Patent Application
20220105917
The present application relates to a locomotive braking control system and control method, belonging to the field of locomotive braking control.
One of the important functions of a locomotive braking control system is to control the brake cylinder equalizing pipe pressure and the brake cylinder pressure; conventionally, a pre-control pressure is controlled by a high-frequency magnet valve, and then the brake cylinder equalizing pipe pressure or brake cylinder pressure, which is consistent with the pre-control pressure, is output by a relay valve. CN104442903A discloses a brake cylinder equalizing pipe control method and device of a locomotive brake. The device includes: an air source filtration device; a first magnet valve, a pressure amplification valve and a third magnet valve connected with the air source filtration device and disposed on an air line mounting plate; a second magnet valve connected with the first magnet valve and disposed on the air line mounting plate; a control unit and a pressure detection device connected with the first magnet valve and the second magnet valve; a control reservoir connected with the pressure amplification valve and the pressure detection device; and a pneumatic reversing valve connected with the pressure amplification valve and the third magnet valve, wherein an air outlet of the pneumatic reversing valve is connected with an output port of the brake cylinder equalizing pipe.
A first aspect of the present application provides a locomotive braking control system, comprising a brake cylinder equalizing pipe control system and a brake cylinder control system, wherein,
The brake cylinder equalizing pipe control system includes:
a first main reservoir;
a first magnet valve and a first flow amplification valve both connected with the first main reservoir;
a second magnet valve connected with the first magnet valve;
a first pressure selection device connected with the second magnet valve, and a first pressure detection device located between the second magnet valve and the first pressure selection device;
wherein, the first pressure selection device is connected with the first flow amplification valve.
The brake cylinder control system includes:
a second main reservoir;
a third magnet valve and a second flow amplification valve both connected with the second main reservoir;
a fourth magnet valve connected with the third magnet valve;
a second pressure selection device connected with the fourth magnet valve, and a second pressure detection device located between the fourth magnet valve and the second pressure selection device;
wherein, the second pressure selection device is connected with the second flow amplification valve;
the second flow amplification valve is connected with a brake cylinder pipe so as to realize brake.
Between the brake cylinder equalizing pipe control system and the brake cylinder control system:
the first pressure selection device is connected with a second pipeline located between the fourth magnet valve and the second pressure selection device; and
the first flow amplification valve is connected to the second pressure selection device.
Furtherly, the locomotive braking control system comprises at least one processor, memory, and at least one program, wherein the at least one program is stored in the memory and configured to be executed by the at least one processor; and the at least one program including:
the first pressure detection device receives instructions to acquire a pre-control pressure of the brake cylinder equalizing pipe control system in real time and transmit the acquired pre-control pressure to the processor, thus obtain a pre-control pressure actual value of the brake cylinder equalizing pipe, that is, a first actual value;
when the locomotive braking control system is in a lead cut in mode, the processor receives instruction information output by a brake handle operated by a driver and calculates a pre-control pressure target value of the brake cylinder equalizing pipe according to the instruction information;
the processor compares the first actual value with the target value, and controls the first magnet valve and/or the second magnet valve according to a difference of the first actual value and the target value so that the first actual value is equal to the target value, thus obtain a pre-control pressure of the brake cylinder equalizing pipe; and transmit the pre-control pressure of the brake cylinder equalizing pipe to the first pressure selection device;
the second pressure detection device receives instructions to acquire a pre-control pressure of the brake cylinder control system in real time and transmit the acquired pre-control pressure to the processor, thus obtain a pre-control pressure actual value of the brake cylinder, that is, a second actual value;
the processor compares the second actual value with the target value, and controls the third magnet valve and/or the fourth magnet valve according to a difference of the second actual value and the target value so that the second actual value is equal to the target value, thus obtain a pre-control pressure of the brake cylinder; and transmit the pre-control pressure of the brake cylinder to the second pressure selection device and the first pressure selection device.
The first pressure selection device is configured to compare the pre-control pressure of the brake cylinder equalizing pipe and the pre-control pressure of the brake cylinder, and output a higher pressure, referred to as a first pressure, among the pre-control pressure of the brake cylinder equalizing pipe and the pre-control pressure of the brake cylinder to the first flow amplification valve. The first flow amplification valve is configured to amplify the first pressure with low-flow to a brake cylinder equalizing pipe pressure with high-flow.
The second pressure selection device is configured to compare the brake cylinder equalizing pipe pressure and the pre-control pressure of the brake cylinder, and output a higher pressure, referred to as a second pressure, among the brake cylinder equalizing pipe pressure and the pre-control pressure of the brake cylinder to the second flow amplification valve. The second flow amplification valve is configured to amplify the second pressure with low-flow to a brake cylinder pressure with high-flow, and transmit the brake cylinder pressure to the brake cylinder pipe, to realize brake.
The first magnet valve is a equalizing pipe pre-control air-charging magnet valve, and the program also includes: according to the difference of the first actual value and the target value, energized instruction or de-energized instruction is sent to the first solenoid valve; to open or close an air-charging passage from the first main reservoir to a pre-control volume of the brake cylinder equalizing pipe control system. The second magnet valve is a equalizing pipe pre-control air-discharging magnet valve, and the program also includes: according to the difference of the first actual value and the target value, energized instruction or de-energized instruction is sent to the second solenoid valve; to open or close an air-discharging passage from the pre-control volume of the brake cylinder equalizing pipe control system to the atmosphere. The third magnet valve is a brake cylinder pre-control air-charging magnet valve, and the program also includes: according to the difference of the second actual value and the target value, energized instruction or de-energized instruction is sent to the third solenoid valve; to open or close an air-charging passage from the second main reservoir to a pre-control volume of the brake cylinder control system. The fourth magnet valve is a brake cylinder pre-control air-discharging magnet valve, and the program also includes: according to the difference of the second actual value and the target value, energized instruction or de-energized instruction is sent to the fourth solenoid valve; to open or close an air-discharging passage from the pre-control volume of the brake cylinder control system to the atmosphere.
