, the total air pressure value is detected, if the total air pressure in 1min decreases by more than the set value, the BCU judges that the total air pressure is abnormally leaked and uploads to the network display.

[0233] EBCU self-checking logic

[0234] Self-checking conditions: train zero speed, slow parking, non-emergency braking, system ready (EBCU powered on for more than a certain time), gateway communication normal, CAN communication normal.

[0235] Self-checking points include: hard-wired acquisition detection, charging and discharging detection. If any point fails the detection, the brake system self-checking fails.

[0236] The vehicle activation end hard-wired power is on, and it is consistent with the network "key activation end", then the hard-wired acquisition detection passes.

[0237] During the brake cylinder charging and discharging detection process, the brake control unit sets the pressure to different groups of brake cylinder pressure in turn, and the pressure set value is within a certain range, then the charging and discharging detection passes.

[0238] To avoid coasting, the above pressure charging and discharging process is detected one by one.

[0239] If all the above self-checking points of all EBCUs on the whole vehicle pass, the self-checking is successful, otherwise the self-checking fails.

[0240] After successful self-checking, the self-checking success time is recorded.

[0241] (1) If more than a certain number of hours have not been self-checked, it prompts that self-checking has not been performed.

[0242] (2) If more than 0 hours have not been self-checked, it prompts that self-checking has not been performed today.

[0243] Online running detection is an automatic detection that does not require external intervention when the system is working normally. Main detection content: pressure sensor detection, speed sensor detection, CAN network communication fault detection, etc.

[0244] Fault diagnosis and fault recording function

[0245] Brake non-release detection function: When the brake control unit detects no brake demand (no service brake, no parking brake, no emergency brake) state, through the single-channel bridge control module built-in pressure sensor, it is detected that the corresponding axle brake cylinder pressure is greater than a certain value, and the duration is a certain time, it is diagnosed as brake non-release, and the brake non-release fault signal is sent to the VCU through the network. In the HMI brake non-release state.

[0246] When the brake cylinder actual pressure is lower than the set value and lasts for a certain time without brake request, the brake not released fault is reset.

[0247] Brake force deficiency detection function: when receiving brake application instruction, the wheel brake chamber pressure is lower than the pressure set value for a certain time, the state data is sent to the related diagnostic system.

[0248] Parking brake detection function: the brake control unit monitors the parking brake pressure, when the parking brake instruction collected by the brake control unit is inconsistent with the parking brake sensor pressure state, the parking brake state inconsistency fault is reported. (1) the parking button is released, and the parking cavity air pressure signal is less than the first threshold value, the parking brake not released fault is judged. (2) if the parking cavity air pressure signal is greater than the second threshold value, the "X car parking brake has been released" = 1 is output; (3) the parking brake application state, the pressure collected by the parking sensor is greater than the third threshold value, or the parking brake release state, the pressure collected by the parking sensor is less than the second threshold value, the parking brake fault is reported.

[0249] Low storage cylinder pressure fault

[0250] The storage cylinder pressure sensor has no fault, the pressure is lower than the set pressure value, and lasts for a certain time, the storage cylinder pressure is low. The storage cylinder pressure sensor has no fault, the pressure is higher than the set pressure value, and the fault is recovered.

[0251] 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 based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing 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.

[0252] 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 "multiple" is at least two, such as two, three, etc., unless otherwise specifically limited.

[0253] In the present application, unless otherwise specifically defined and limited, the terms "mounting", "connection" and the like should be understood broadly; for example, connection can be direct connection or indirect connection through an intermediate medium, and can be internal connection of two elements or interaction relationship between two elements. For ordinary skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0254] While several embodiments of the application have been described, it should be apparent that modifications and variations can be made to the application by those skilled in the art without departing from the spirit and scope of the application. It is therefore intended that the appended claims encompass all such modifications and variations as fall within the scope of the application.

[0255] Obviously, numerous modifications and variations of the present application are possible in light of the above teachings. It is therefore to be understood that within the scope of the appended claims and their equivalents, the application can be practiced otherwise than as specifically described.

