Patent Description:
The existing UIC standard is applicable to the national railway wagon brake system. At present, the traditional pure air control is still used in most of the brake systems. Vehicle pneumatic brake is one of the brake modes of railway locomotives and vehicles, which is to use compressed air as the braking motive power to control the train braking by changing the pressure of compressed air.

There is not yet a mature and complete self-diagnosis system for the pneumatic brake part of the vehicle. Developing a set of electric-pneumatic brake system of being high in braking synchronism, good in deceleration consistency and capable of achieving real-time self-monitoring can effectively improve the safety and service efficiency of railway wagons.

To this end, in order to solve the above problems existing in the prior art, the purpose of the present invention is to provide a railway wagon brake control system and a control method to achieve the purposes of being high in braking synchronism, good in deceleration consistency and capable of achieving real-time self-monitoring, consequently to effectively improve the safety and service efficiency of railway wagons.

The technical solution adopted by the present invention is: a railway wagon brake control system, comprising a train pipe and a plurality of disc brakes which are used for braking the wheels of a railway wagon, and also comprising an ECP control host and a distribution valve communicated with the train pipe; the distribution valve is communicated with a plurality of relay valves, each relay valve corresponds to each bogie of the rail wagon, and each disc brake of the same bogie is communicated with the relay valve corresponding to the bogie;.

Furthermore, the system also comprises a speed synchronization control host, wherein the speed synchronization control host is connected to a plurality of speed sensors, and each speed sensor measures the speed of each wheel of the railway wagon.

Furthermore, the speed sensors are installed on the axle ends of each wheel of the railway wagon, and the transmission between the speed sensor and the wheel is realized by means of gear speed measurement.

Furthermore, the disc brake is communicated with the corresponding relay valve through an independent pipeline, and each pipeline is provided with an electromagnetic exhaust valve, which is respectively connected to the speed synchronization control host; the pressure air from the relay valve to each disc brake is further broken down by controlling the exhaust air volume of each electromagnetic exhaust valve.

Furthermore, the train pipe is communicated with a pressure relay, which controls the circuit of each electromagnetic exhaust valve.

Furthermore, the system also comprises an MUD main valve plate, wherein the relay valve and distribution valve are installed on one side of the MUD main valve plate, and the ECP control host, ECP pre-control chamber, control air cylinder, pressure relay and each electromagnetic exhaust valve are installed on the other side, in order to realize integrated design of the whole system.

Furthermore, a block valve is provided between the distribution valve and the train pipe, in order to cut off or connect the distribution valve and the train pipe.

Furthermore, the system also comprises a plurality of pressure sensors connected to the ECP control host, wherein each pressure sensor measures the pressure of the train pipe, the pressure of the control air cylinder, the output pressure of the distribution valve and the output pressure of the relay valve, in order to judge whether the pneumatic brake system of the vehicle is out of order.

Furthermore, the ECP control host is transmitted to an external device through an RS485 communication line, and the speed synchronization control host is installed in the main control cabinet of the railway wagon, in order to transmit and feed back fault information in time.

The present invention also provides a railway wagon brake control method, which is applied in the railway wagon brake control system, and the method comprises:.

Furthermore, the ECP control host continuously measures the pressure of the train pipe, the pressure of the control air cylinder, the output pressure of the distribution valve and the output pressure of the relay valve through the pressure sensor, and judges whether the vehicle is out of order according to the correspondence of each output pressure.

The beneficial effects of the present invention are as follows:.

The reference numerals are as follows:
<NUM>-MUD main valve plate, <NUM>-speed synchronization control host, <NUM>-output pressure measuring point of relay valve, <NUM>-electromagnetic exhaust valve, <NUM>-block valve, <NUM>-distribution valve, <NUM>-ECP control host, <NUM>-vehicle monitor, <NUM>-pressure relay, <NUM>-relay valve, <NUM>-speed sensor, <NUM>-disc brake, <NUM>-weighing valve, <NUM>-ECP pre-control chamber, <NUM>-control air cylinder, <NUM>-auxiliary reservoir, <NUM>-train pipe.

The embodiments of the application are described below and examples of the embodiments are shown in the drawings, in which the same or similar reference symbols always indicate same or similar modules, or modules with same or similar functions. The exemplary embodiment described by the following figures is to explain the invention, but not a limit of the invention, which is limited only by the scope of the appended claims.

ECP pre-control chamber: the air in the ECP pre-control chamber is the pilot air source of the ECP control host and the control air source of the ECP control host. The ECP control host controls the exhaust of the train pipe by controlling the air pressure in the air cylinder. Its working principle has been recorded in detail in the publication number: <CIT>, entitled Vehicle electric-pneumatic brake control device, which will not be repeated here.