Optionally, the at least one processor comprises a first processor and a second processor, and the program more specifically including:
the first pressure detection device receives the instructions to acquire the pre-control pressure of the brake cylinder equalizing pipe control system in real time and transmit the acquired pre-control pressure to the first processor, thus obtain the first actual value;
when the locomotive braking control system is in the lead cut in mode, the first processor receives the instruction information output by the brake handle and calculates the pre-control pressure target value of the brake cylinder equalizing pipe, that is, a first target value, according to the instruction information;
the first processor compares the first actual value with the first target value, and controls the first magnet valve and/or the second magnet valve according to the difference of the first actual value and the first target value so that the first actual value is equal to the first target value, thus obtain the pre-control pressure of the brake cylinder equalizing pipe; and transmit the pre-control pressure of the brake cylinder equalizing pipe to the first pressure selection device;
the second pressure detection device receives the instructions to acquire the pre-control pressure of the brake cylinder control system in real time and transmit the acquired pre-control pressure to the second processor, thus obtain the second actual value;
when the locomotive braking control system is in the lead cut in mode, the second processor receives the instruction information output by the brake handle and calculates a pre-control pressure target value of the brake cylinder, that is, a second target value, according to the instruction information; and the first target value and the second target value are equal;
the second processor compares the second actual value with the second target value, and controls the third magnet valve and/or the fourth magnet valve according to a difference of the second actual value and the second target value so that the second actual value is equal to the second target value, thus obtain the pre-control pressure of the brake cylinder; and transmit the pre-control pressure of the brake cylinder to the second pressure selection device and the first pressure selection device.
A second aspect of the present application provides a locomotive braking control method, in which the above-mentioned control system can be adopted, including the following steps:
acquiring, by the first pressure detection device, the pre-control pressure of the brake cylinder equalizing pipe control system in real time, and transmitting the acquired pre-control pressure to the processor, thus obtaining the first actual value;
when the locomotive braking control system is in the lead cut in mode, receiving, by the processor, instruction information output by the brake handle operated by the driver, and calculating the pre-control pressure target value of the brake cylinder equalizing pipe according to the instruction information;
comparing, by the processor, the first actual value with the target value, and controlling the first magnet valve and/or the second magnet valve according to the difference of the first actual value and the target value so that the first actual value is equal to the target value, thus obtaining the pre-control pressure of the brake cylinder equalizing pipe; and transmitting the pre-control pressure of the brake cylinder equalizing pipe to the first pressure selection device;
acquiring, by the second pressure detection device, the pre-control pressure of the brake cylinder control system in real time, and transmitting the acquired pre-control pressure to the processor, thus obtaining the second actual value;
comparing, by the processor, the second actual value with the target value, and controlling the third magnet valve and/or the fourth magnet valve according to the difference of the second actual value and the target value so that the second actual value is equal to the target value, thus obtaining the pre-control pressure of the brake cylinder; and transmitting the pre-control pressure of the brake cylinder to the second pressure selection device and the first pressure selection device;
comparing, by the first pressure selection device, the pre-control pressure of the brake cylinder equalizing pipe and the pre-control pressure of the brake cylinder, and outputting the higher pressure, referred to as the first pressure, to the first flow amplification valve;
amplifying, by the first flow amplification valve, the first pressure with low-flow to the brake cylinder equalizing pipe pressure with high-flow, and outputting the brake cylinder equalizing pipe pressure to the second pressure selection device;
comparing, by the second pressure selection device, the brake cylinder equalizing pipe pressure and the pre-control pressure of the brake cylinder, and outputting a higher pressure, referred to as a second pressure, to the second flow amplification valve; and
amplifying, by the second flow amplification valve, the second pressure with low-flow to the brake cylinder pressure with high-flow, and transmitting the brake cylinder pressure to the brake cylinder pipe so as to realize brake.
Optionally, the at least one processor comprises a first processor and a second processor, and the control method more specifically includes:
acquiring, by the first pressure detection device, the pre-control pressure of the brake cylinder equalizing pipe control system in real time, and transmitting the acquired pre-control pressure to the first processor, thus obtaining the first actual value;
when the locomotive braking control system is in the lead cut in mode, receiving, by the first processor, instruction information output by the brake handle, and calculating the pre-control pressure target value of the brake cylinder equalizing pipe, that is, a first target value, according to the instruction information;
comparing, by the first processor, the first actual value with the first target value, and controlling the first magnet valve and/or the second magnet valve according to the difference of the first actual value and the first target value so that the first actual value is equal to the first target value, thus obtaining the pre-control pressure of the brake cylinder equalizing pipe; and transmitting the pre-control pressure of the brake cylinder equalizing pipe to the first pressure selection device;
acquiring, by the second pressure detection device, the pre-control pressure of the brake cylinder control system in real time, and transmitting the acquired pre-control pressure to the second processor, thus obtaining the second actual value;
when the locomotive braking control system is in the lead cut in mode, receiving, by the second processor, instruction information output by the brake handle, and calculating the pre-control pressure target value of the brake cylinder, that is, a second target value, according to the instruction information; and the first target value and second target value are equal;
comparing, by the second processor, the second actual value with the second target value, and controlling the third magnet valve and/or the fourth magnet valve according to a difference of the second actual value and the second target value so that the second actual value is equal to the second target value, thus obtaining the pre-control pressure of the brake cylinder; and transmitting the pre-control pressure of the brake cylinder to the second pressure selection device and the first pressure selection device.
A third aspect of the present application provides a locomotive braking control method by which redundancy switching between the brake cylinder equalizing pipe control system and the brake cylinder control system can be realized:
when the pre-control pressure of the brake cylinder equalizing pipe is invalid, the first processor controls the first magnet valve and the second magnet valve, so that the pre-control pressure of the brake cylinder equalizing pipe is gradually reduced to zero, and the first pressure selection device selects the higher pre-control pressure of the brake cylinder as the first pressure to be output to the first flow amplification valve, and then the brake cylinder equalizing pipe pressure is output; and
when the pre-control pressure of the brake cylinder is invalid, the second processor controls the third magnet valve and the fourth magnet valve, so that the pre-control pressure of the brake cylinder is gradually reduced to zero, and the second pressure selection device selects the higher brake cylinder equalizing pipe pressure as the second pressure to be output to the second flow amplification valve, and then the brake cylinder pressure is output.