Claims

1. A brake control system for a new type of rail vehicle, characterized in that, Comprise: Two EBCUs, respectively arranged in the head car and the tail car of the new rail train, and the two EBCUs are connected with the vehicle CAN bus of the new rail train through the internal CAN1 network; A plurality of ABSs, respectively arranged in each car of the new rail train, and each ABS is connected with the vehicle CAN bus of the new rail train through the internal CAN1 network; A plurality of single-channel bridge control modules, respectively arranged at each axle of the new rail train, and each single-channel bridge control module is connected to the internal CAN2 network; A plurality of parking EPB valves, respectively arranged in each car of the new rail train, and each parking EPB valve is connected to the internal CAN2 network.

2. The brake control system according to claim 1, characterized by, Also include: Two brake pedals, respectively arranged in the head car and the tail car, the brake pedal of the head car is connected with the EBCU of the head car, and the brake pedal of the tail car is connected with the EBCU of the tail car; the EBCU supplies power for the brake pedal connected therewith; Wherein, the main EBCU is determined according to the occupied end of the driver, and the other is the auxiliary EBCU; the main EBCU collects brake pedal signals and performs air brake force calculation, and controls the single-channel bridge control module of the whole train; the auxiliary EBCU performs hot standby work; the brake pedal electric signal includes pedal PWM signal and pedal switch signal, and also has two pedal pneumatic signals; the switch signal is used to judge the pedal state and provide brake indicator light signal.

3. The brake control system according to claim 2, characterized by Also include: Two relay valves, respectively arranged in the head car and the tail car, and the pedal pneumatic signal of the brake pedal of the head car can be transmitted to the two relay valves, and the pedal pneumatic signal of the brake pedal of the tail car can be transmitted to the two relay valves; A wheel control module is arranged at each axle; the wheel control module comprises a two-way valve, a brake cylinder and the single-channel bridge control module; The brake logic of the brake control system comprises a running air brake logic, and the running air brake logic Comprise: The pedal pneumatic signal generated when the brake pedal is stepped on is transmitted to the back pressure valve of the single-channel bridge control module through the relay valve and the two-way valve, and because the back pressure valve of the single-channel bridge control module is in a constant power-on state, the back pressure valve of the single-channel bridge control module is closed; At the same time, the pedal PWM signal generated when the brake pedal is stepped on is transmitted to the ECU of the single-channel bridge control module and the electromagnetic valve of the single-channel bridge control module after being processed by the EBCU, and then to the brake cylinder, so as to brake through the brake cylinder.

4. The brake control system according to claim 3, characterized by The running air brake logic further comprises: After the EBCU detects that one or more single-channel bridge control modules are faulty, the back pressure valve of the faulty single-channel bridge control module is powered off, so that the back pressure valve of the faulty single-channel bridge control module is turned on; At this time, the pedal pneumatic signal generated when the brake pedal is stepped on is transmitted to the brake cylinder through the relay valve, the two-way valve and the turned-on back pressure valve of the single-channel bridge control module, so as to brake through the brake cylinder.

5. The brake control system according to claim 4, characterized by Each axle of the new rail train is numbered from the car where the driver's occupied end is located, and is sequentially numbered as 1 axle, 2 axle, …, tail axle; n is greater than or equal to 1; The running brake logic further comprises a running electric brake logic, and the running electric brake logic comprises: When the 1st shaft and the tail shaft are powered electric braking and the middle shafts are air braking: The electric braking is applied to the tail shaft first, and then to the 1st shaft after a first preset interval; When the electric braking is insufficient and the air braking compensates, the air braking is applied to the middle shafts.

6. The brake control system according to claim 5, characterized by When the electric braking is insufficient and the air braking compensates, the air braking is applied to the middle shafts in a second preset interval from the rear to the front.

7. The brake control system according to claim 6, characterized by The service braking logic further includes service air braking and service electric braking cooperation logic, and the cooperation logic of the service air braking and the service electric braking normal mode includes: When the brake instruction stroke is greater than 0 and less than or equal to a%, the 1st shaft and the tail shaft are applied The 1st electric braking force target value calculated by the main EBCU, and the range does not apply air braking; wherein the brake instruction stroke corresponds to the stroke of the brake pedal being stepped down; wherein the electric braking force includes the 1st electric braking force target value, the 2nd electric braking force target value, and the 3rd electric braking force target value of the end shaft; When the brake instruction stroke is greater than a% and less than or equal to b%, the 1st shaft and the tail shaft are applied to the 2nd electric braking force target value of the end shaft calculated by the main EBCU, and the middle shafts are applied to the air braking force target value of the middle shaft calculated by the main EBCU; wherein the air braking force includes the air braking force target value of the middle shaft and the air braking force target value of the end shaft; When the brake instruction stroke is greater than b% and less than or equal to c%, the 1st shaft and the tail shaft are applied to the 3rd electric braking force target value of the end shaft calculated by the main EBCU, the middle shafts are applied to the air braking force target value of the middle shaft calculated by the main EBCU, and the 1st shaft and the tail shaft are applied to the air braking force target value of the end shaft; When the brake instruction stroke is greater than c% and less than or equal to 100%, no electric braking force is applied, the middle shafts are applied to the air braking force target value calculated by the main EBCU, and the 1st shaft and the tail shaft are applied to the air braking force target value.