Control air cylinder: the air in the control air cylinder is the control air source of the distribution valve.

Distribution valve: its role is to control the air inflation and exhaust of the acting air cylinder according to the pressure change in the train pipe, and realize the braking, pressure maintaining or release of the locomotive through the reversing valve and the application valve.

Train pipe: the air pipe used for braking of cross-country trains is a brake pipe, also called train pipe.

Its role is to achieve the purposes of being high in braking synchronism, good in deceleration consistency, and being capable of effectively improving the safety and service efficiency of railway wagons.

As shown in <FIG>, the present invention provides a railway wagon brake control system, comprising a train pipe <NUM> and a plurality of disc brakes <NUM> which are used for braking the wheels of a railway wagon, and the braking action is performed on each wheel through the action of the disc brake <NUM>, belonging to a conventional technical means on trains, which will not be repeated here.

The system also comprises an ECP control host <NUM> and a distribution valve <NUM> communicated with the train pipe <NUM>; a block valve <NUM> is provided between the distribution valve <NUM> and the train pipe <NUM>, in order to cut off or connect the distribution valve <NUM> and the train pipe <NUM>; the distribution valve <NUM> is communicated with a plurality of relay valves <NUM>, each relay valve <NUM> corresponds to each bogie of the railway wagon, and each disc brake <NUM> of the same bogie is communicated with the relay valve <NUM> corresponding to the bogie. In the present embodiment, take two groups of wheels arranged on the same bogie as an example: the same bogie is provided with a relay valve <NUM>, and the output end of the relay valve <NUM> is connected to two disc brakes <NUM> through a separate pipeline to break down the air pressure at the output end of the relay valve <NUM>; each disc brake <NUM> brakes each group of wheels of the bogie, thereby controlling the action consistency and stability of the disc brakes <NUM>. In practical applications, the use of relay valve <NUM> can ensure good decomposition of pressure air.

The system also comprises a control air cylinder <NUM> and an auxiliary reservoir <NUM> which are communicated with the distribution valve <NUM>; each bogie is provided with at least one weighing valve <NUM>, and each weighing valve <NUM> is respectively communicated with the auxiliary reservoir <NUM> and the relay valve <NUM>; the auxiliary reservoir <NUM> provides air source for the operation of each weighing valve <NUM>, and the output of the relay valve <NUM> is adjusted adaptively according to the output data of the weighing valve <NUM>. The weighing valve <NUM> is used for sensing the weight, and the relay valve <NUM> adjusts its output according to the output data of the weighing valve <NUM> to control the output pressure.

The system further comprises an ECP pre-control chamber <NUM>. The ECP pre-control chamber <NUM> is communicated with the train pipe <NUM>, and the ECP control host <NUM> controls the air pressure change in the ECP pre-control chamber <NUM> so as to enable pressure air in the train pipe <NUM> to be exhausted. The ECP pre-control chamber <NUM>, the train pipe <NUM> and the ECP control host <NUM> are communicated through a pipeline. In the present embodiment, the ECP control host <NUM> comprises the on-off solenoid valve disclosed in the prior art (<CIT>). This patented technology has disclosed that "the air pressure change in the pre-control chamber acts on the pressure control of the train pipe through the relay valve ("relay valve" in <CIT>, which is different from the "relay valve" in the present embodiment). Since the space under the diaphragm plate of the relay valve is communicated with the train pipe, the space under the diaphragm plate of the relay valve is the same as the pressure of the train pipe. When the pressure gas in the pre-control chamber is exhausted, the space pressure on the upper side of the diaphragm plate of the relay valve is less than the space pressure on the lower side of the diaphragm plate, and the diaphragm plate moves upward and drives the exhaust valve port to open, so that the pressure gas in the train pipe is exhausted to realize the subsequent braking function". The system also comprises an ECP controller, which can form a network in the local area network and receive remote control. Each ECP controller in the local area network can realize synchronous control of the electrical control signal of the on-off solenoid valve. In the present embodiment, the working principle of the ECP control host <NUM> controlling the air pressure change in the ECP pre-control chamber <NUM> so as to enable pressure air in the train pipe to be exhausted will not be further described. When the pressure air in the train pipe <NUM> is exhausted, the air pressure in the train pipe <NUM> will drop, and then it will be induced by the distribution valve <NUM> to perform subsequent braking action.

To further promote the braking consistency and deceleration control of each wheel, the system also comprises a speed synchronization control host <NUM>, and the speed synchronization control host <NUM> is installed in the main control cabinet of the railway wagon. The speed synchronization control host <NUM> is connected to a plurality of speed sensors <NUM>, and each speed sensor <NUM> measures the speed of each wheel of the railway wagon. In practical application, each speed sensor <NUM> is installed on the axle end of each wheel of the railway wagon, and each speed sensor <NUM> measures the speed of each wheel by means of gear speed measurement. When the railway wagon is running, each speed sensor <NUM> can transmit the speed data of each wheel to the speed synchronization control host <NUM> which analyzes and processes the speed data, and then output the corresponding control command.