Compared with the prior art, the present application has the following beneficial effects:
(1) In at least one of the embodiments of the present application, the mutual cooperation of the brake cylinder equalizing pipe control system and the brake cylinder control system is realized; and
(2) In at least one of the embodiments of the present application, when failure occurs on a pre-control part of the brake cylinder equalizing pipe control system or that of the brake cylinder control system, the pre-control part of the brake cylinder equalizing pipe control system and that of the brake cylinder control system can be mutually redundant, so that the control precision and reliability of the locomotive braking control system can be effectively improved.
wherein: 1 brake cylinder equalizing pipe control system, 101 first magnet valve, 102 second magnet valve, 103 first main reservoir, 104 first pressure selection device, 105 first pressure detection device, 106 first flow amplification valve, 107 first pre-control reservoir, 108 cut-off valve, 109 third pressure detection device, 110 first processor, 111 first pipeline, 112 third pipeline; 2 brake cylinder control system, 201 third magnet valve, 202 fourth magnet valve, 203 second main reservoir, 204 second pressure selection device, 205 second pressure detection device, 206 second flow amplification valve, 207 fifth magnet valve, 208 mechanical distribution valve, 209 sixth magnet valve, 210 second pre-control reservoir, 211 fourth pressure detection device, 212 brake cylinder pipe, 213 second processor, 214 second pipeline, 215 fourth pipeline; and 3 integrated processor.
The technical solutions of the present application will be described in detail below in combination with specific embodiments. However, it should be understood that elements, structures and features in one embodiment may also be advantageously incorporated into other embodiments without further description.
In the description of the present application, it should be noted that terms such as “first” and “second” are used for descriptive purposes only, and cannot be understood as indicating or implying the relative importance. Unless otherwise specified and defined, the connection may be direct connection or indirect connection through an intermediate medium, and may be internal connection of two elements. The embodiments are only described as preferred embodiments of the present application, and are not intended to limit the scope of the present application. Various modifications and improvements made on the technical solutions of the present application by ordinary skill in the art without departing from the design spirit of the present application shall fall within the protective scope confirmed by the claims of the present application.
An embodiment of the present application provides a locomotive braking control system, as shown in
(1) The brake cylinder equalizing pipe control system 1 includes:
a first main reservoir 103; a first magnet valve 101 and a first flow amplification valve 106 both connected with the first main reservoir 103; a second magnet valve 102 connected with the first magnet valve 101; a first pressure selection device 104 connected with the second magnet valve 102 and a first pressure detection device 105 located therebetween; and the first pressure selection device 104 is connected with the first flow amplification valve 106.
(2) The brake cylinder control system 2 includes:
a second main reservoir 203; a third magnet valve 201 and a second flow amplification valve 206 both connected with the second main reservoir 203; a fourth magnet valve 202 connected with the third magnet valve 201; a second pressure selection device 204 connected with the fourth magnet valve 202 and a second pressure detection device 205 located therebetween; the second pressure selection device 204 is connected with the second flow amplification valve 206, and the second flow amplification valve 206 is connected with a brake cylinder pipe 212, so as to realize brake.
(3) Between the brake cylinder equalizing pipe control system 1 and the brake cylinder control system 2:
the first pressure selection device 104 is connected with a second pipeline 214 located between the fourth magnet valve 202 and the second pressure selection device 204; and the first flow amplification valve 106 is connected to the second pressure selection device 204.
Further, the at least one processor comprises a first processor 110 and a second processor 213, and the at least one program including:
the first pressure detection device 105 receives instructions to acquire a pre-control pressure of the brake cylinder equalizing pipe control system 1 in real time and transmit the acquired pre-control pressure to the first processor 110 to obtain a pre-control pressure actual value of the brake cylinder equalizing pipe, that is, a first actual value;
when the locomotive braking control system is in a lead cut in mode, the first processor 110 receives instruction information output by a brake handle operated by a driver and calculates a pre-control pressure target value of the brake cylinder equalizing pipe, that is, a first target value, according to the instruction information;
the first processor 110 compares the first actual value with the first target value, and controls the first magnet valve 101 and/or the second magnet valve 102 according to a difference of the first actual value and the first target value so that the first actual value is equal to the first target value, thus obtain a pre-control pressure of the brake cylinder equalizing pipe; and transmit the pre-control pressure of the brake cylinder equalizing pipe to the first pressure selection device 104.
The first pressure selection device 104 is configured to compare the pre-control pressure of the brake cylinder equalizing pipe and a pre-control pressure of a brake cylinder, and output a higher pressure thereof, referred to as a first pressure, to the first flow amplification valve 106; and the pre-control pressure of the brake cylinder is from the brake cylinder control system 2.
The first flow amplification valve 106 is configured to amplify the first pressure with low-flow of the brake cylinder equalizing pipe control system 1 to a brake cylinder equalizing pipe pressure with high-flow.
The at least one program further including:
the second pressure detection device 205 receives instructions to acquire a pre-control pressure of the brake cylinder control system 2 in real time and transmit the acquired pre-control pressure to the second processor 213 to obtain a pre-control pressure actual value of the brake cylinder, that is, a second actual value;
when the locomotive braking control system is in the lead cut in mode, the second processor 213 receives the instruction information output by the brake handle operated by the driver and calculates a pre-control pressure target value of the brake cylinder, that is, a second target value, according to the instruction information; and the first target value and the second target value are equal;
the second processor 213 compares the second actual value with the second target value, and controls the third magnet valve 201 and/or the fourth magnet valve 202 according to a difference of the second actual value and the second target value so that the second actual value is equal to the second target value, thus obtain the pre-control pressure of the brake cylinder; and transmit the pre-control pressure of the brake cylinder to the second pressure selection device 204 and the first pressure selection device 104.
The second pressure selection device 204 is configured to compare the brake cylinder equalizing pipe pressure and the pre-control pressure of the brake cylinder, and output a higher pressure thereof, referred to as a second pressure, to the second flow amplification valve 206; and the brake cylinder equalizing pipe pressure is from the brake cylinder equalizing pipe control system 1.
The second flow amplification valve 206 is configured to amplify the second pressure with low-flow of the brake cylinder control system 2 to a brake cylinder pressure with high-flow, and transmit the brake cylinder pressure to the brake cylinder pipe 212, to realize brake.
The pipelines shown in the drawings are gas passages, which are clear and understandable to those skilled in the art.