8. The brake control system according to claim 7, characterized by When the brake instruction stroke is greater than a% and less than or equal to 100%, the air braking force target value of the middle shaft = k x the load of the shaft x the brake instruction stroke x the equivalent deceleration; When the brake instruction stroke is greater than b% and less than or equal to 100%, the air braking force target value of the end shaft = k x the load of the shaft x the brake instruction stroke x the equivalent deceleration; Wherein, the equivalent deceleration is different in the range of greater than a% and less than or equal to 100% and the range of greater than b% and less than or equal to 100%.

9. The brake control system according to claim 8, characterized by When the brake instruction stroke is greater than 0% and less than or equal to a%, the 1st electric braking force target value of the end shaft = k x the load of the shaft x the brake instruction stroke x the equivalent deceleration; When the brake instruction stroke is greater than a% and less than or equal to b%, the 2nd electric braking force target value of the end shaft = k x the load of the shaft x a% x the equivalent deceleration; when the brake command stroke amount is in a range greater than b% and less than or equal to c%, 10. The brake control system according to claim 9, characterized by a% is 30%, b% is 50%, and c% is 75%; The equivalent deceleration has a value ranging from greater than 0 to less than or equal to 5 m / s 2 .

11. The brake control system according to claim 10, characterized by The main EBCU is limited by the impulse when calculating the air braking force and outputting the pressure target value: (1) The application of the service air brake force is limited by the impulse, when the brake instruction stroke is greater than or equal to a% and less than or equal to b%, the EBCU outputs the pressure target value to the single-channel bridge control module, impulse limitation is needed, the impulse slope limit value should be less than or equal to the impulse slope first threshold value, or the control is less than the impulse slope second threshold value, wherein the impulse slope first threshold value is greater than the impulse slope second threshold value; (2) According to the preset time period, the impulse slope and the load, the air brake force change value ΔF limited by the impulse is calculated: If F 最终压力目标值 F 现压力实际值 + ΔF, then the next cycle F 压力目标值 = F 现压力实际值 + ΔF; If F 现压力实际值 + ΔF ≥ F 最终压力目标值 , then output next cycle F 压力目标值 = F 最终压力目标值 ; Wherein, F 最终压力目标值 is the pressure target value of the air brake force calculated and output by the main EBCU, and the actual value of the air brake force is determined according to F 最终压力目标值 is adjusted multiple times, and the adjustment period is multiple cycles of adjustment according to a preset time period, F 现压力实际值 is the actual value of the air brake force for one cycle, and F 压力 目标值 is the target value of the air brake force for one cycle.

12. The brake control system according to claim 11, characterized by The processing mode of CAN communication abnormality in the cooperation logic of the service air brake and the service electric brake includes: When the CAN communication between the two EBCUs is normal or abnormal, the main EBCU sends out the calculated brake force target value of each axle; the brake force target value of each axle includes the first electric brake force target value of the end axle, the second electric brake force target value of the end axle, the third electric brake force target value of the end axle, the air brake force target value of the intermediate axle and the air brake force target value of the end axle; If the auxiliary EBCU does not receive the brake force target value of each axle sent by the main EBCU, the auxiliary EBCU brakes according to the air brake pressure of each car and each axle calculated by the new rail train CAN network or Ethernet forwarding brake level; if the auxiliary EBCU also does not receive the brake pressure of each car and each axle calculated by the new rail train CAN network or Ethernet forwarding brake level, it will remain in the state, and if there is air control, it will automatically apply the air brake force. The processing mode of CAN communication abnormality in the cooperation logic of the service air brake and the service electric brake also includes:

13. The brake control system according to claim 12, characterized by When one or more ABS sends an action signal "ABS action" = 1 to control the wheel brake of the vehicle, the main EBCU sends a signal through the internal CAN1 network and the vehicle CAN bus to cut off the electric brake of the vehicle during this braking process; During the electric brake process, when the electric motor of the axle of the head car and / or the tail car implementing electric brake appears abnormal, the electric brake of the axle where the abnormal motor is located is cut off, and only air brake is performed on the axle where the abnormal motor is located; the axle where no abnormal motor is located brakes according to the cooperation logic of the service air brake and the service electric brake in the normal mode. The brake logic of the brake control system also includes:

14. The brake control system according to claim 13, characterized by When the brake pedal is depressed, and the speed of the new rail train is equal to or less than the first preset speed, and the time of depressing the brake pedal lasts for the first time length, the main EBCU controls the new rail train to enter the holding brake state and apply a predetermined brake force value; after the time of the holding brake state reaches the second time length, the main EBCU controls the new rail train to enter the parking brake state and release the holding brake state; When the traction pedal is depressed and the speed of the new rail train is greater than the first preset speed, the main EBCU controls the release of the holding brake state. The parking brake is realized by each parking EPB valve; 15. The brake control system according to claim 14, characterized by The brake control system also includes two parking buttons, which are respectively arranged on the head car and the tail car, and the two parking buttons are respectively connected with the EBCU; the EBCU supplies power to the parking buttons connected therewith; The application and release of the parking brake state are realized by the parking button. It includes:

16. A new type of rail train characterized by, ​ The brake control system according to any one of claims 1 to 15; An air compressor for providing total air; A dryer for drying the total air and the air compressor; Wherein, when the air compressor is started, the dryer starts to work and the drying signal is electrified to dry the total air; When the air compressor stops working, the drying signal is de-energized and the back blowing air is pre-set for a certain time; During the drying of the dryer, if the air compressor starts and stops signal input is high, the dryer switches back to the supply state after a certain time of backflow; If the single drying of the dryer exceeds a certain time and the pressure exceeds the set pressure value, the dryer will automatically force backflow once; Wherein, the positive blowing is that the compressed air passes through the inlet to the outlet of the dryer, and the back blowing is that a part of the compressed air passes from the outlet to the exhaust port of the dryer.

17. The new rail train according to claim 16, wherein The EBCU monitors the pressure of the total air in real time according to the collected total air pressure sensor signal, and records the total air pressure from the first threshold value when the air compressor is started, and stops recording when the total air pressure reaches the third threshold value, to determine whether the air compressor is working normally: If the total air pressure rising rate is greater than the set value, it indicates that the air compressor is charging normally, and the EBCU records the data; If the total air pressure rising rate is less than or equal to the set value, it indicates that the air compressor charging fault, and the record is displayed on the instrument; Wherein, the total air pressure sensor is arranged on the total air cylinder of the new rail train, and the third threshold value is the pre-set pressure value at the end of the charging.

18. The new rail train according to claim 17, wherein After receiving the whole vehicle air tightness test instruction, the EBCU starts to detect the value of the total air pressure after a pre-set time, If the total air pressure decreases by more than the set value within a certain time, the EBCU judges that the total air pressure is abnormally leaked and uploads it to the network display.

19. The new rail train according to claim 18, wherein When the EBCU collects the parking brake instruction and the parking brake sensor pressure state are inconsistent, it reports the parking brake state inconsistency fault: When the parking brake instruction is "parking button relief", and the pressure state of the parking brake sensor is "parking cavity air pressure signal" less than the first threshold value, it is judged that the parking brake is not relieved; When the parking brake instruction is "parking button relief", and the pressure state of the parking brake sensor is "parking cavity air pressure signal" greater than the second threshold value, it is judged that the parking brake of the vehicle is relieved, and the output "X vehicle parking brake has been relieved" is 1; When the parking brake instruction is "parking button application", and the pressure state of the parking brake sensor is "parking cavity air pressure signal" greater than the third threshold value, it is judged that the parking brake is faulty; When the parking brake instruction is "parking button relief", and the pressure state of the parking brake sensor is "parking cavity air pressure signal" less than the second threshold value, it is judged that the parking brake is faulty; Wherein, the parking brake sensor is arranged in the interior of the parking EPB valve.

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