Each disc brake <NUM> is communicated with the corresponding relay valve <NUM> through an independent pipeline to ensure that the air output by the relay valve <NUM> can be further broken down, in order to meet the air pressure requirements of different disc brakes <NUM>, and each pipeline is provided with an electromagnetic exhaust valve <NUM>. In the present embodiment, there are four electromagnetic exhaust valves <NUM> in total, and every two electromagnetic exhaust valves <NUM> correspond to one relay valve <NUM>. Each electromagnetic exhaust valve <NUM> is respectively connected to the speed synchronization control host <NUM>, and the speed synchronization control host <NUM> transmits the control command to each electromagnetic exhaust valve <NUM>, in order to further control the air pressure of each disc brake <NUM>. In practical application, the speed synchronization control host <NUM> controls the speeds of the four groups of wheels of the vehicle by controlling the air pressure of each disc brake <NUM> during speed regulation, so as to achieve the speed synchronization of the wheels. Preferably, the train pipe <NUM> is communicated with the pressure relay. The circuit of the speed synchronization control host <NUM> is controlled by the pressure relay <NUM>. The pressure relay <NUM> is connected in series to the power circuit of the speed synchronization control host <NUM>. The pressure relay <NUM> makes corresponding actions according to the pressure changes in the train pipe <NUM>. For example, when the pressure of the train pipe <NUM> is higher than the set value, the pressure relay <NUM> will act, in order to turn on the power circuit of the speed synchronization control host <NUM>; the speed synchronization control host <NUM> is in the working state, and the speed synchronization control host <NUM> receives the speed data fed back by each speed sensor <NUM> to control the air volume of each electromagnetic exhaust valve <NUM>.

In order to realize the arrangement of the air path of each component and the integration and summary of each component, as shown in <FIG> and <FIG>, the system also comprises an MUD main valve plate <NUM>, and the MUD main valve plate <NUM> is <NUM>*<NUM>*<NUM> aluminum alloy brazing sheet; the weighing valve <NUM> and distribution valve <NUM> are installed on one side of the MUD main valve plate <NUM>, and the ECP control host <NUM>, ECP pre-control chamber <NUM>, control air cylinder <NUM>, block valve <NUM>, pressure relay <NUM> and each electromagnetic exhaust valve <NUM> are installed on the other side, in order to finally realize integrated plate type structural design of the whole system. The train pipe <NUM>, the control air cylinder <NUM>, the output port of the distribution valve <NUM>, the output port of the relay valve <NUM> and the ECP pre-control air cylinder are connected respectively through the pipeline interface on the MUD main valve plate <NUM>. The specific pipeline layout can be adaptively designed according to the actual situation, and its pipeline connection relationship is as shown in the system framework diagram in <FIG>.

The system also comprises a plurality of pressure sensors connected to the ECP control host <NUM>, wherein each pressure sensor measures the pressure of the train pipe <NUM>, the pressure of the control air cylinder <NUM>, the output pressure of the distribution valve <NUM> and the output pressure of the relay valve <NUM> (i.e., output pressure measuring point of the relay valve in <FIG>). During the operation of railway wagons, the ECP control host <NUM> continuously measures the pressure of the train pipe <NUM>, the pressure of control air cylinder <NUM>, the output pressure of the distribution valve <NUM> and the output pressure of the relay valve <NUM> through the pressure sensor, and judges whether the vehicle is out of order according to the correspondence of each output pressure. However, the pneumatic brake fault monitored by the ECP control host <NUM> is transmitted to an external device through an RS485 communication line, so that the staff can repair in time.

The working principle of the railway wagon brake control system in the present embodiment is as follows:
After the block valve <NUM> is opened and the speed synchronization control host <NUM> and ECP control host <NUM> are powered on, the whole brake system can work normally.

The whole railway wagon is provided with a plurality of ECP control hosts <NUM>, and each ECP control host <NUM> has wireless communication function. All ECP control hosts <NUM> in the train are in the same local area network, and the control commands generated by the ECP control hosts <NUM> and the vehicle fault information monitored by the vehicle monitor <NUM> are wirelessly transmitted in the local area network.

When the train is implementing the brake operation, the ECP control host <NUM> synchronously implements the air exhaust action in the train pipe <NUM> through a wireless network, and the distribution valve <NUM> senses the pressure drop in the train pipe <NUM>, and then further controls the air in the auxiliary reservoir <NUM> to flow to the disc brake <NUM> to complete the output air pressure control;.