It should be noted that the first target value and the second target value are equal, and may be collectively referred to as a target value. The first processor 110 and the second processor 213 may be two different processors that can be redundant to each other, or may be an integrated processor 3 that integrates the above-mentioned functions of the two. Therefore, the target value can be calculated by the first processor 110 and the second processor 213 respectively, or can be calculated by the integrated processor 3, as shown in
The first magnet valve 101 is a pre-control air-charging magnet valve, and the at least one program also includes: according to the difference of the first actual value and the first target value, energized instruction or de-energized instruction is sent to the first solenoid valve, to open or close an air-charging passage from the first main reservoir 103 to a pre-control volume of the brake cylinder equalizing pipe control system 1.
Seen from
The second magnet valve 102 is a pre-control air-discharging magnet valve, and the at least one program also includes: according to the difference of the first actual value and the first target value, energized instruction or de-energized instruction is sent to the second solenoid valve, to open or close an air-discharging passage from the pre-control volume of the brake cylinder equalizing pipe control system 1 to the atmosphere.
The third magnet valve 201 is a pre-control air-charging magnet valve, and the at least one program also includes: according to the difference of the second actual value and the second target value, energized instruction or de-energized instruction is sent to the third solenoid valve, to open or close an air-charging passage from the second main reservoir 203 to a pre-control volume of the brake cylinder control system 2.
Seen from
The fourth magnet valve 202 is a pre-control air-discharging magnet valve, and the at least one program also includes: according to the difference of the second actual value and the second target value, energized instruction or de-energized instruction is sent to the fourth solenoid valve, to open or close an air-discharging passage from the pre-control volume of the brake cylinder control system 2 to the atmosphere.
As an optional embodiment, the pressure detection devices 105, 205 may select from, but are not limited to, pressure sensors, which receive instructions to collect the corresponding pre-control pressure and transmit the collected pre-control pressure to the corresponding processor.
As an optional embodiment, the pressure selection devices 104, 204 may respectively select from, but are not limited to one of the following groups: a shuttle valve, and a two-position three-way magnet valve. The shuttle valve is a purely mechanical valve, which can directly compare the magnitude of two pressures to output a higher one, and no program control is required. The two-position three-way magnet valve is an electronic control valve, thus the at least one program further includes: the first processor 110 compares the pre-control pressure of the brake cylinder equalizing pipe and the pre-control pressure of the brake cylinder, and the first pressure selection device 104 receives instructions to output the higher one; and the second processor 213 compares the brake cylinder equalizing pipe pressure and the pre-control pressure of the brake cylinder, and the second pressure selection device 204 receives instructions to output the higher one. As the two-position three-way magnet valve is required to be additionally controlled by program, a shuttle valve is preferred.
As an optional embodiment, the flow amplification valves 106, 206 may select from, but are not limited to, relay valves. Since the relay valve is also a purely mechanical valve, which can automatically realize the flow amplification function, there is no need for program control.
As an optional embodiment, the first main reservoir 103 and the second main reservoir 203 can be the same main reservoir or different main reservoirs.
As an optional embodiment, as shown in
As an optional embodiment, as shown in
As an optional embodiment, as shown in
When the locomotive braking control system is in the lead cut in mode, the first processor 110 controls the cut-off valve 108 to be de-energized, and the brake cylinder equalizing pipe pressure output pipeline is in a connected state; and when the locomotive braking control system is in a trail mode, the first processor 110 controls the cut-off valve 108 to be energized, the brake cylinder equalizing pipe pressure output pipeline is in a closed state, and thus, an air pressure from an external interface (unshown in the figures) can be prevented from further entering the brake cylinder equalizing pipe control system 1.
It is to be understood that the description in the present embodiment defines that the output pipeline is connected when the cut-off valve 108 is de-energized, and the output pipeline is closed when the cut-off valve 108 is energized; however, in actual cases, opposite function may occur due to the structural changes of the valve itself, or because opposite connection relationship conducted by an operator, etc.; for example, the output pipeline is connected when energized, and the output pipeline is closed when de-energized. As for such settings, it can be understood that: de-energized is not one-to-one correspondence with the open state, and energized is not one-to-one correspondence with the closed state, which can be understood based on the actual valve structure and connection relationship and other factors; therefore, the description sequence is not in a one-to-one correspondence, and does not constitute a limitation to the present application. The description order of other valves can also be understood in the same or similar manner according to the actual situation.
As an optional embodiment, as shown in
Specifically, when the fifth magnet valve 207 is energized, the pre-control pressure of the brake cylinder is from the pre-control pressure generated by the third magnet valve 201 and the fourth magnet valve 202; and when the fifth magnet valve 207 is de-energized, the pre-control pressure of the brake cylinder is from the mechanical distribution valve 208 which is externally connected. When the locomotive braking control system is in the lead cut in mode and the pre-control pressure generated by the third magnet valve 201 and the fourth magnet valve 202 is not abnormal, the fifth magnet valve 207 is in an energized state.
As an optional embodiment, in the brake cylinder control system 2, the second processor 213 can be further electrically connected with a sixth magnet valve 209 which is a bail-off magnet valve. On one hand, the sixth magnet valve 209 is connected with the fourth magnet valve or is preferably connected with the fifth magnet valve 207 when there is the fifth magnet valve 207; and on the other hand, the sixth magnet valve 209 is connected with the second pressure selection device 204, and the sixth magnet valve 209 is further connected to the atmosphere. The sixth magnet valve 209 can be used for emptying the pre-control pressure of the brake cylinder at the rear end of the sixth magnet valve 209 when the locomotive braking control system is independently relieved. Therefore, the program also includes: energized instruction or de-energized instruction is sent to the sixth magnet valve 209, to switch between the connection to the atmosphere and the connection to the second pressure selection device 204.
As an optional embodiment, in the brake cylinder equalizing pipe control system 1, a third pipeline 112 from the first flow amplification valve 106 to the second pressure selection device 204 is provided with a third pressure detection device 109, preferably to be a pressure sensor, for acquiring a brake cylinder equalizing pipe pressure value. Therefore, the at least one program also includes: the third pressure detection device 109 receives instructions to acquire brake cylinder equalizing pipe pressure and transmit the acquired brake cylinder equalizing pipe pressure to the first processor; the first processor compares the brake cylinder equalizing pipe pressure and the first pressure, to determine whether the first flow amplifying valve 106 is malfunction. The third pressure detection device 109 can be used for displaying and monitoring the brake cylinder equalizing pipe pressure in real time; and providing assistant judgment whether failure occurs on the first flow amplification valve 106 according to a difference of the first pressure and the actual brake cylinder equalizing pipe pressure.
As an optional embodiment, in the brake cylinder control system 2, a fourth pipeline 215 from the second flow amplification valve 206 to the brake cylinder pipe 212 is provided with a fourth pressure detection device 211, preferably to be a pressure sensor, for acquiring a brake cylinder pressure value. Therefore, the at least one program also includes: the fourth pressure detection device 211 receives instructions to acquire brake cylinder pressure and transmit the acquired brake cylinder pressure to the second processor; the second processor compares the brake cylinder pressure and the second pressure, to determine whether the second flow amplifying valve 206 is malfunction. The fourth pressure detection device 211 can be used for displaying and monitoring the brake cylinder pressure in real time; and providing assistant judgment whether failure occurs on the second flow amplification valve 206 according to a difference of the second pressure and the actual brake cylinder pressure.
As an optional embodiment, a pressure at an outlet of the first flow amplification valve 106 (i.e. the brake cylinder equalizing pipe pressure) is not greater than the first pressure from the first pressure selection device 104, to prevent the pressure instability caused by air connection of the second pressure selection device 204 when the pre-control pressure of the brake cylinder is close to the brake cylinder equalizing pipe pressure.
A second embodiment of the present application provides a locomotive braking control method which can be realized by the aforementioned locomotive braking control system. The locomotive braking control method includes the following steps.
(1) The first processor 110 controls the first pressure detection device 105 to acquire the pre-control pressure of the brake cylinder equalizing pipe control system 1 in real time and transmit the acquired pre-control pressure to the first processor 110, to obtain the first actual value;
when the locomotive braking control system is in the lead cut in mode, the first processor 110 receives instruction information output by the brake handle operated by the driver and calculates the pre-control pressure target value of the brake cylinder equalizing pipe according to the instruction information, thus obtain the target value;
the first processor 110 compares the first actual value with the target value, and controls the first magnet valve 101 and/or the second magnet valve 102 according to the difference of the first actual value and the target value so that the first actual value is equal to the target value, thus obtain the pre-control pressure of the brake cylinder equalizing pipe; and transmits the pre-control pressure of the brake cylinder equalizing pipe to the first pressure selection device 104.
(2) The second processor 213 controls the second pressure detection device 205 to acquire the pre-control pressure of the brake cylinder control system 2 in real time and transmit the acquired pre-control pressure to the second processor 213, to obtain the second actual value.
the second processor 213 compares the second actual value with the target value, and controls the third magnet valve 201 and/or the fourth magnet valve 202 according to the difference of the second actual value and the target value so that the second actual value is equal to the target value, thus obtain the pre-control pressure of the brake cylinder; and transmits the pre-control pressure of the brake cylinder to the second pressure selection device 204 and the first pressure selection device 104.
(3) The first pressure selection device 104 compares the pre-control pressure of the brake cylinder equalizing pipe and the pre-control pressure of the brake cylinder, and outputs a higher pressure (referred to as a first pressure) among the pre-control pressure of the brake cylinder equalizing pipe and the pre-control pressure of the brake cylinder to the first flow amplification valve 106; and the first flow amplification valve 106 amplifies the first pressure with low-flow to a brake cylinder equalizing pipe pressure with high-flow, and then outputs the brake cylinder equalizing pipe pressure to the second pressure selection device 204.
(4) The second pressure selection device 204 compares the brake cylinder equalizing pipe pressure and the pre-control pressure of the brake cylinder, and outputs a higher pressure (referred to as a second pressure) among the brake cylinder equalizing pipe pressure and the pre-control pressure of the brake cylinder to the second flow amplification valve 206; and the second flow amplification valve 206 amplifies the second pressure with low-flow to a brake cylinder pressure with high-flow, and then outputs the brake cylinder pressure to the brake cylinder pipe 212 so as to realize brake.
The locomotive braking control method can be achieved by adopting the aforementioned locomotive braking control system, and therefore, the embodiments in the locomotive braking control system can also be effectively applied to the present method, include, but are not limited to the followings.
As an optional embodiment, the pressure detection devices 105, 205 select from, but are not limited to, pressure sensors; the pressure selection devices 104, 204 can select from, but are not limited to, shuttle valves or two-position three-way magnet valves; and the flow amplification valves 106, 206 can select from, but are not limited to, relay valves. When the first pressure selection device 104 and the second pressure selection device 204 are both two-position three-way magnet valves, the control method further includes: the first processor 110 compares the pre-control pressure of the brake cylinder equalizing pipe and the pre-control pressure of the brake cylinder, and controls the first pressure selection device 104 output the higher pressure; and the second processor 213 compares the brake cylinder equalizing pipe pressure and the pre-control pressure of the brake cylinder, and controls the second pressure selection device 204 output the higher pressure.
As an optional embodiment, the first pipeline 111 is further connected with a first pre-control reservoir 107 for increasing the pre-control volume of the brake cylinder equalizing pipe control system 1. The first pressure detection device 105 acquires a pre-control pressure of the first pre-control reservoir 107 in real time as the first actual value, and sends to the first processor 110. The second pipeline 214 is further connected with a second pre-control reservoir 210 for increasing the pre-control volume of the brake cylinder control system 2. The second pressure detection device 205 can acquire the pre-control pressure of the second pre-control reservoir 210 in real time as the second actual value, and send to the second processor 213.
As an optional embodiment, the brake cylinder equalizing pipe control system 1 further comprises a cut-off valve 108, and the cut-off valve 108 is located behind the first flow amplification valve 106. When the locomotive braking control system is in the lead cut in mode, the first processor 110 controls the cut-off valve 108 to be de-energized, and the brake cylinder equalizing pipe pressure output pipeline is in a connected state.