The relay valve <NUM> further breaks down and controls the output pressure according to the weight of the vehicle body fed back by the weighing valve <NUM> and outputs it to the disc brake <NUM> through the pipeline;.

The speed sensor <NUM> at the axle end collects the wheel speed, and the speed synchronization control host <NUM> controls the electromagnetic exhaust valve <NUM> according to the wheel speed data to further break down and control the output pressure to the disc brake <NUM>;.

The output air pressure is controlled finally through the ECP control host <NUM> and the distribution valve <NUM> to sense the pressure change of the train pipe <NUM>, and therefore the purposes of being high in braking synchronism, good in deceleration consistency and capable of achieving real-time self-monitoring are achieved.

The present embodiment provides a railway wagon brake control method, which is applied in the railway wagon brake control system, and the control method comprises:.

In the control method of the present embodiment, the ECP control host <NUM> continuously measures the pressure of the train pipe <NUM>, the pressure of the control air cylinder <NUM>, the output pressure of the distribution valve <NUM> and the output pressure of the relay valve <NUM> through the pressure sensor, and judges whether the vehicle is out of order according to the correspondence of each output pressure. The monitored pneumatic brake fault is transmitted to an external device through an RS485 communication line, so that the staff can repair in time.

It should be noted that, in the description of the present application, the terms "first", "second", etc. are only used for description, but cannot be understood to indicate or imply relative importance. In addition, in the description of the present application, "multiple" means at least two, unless otherwise specified, unless otherwise specified.

Any process or method description in the flow diagram or otherwise described herein can be understood to represent a module, segment or part of a code including one or more executable instructions for implementing the steps of a specific logic function or process, and the scope of the preferred implementation method of the present application includes other implementations, which may not be in the order shown or discussed. It should be understood by those skilled in the art of the embodiments of the present application that functions are performed in a substantially simultaneous manner or in a reverse order according to the functions involved.

It should be understood that, all parts of the present application can be realized by hardware, software, firmware or combination thereof. In the above embodiments, multiple steps or methods may be implemented with software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if it is implemented by hardware, as in another embodiment, it can be implemented by any one of the following technologies known in the art or their combination: a discrete logic circuit with a logic gate circuit for realizing a logic function on a data signal, an application-specific integrated circuit with a suitable combined logic gate circuit, a programmable gate array (PGA), field programmable gate array (FPGA), etc..

Those skilled in the art can understand that all or part of the steps carried by the method of implementing the above embodiments can be completed by instructing relevant hardware through a program. The program can be stored in a computer-readable storage medium. When the program is executed, it includes one or a combination of the steps of the method embodiment.

In addition, all functional units in each embodiment of the present application can be integrated in one processing module, or all units can also physically exist independently, or two or over units are integrated in one module. The module can be integrated in the form of hardware, and can also be integrated in the form of software function module. If the module is integrated in the form of software function module and used as an independent product for sale or use, it can also be stored in a computer-readable storage medium.

The storage medium mentioned above can be read only memory, disk or optical disk, etc..

In the Description, the reference terms "one embodiment", "some embodiments", "example", "specific example", or "some examples", etc. are described to refer to that the specific features, structures, materials or characteristics described in combination with the embodiment or example are included in at least one embodiment or example of the present application. In the description, illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Further, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner, in accordance with the appended claims.

Claim 1:
A railway wagon brake control system, comprising a train pipe (<NUM>) and a plurality of disc brakes (<NUM>) which are used for braking the wheels of a railway wagon, the system further comprises an ECP control host (<NUM>) and a distribution valve (<NUM>) communicated with the train pipe (<NUM>); the distribution valve is communicated with a plurality of relay valves, each relay valve corresponds to each bogie of the rail wagon, and each disc brake (<NUM>) of the same bogie is communicated with the relay valve corresponding to the bogie;
the system also comprises a control air cylinder (<NUM>) and an auxiliary reservoir (<NUM>) which are communicated with the distribution valve (<NUM>); each bogie is provided with at least one weighing valve (<NUM>), and each weighing valve (<NUM>) is respectively communicated with the auxiliary reservoir (<NUM>) and the relay valve;
characterized in that
the system further comprises an ECP pre-control chamber (<NUM>), the ECP pre-control chamber is communicated with the train pipe, and the ECP control host (<NUM>) controls the air pressure change in the ECP pre-control chamber (<NUM>) so as to enable pressure air in the train pipe to be exhausted;
the system further comprises a speed synchronization control host (<NUM>), wherein the speed synchronization control host is connected to a plurality of speed sensors (<NUM>), and each speed sensor measures the speed of each wheel of the railway wagon.