As an optional embodiment, the brake cylinder control system 2 further comprises a fifth magnet valve 207 which is a distribution valve switching magnet valve. When the fifth magnet valve 207 is energized, the pre-control pressure of the brake cylinder is from the pre-control pressure generated by the third magnet valve 201 and the fourth magnet valve 202; and when the fifth magnet valve 207 is de-energized, the pre-pressure of the brake cylinder is from the mechanical distribution valve 208 which is externally connected. When the locomotive braking control system is in the lead cut in mode and the pre-control pressure generated by the third magnet valve 201 and the fourth magnet valve 202 is not abnormal, the fifth magnet valve 207 is in an energized state.
By using the locomotive braking control method provided by the present application, the redundancy switching between the brake cylinder equalizing pipe control system 1 and the brake cylinder control system 2 can be further realized:
when the pre-control pressure of the brake cylinder equalizing pipe is invalid, the first magnet valve 101 and the second magnet valve 102 are de-energized, the pre-control pressure of the brake cylinder equalizing pipe is gradually reduced to zero, and the first pressure selection device 104 selects the higher pre-control pressure of the brake cylinder as the first pressure to be output to the first flow amplification valve 106, and then the brake cylinder equalizing pipe pressure is output; and
when the pre-control pressure of the brake cylinder is invalid, the third magnet valve 201 and the fourth magnet valve 202 are de-energized, the pre-control pressure of the brake cylinder is gradually reduced to zero, and the second pressure selection device 204 selects the higher brake cylinder equalizing pipe pressure as the second pressure to be output to the second flow amplification valve 206, and then the brake cylinder pressure is output.
More specifically,
(1) when failure occurs on the brake cylinder equalizing pipe control system 1:
The first processor 110 controls the first pressure detection device 105 to acquire the pre-control pressure of the brake cylinder equalizing pipe in real time, to obtain the first actual value;
when the locomotive braking control system is in the lead cut in mode, the first processor 110 compares the first actual value with the target value, and controls the first magnet valve 101 and the second magnet valve 102 according to the comparison result;
if the first actual value cannot be consistent with the target value within a preset time range, the first processor 110 determines that failure occurs on the first magnet valve 101 or on the second magnet valve 102 or on the first pressure detection device 105, thus the first magnet valve 101 and the second magnet valve 102 are de-energized, and the pre-control pressure of the brake cylinder equalizing pipe is discharged into the atmosphere by the second magnet valve 102; and
the pre-control pressure of the brake cylinder from the brake cylinder control system 2 is selected by the first pressure selection device 104 as a higher output, and is output to the first flow amplification valve 106, and then the brake cylinder equalizing pipe pressure is output.
And,
(2) when failure occurs on the brake cylinder control system 2:
The second processor 213 controls the second pressure detection device 205 to acquire the pre-control pressure of the brake cylinder in real time, to obtain the second actual value;
when the locomotive braking control system is in the lead cut in mode, the second processor 213 compares the second actual value with the target value, and controls the third magnet valve 201 and the fourth magnet valve 202 according to the comparison result;
if the second actual value cannot be consistent with the target value within a preset time range, the second processor 213 determines that failure occurs on the third magnet valve 201 or on the fourth magnet valve 202 or on the second pressure detection device 205, thus the third magnet valve 201 and the fourth magnet valve 202 are de-energized, and the pre-control pressure of the brake cylinder is discharged into the atmosphere by the fourth magnet valve 202; and
the brake cylinder equalizing pipe pressure from the brake cylinder equalizing pipe control system 1 is selected by the second pressure selection device 204 as a higher output and is output to the second flow amplification valve 206, and then the brake cylinder pressure is output.
When failure occurs on a pre-control part of the brake cylinder equalizing pipe control system 1 or that of the brake cylinder control system 2, the pre-control part of the brake cylinder equalizing pipe control system and that of the brake cylinder control system can be mutually redundant, so that the control precision and reliability of the system are effectively improved in the case that no air distribution valves or other configurations are added.
It should be noted that, in the present application, the first main reservoir 103 and the second main reservoir 203 can be the same main air reservoir or different main air reservoirs as long as functions in the present application can be achieved. The pressure selection device is preferably selected from a device with pressure comparison function, such as a shuttle valve, so as not to be required to be additionally controlled by the processors or programs; of course, a two-position three-way valve can also be selected and electrically controlled, or other devices capable of achieving the above-mentioned purpose can also be selected. The flow amplification valve is preferably selected from device with flow amplification function, such as a relay valve, so as not to be required to be additionally controlled by the processors or programs, or other devices capable of achieving the above-mentioned purpose can also be selected. In the locomotive braking control system, it is possible to use one processor capable of realizing the above-mentioned work, or multiple processors respectively completing the above-mentioned work. In this embodiment, the case where the first processor and the second processor are used is mainly described, but it should not be construed as a limitation to the present application.
The present application will be described in detail below with reference to
(1) Brake Cylinder Equalizing Pipe Control System:
The brake cylinder equalizing pipe control system 1 includes a first control unit 110, and the first control unit 110 is respectively electrically connected with a first magnet valve 101, a second magnet valve 102, a cut-off valve 108 and a first pressure detection device 105; the first magnet valve 101 is a pre-control air-charging magnet valve, the second magnet valve 102 is a pre-control air-discharging magnet valve, and the first pressure detection device 105 is a pressure sensor; a first port 1011 of the first magnet valve 101 is connected to a first main reservoir 103, a second port 1012 of the first magnet valve 101 is connected to a first port 1021 of the second magnet valve 102, and a second port 1022 of the second magnet valve 102 is connected to the atmosphere; the first port 1021 of the second magnet valve 102 is further connected with a first port 1041 of a first shuttle valve 104, and the first pressure detection device 105 is located between the first port 1021 and the first port 1041; and a second port 1042 of the first shuttle valve 104 is connected with a brake cylinder control system 2, a third port 1043 of the first shuttle valve 104 is connected with a first port 1061 of a first relay valve 106, a second port 1062 of the first relay valve 106 is connected with the first main reservoir 103, and a third port 1063 of the first relay valve 106 is connected with a first port 1081 of the cut-off valve 108, and a second port of the cut-off valve 108 is connected to the brake cylinder control system 2.
(2) Brake Cylinder Control System:
The brake cylinder control system 2 includes a second control unit 213, and the second control unit is respectively electrically connected with a third magnet valve 201, a fourth magnet valve 202, a fifth magnet valve 207, a sixth magnet valve 209 and a second pressure detection device 205; the third magnet valve 201 is a pre-control air-charging magnet valve, the fourth magnet valve 202 is a pre-control air-discharging magnet valve, and the second pressure detection device 205 is a pressure sensor; a first port 2011 of the third magnet valve 201 is connected to a second main reservoir 203, a second port 2012 of the third magnet valve 201 is connected to a first port 2021 of the fourth magnet valve 202, and a second port 2022 of the fourth magnet valve 202 is connected to the atmosphere; the first port 2021 of the fourth magnet valve 202 is further connected with a first port 2071 of the fifth magnet valve 207, and the second pressure detection device 205 is located between the first port 2021 and the first port 2071; and a second port 2072 of the fifth magnet valve 207 is connected to a mechanical distribution valve 208, and a third port 2073 of the fifth magnet valve 207 connected with a first port 2091 of the sixth magnet valve 209 and a second pre-control air reservoir 210; the first port 2091 of the sixth magnet valve 209 is also connected with the second pre-control air reservoir 210, a second port 2092 of the sixth magnet valve 209 is connected with a first port 2041 of a second shuttle valve 204 and the second port 1042 of the first shuttle valve 104, and a third port 2093 of the sixth magnet valve 209 is connected to the atmosphere; and a second port 2042 of the second shuttle valve 204 is connected with a second port 1802 of the cut-off valve 108, a third port 2043 of the second shuttle valve 204 is connected with a first port 2061 of a second relay valve 206, a second port 2062 of the second relay valve 206 is connected with a second main reservoir 203, and a third port 2063 of the second relay valve 206 is connected with a brake cylinder pipe 212, so that brake may be realized.
The first control unit 110 and the second control unit 213 both adopt processors, which may be two different processors, or the same processor.
(3) Working Description:
When the locomotive braking control system is in the lead cut in mode, the first control unit 110 receives instruction information output by an automatic brake handle and an independent handle operated by the driver, calculates the pre-control pressure target value of the brake cylinder equalizing pipe according to the instruction information, compares the target value with the first actual value which is acquired by the first pressure detection device 105, and controls the first magnet valve 101 and/or the second magnet valve 102 according to the difference of the target value and the first actual value so that the first actual value is equal to the target value, thus obtain the pre-control pressure of the brake cylinder equalizing pipe. Specifically, when the first actual value is greater than the target value, the first control unit 110 controls the second magnet valve 102 to discharge air to the atmosphere through the second port 1022 thereof to reduce the first actual value, so that the first actual value is equal to the target value; and when the first actual value is smaller than the target value, the first magnet valve 101 is controlled to charge air to the first pre-control air reservoir 107 through the first main reservoir 103 to increase the first actual value, so that the first actual value is equal to the target value. Meanwhile, the first control unit 110 controls the cut-off valve 108 to be de-energized, so that the brake cylinder equalizing pipe pressure output pipeline is in the connected state.
Similarly, when the locomotive braking control system is in the lead cut in mode, the second control unit 213 receives the instruction information output by the automatic brake handle and the independent brake handle operated by the driver, calculates the pre-control pressure target value of the brake cylinder according to the instruction information, compares the target value with the second actual value which is acquired by the second pressure detection device 205, and controls the third magnet valve 201 and/or the fourth magnet valve 202 according to the difference of the target value and the second actual value so that the second actual value is equal to the target value, thus obtain the pre-control pressure of the brake cylinder. Specifically, when the second actual value is greater than the target value, the second control unit 213 controls the fourth magnet valve 202 to discharge air to the atmosphere through the second port 2022 thereof to reduce the second actual value, so that the second actual value is equal to the target value; and when the second actual value is smaller than the target value, the third magnet valve 201 is controlled to charge air to a second pre-control air reservoir 210 through the second main reservoir 203 to increase the second actual value, so that the second actual value is equal to the target value. Meanwhile, the second control unit controls the fifth magnet valve 207 to be energized, so that the first port 2071 is connected with the third port 2073; the second control unit controls the sixth magnet valve 209 to be de-energized, so that the first port 2091 is connected with the second port 2092, thus the brake cylinder pre-control pressure output pipeline is in the connected state; and therefore, the pre-control pressure of the brake cylinder can arrive at the second port 1042 of the first shuttle valve 104 and the first port 2041 of the second shuttle valve 204 through the fifth magnet valve 207 and the sixth magnet valve 209.
When the locomotive braking control system is in the lead cut in mode, and when the first control unit and the second control unit are the same integrated processor, the integrated processor is configured to receive instruction information output by the automatic brake handle and the independent brake handle operated by the driver, calculate the target value according to the instruction information, compare the target value with the first actual value and the second actual value respectively, to control the opening and closing of the corresponding magnet valve.
The first shuttle valve 104 is used to compare the pre-control pressure of the brake cylinder equalizing pipe from the first port 1041 with the pre-control pressure of the brake cylinder from the second port 1042, and output the higher pressure (i.e., the first pressure)among the pre-control pressure of the brake cylinder equalizing pipe and the pre-control pressure of the brake cylinder to the first port 1061 of the first relay valve 106.
The first relay valve 106 is used to amplify the first pressure with low-flow to the brake cylinder equalizing pipe pressure with high-flow, flowing out of the third port 1063 of the first relay valve, and being transmitted to the second port 2042 of the second shuttle valve 204 through the cut-off valve 108.
The second shuttle valve 204 is used to compare the pre-control pressure of the brake cylinder from the first port 2041 with the brake cylinder equalizing pipe pressure from the second port 2042, and output the higher pressure (i.e., the second pressure)among the pre-control pressure of the brake cylinder and the brake cylinder equalizing pipe pressure to the first port 2061 of the second relay valve 206.
The second relay valve 206 is used to amplify the second pressure with low-flow to the brake cylinder pressure with high-flow, and transmit the brake cylinder pressure to the brake cylinder pipe 212 through the third port 2063 so as to realize brake.
The fifth magnet valve 207 is a distribution valve switching magnet valve and is used for switching and selecting a source of the pre-control pressure of the brake cylinder. Specifically, when the fifth magnet valve 207 is energized, the first port 2071 is connected with the third port 2073, and the pre-control pressure of the brake cylinder is the pre-control pressure from rear ends of the third magnet valve 201 and the fourth magnet valve 202; and when the fifth magnet valve 207 is de-energized, the second port 2072 is connected with the third port 2073, the pre-control pressure of the brake cylinder is from the mechanical distribution valve 208 which is externally connected. When the locomotive braking control system is in the lead cut in mode and the pre-control pressure of the brake cylinder generated by the third magnet valve 201 and/or the fourth magnet valve 202 is not abnormal, the fifth magnet valve 207 is in the energized state.
The sixth magnet valve 209 is a bail-off/dynamic brake interlock magnet valve and can be used for emptying the pre-control pressure of the brake cylinder at the rear end of the sixth magnet valve 209 when the locomotive braking control system is independently relieved or dynamic brake interlocked. When the locomotive braking control system is in the lead cut in mode and in a normal working state, the sixth magnet valve 209 is de-energized, and the first port 2091 is connected with the second port 2092, so that the brake cylinder pre-control pressure output pipeline is in the connected state.
In addition, when an actual pressure difference of the first port 2041 and the second port 2042 of the second two-wavy valve 204 is not greater than the tolerable pressure difference of the second two-wavy valve 204 itself, air connection between the first port 2041 and the second port 2042 can occur. Therefore, when the pre-control pressure of the brake cylinder at the first port 2041 of the second shuttle valve is close to the brake cylinder equalizing pipe pressure at the second port 2042, air connection between the two ports occurs; if the pressure P1 at the third port 1063 of the first relay valve is higher than the pressure P2 at the first port 1061, the pressure at the first port 2041 of the second shuttle valve=the pressure at the second port 1042 of the first shuttle valve=the pressure of the third port 1043 of the first shuttle valve=the pressure at the first port 1061 of the first relay valve=P1>P2, and therefore, the pressure at the first port 1061 of the first relay valve becomes higher and higher.
For example, if under a general condition the pressure at the third port 1063 of the first relay valve is always 5 kPa (smaller than or equal to the tolerable pressure difference of the shuttle valve) greater than the pressure at the first port 1061, taking the pressure at the first port 1061 of the first relay valve is 90 kpa as an example, the pressure at the third port 1063 of the first relay valve is 95 kPa, and the pressure at the second port 2042 of the second shuttle valve is 95 kPa; and since the pre-control pressure of the brake cylinder at the first port 2041 of the second shuttle valve is close to the brake cylinder equalizing pipe pressure at the second port 2042, air connection between the first port 2041 and the second port 2042 is caused, then the pressure at the first port 2041 of the second shuttle valve is 95 kPa, the pressure at the second port 1042 of the first shuttle valve is 95 kPa, and the pressure at the third port 1043 of the first shuttle valve is 95 kPa, that is, the pressure at the first port 1061 of the first relay valve is 95 kPa;compared with the original 90 kPa, it is increased by 5 kPa. By such circulation, the brake cylinder equalizing pipe pressure will finally increase to the pressure of the main reservoir, thereby affecting the operation of the locomotive.
Therefore, in present technical solution, the pressure at the output port (i.e., the third port 1063) of the first relay valve is preferably not greater than the pressure at the first port 1061 all the time, so that the normal operation of the locomotive is prevented from being affected.
(4) Redundancy Description:
Due to the above-mentioned arrangement, redundancy switching between the brake cylinder equalizing pipe control system and the brake cylinder control system can be performed. Specifically, the first control unit and the second control unit are capable of simultaneously outputting corresponding pressures in response to the operation of the driver operating the automatic brake handle and the independent brake handle, and the target values of both are consistent.
The first shuttle valve 104 outputs a higher pressure among the pre-control pressure of the brake cylinder equalizing pipe and the pre-control pressure of the brake cylinder to the first port 1061 of the first relay valve 106, and outputs the brake cylinder equalizing pipe pressure after the pressure of the first port 1061 is subjected to flow amplification through the output port (i.e., the third port 1063) of the first relay valve.
The second shuttle valve 204 outputs a higher pressure among the pre-control pressure of the brake cylinder and the brake cylinder equalizing pipe pressure to the first port 2061 of the second relay valve 206, and outputs the brake cylinder pressure after the pressure of the first port 2061 is subjected to flow amplification through an output port (i.e., the third port 2063) of the second relay valve.
The first port and the second port are open when the pre-control air-discharging magnet valve 102, 202 is de-energized, and the first port and the second port are closed when the pre-control air-charging magnet valve 101, 201 side-energized, therefore, the pre-control pressure of the brake cylinder equalizing pipe and the pre-control pressure of the brake cylinder can be gradually reduced to zero when both being de-energized;
when the pre-control pressure of the brake cylinder equalizing pipe is invalid, the first magnet valve 101 and the second magnet valve 102 are de-energized, the pre-control pressure of the brake cylinder equalizing pipe is gradually reduced to zero, and the first shuttle valve 104 outputs the pre-control pressure of the brake cylinder with higher output to the first relay valve 106, and then outputs the brake cylinder equalizing pipe pressure; and
when the pre-control pressure of the brake cylinder is invalid, the third magnet valve 201 and the fourth magnet valve 202 are de-energized, the pre-control pressure of the brake cylinder is gradually reduced to zero, and the second shuttle valve 204 outputs the brake cylinder equalizing pipe pressure with higher output to the second relay valve 206, and then outputs the brake cylinder pressure.
In summary, the mutually redundancy of the brake cylinder control system and the brake cylinder equalizing pipe control system can be realized in the present application.
| Number | Date | Country | Kind |
|---|---|---|---|
| 201910156513.4 | Mar 2019 | CN | national |
This application is a continuation-in-part application of, and claims the priority benefit of, U.S. application Ser. No. 17/328,995 filed on May 24, 2021, which is a continuation application of PCT/CN2019/092874 filed on Jun. 26, 2019, which in turn claims the priority benefit of Chinese application No. 201910156513.4 filed on Mar. 1, 2019. The entirety of the above-mentioned patent applications is hereby incorporated by reference herein and made a part of this specification.
| Number | Date | Country | |
|---|---|---|---|
| Parent | PCT/CN2019/092874 | Jun 2019 | US |
| Child | 17328995 | US |
| Number | Date | Country | |
|---|---|---|---|
| Parent | 17328995 | May 2021 | US |
| Child | 17553622 | US |
