CN111959466A - Rail vehicle electromechanical braking system - Google Patents
Rail vehicle electromechanical braking system Download PDFInfo
- Publication number
- CN111959466A CN111959466A CN202010843018.3A CN202010843018A CN111959466A CN 111959466 A CN111959466 A CN 111959466A CN 202010843018 A CN202010843018 A CN 202010843018A CN 111959466 A CN111959466 A CN 111959466A
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- braking force
- electromechanical
- braking
- brake
- control unit
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/1701—Braking or traction control means specially adapted for particular types of vehicles
- B60T8/1705—Braking or traction control means specially adapted for particular types of vehicles for rail vehicles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
- B61H11/00—Applications or arrangements of braking or retarding apparatus not otherwise provided for; Combinations of apparatus of different kinds or types
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
- B61H13/00—Actuating rail vehicle brakes
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Regulating Braking Force (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The invention relates to an electromechanical braking system of a railway vehicle, which replaces an air braking system by the electromechanical braking system, cancels valve related parts and an air supply system in a braking control device, simplifies the structure of the braking control system, reduces fault points and the fault rate and lightens the weight of parts of the braking system; the response time of the friction braking force is shortened, and the braking performance is improved; the axial control and wheel control of the friction braking force under normal braking, the mixed control of electromechanical braking and electric braking, and the closed-loop control of the pushing force/clamping force of the friction braking are realized, the high-precision braking force control, the real-time abrasion detection of a brake shoe or a brake pad, the equal abrasion control of a basic braking friction part and the like are realized, and the maintenance of a vehicle is facilitated; and the wheel rail adhesion coefficient can be adaptively adjusted according to the actual wheel rail adhesion condition of the vehicle.
Description
Technical Field
The invention relates to the technical field of vehicle braking, in particular to an electromechanical braking system of a railway vehicle.
Background
At present, most of vehicle brake systems adopt a control mode of air-electric composite braking, namely, electric braking is preferentially used, and if the electric braking force is insufficient, air braking force is used for supplementing. The air brake mainly comprises a brake control system, a basic brake system and an air supply system, wherein the core device of the brake control system is a brake control device, and the brake control device integrates an electronic brake control unit, an electric air-to-air conversion valve (converting an electric signal into an air signal), a relay valve (a flow amplifying valve), an empty and heavy vehicle regulating valve (for emergency braking) and the like. The air supply system consists of an air compressor, a dryer, an air cylinder, a total air pipe penetrating through the whole vehicle, a cock and the like, and provides compressed air for the braking system. The basic brake system consists of a brake cylinder and a brake shoe or a brake disc and the like, and receives pressure air to implement corresponding braking force.
The current electro-pneumatic brake system can be divided into a vehicle control mode and a frame control mode, and only performs axle control on air brake force when the axle is detected to slide.
The electric brake and the air brake are subject to the adhesion coefficient between the wheel rails of the vehicle, when the brake force exceeds the adhesion force between the wheel rails, the wheels slide on the rails, and when the sliding is serious, the wheels are locked to cause the wheel surface to be scratched, so that the braking distance is ensured and the sliding is avoided as much as possible during the vehicle braking.
The existing brake control system is relatively complex in composition and structure and more in components, increases failure points and failure probability and is not beneficial to system integration.
Based on the structure and the characteristics of the air brake system, the air brake response time is relatively long, and the control precision of the braking force is relatively low.
Disclosure of Invention
The technical problem to be solved by the present invention is to overcome the above disadvantages of the prior art and to provide an electromechanical brake system for a rail vehicle.
In order to solve the above technical problem, the present invention provides an electromechanical brake system including:
the signal transmission unit is used for transmitting braking instruction signals to the communication and main control module of the braking control unit through a data bus or a hard line, and the communication and main control modules of all vehicles carry out signal interaction through the signal transmission unit;
the traction control unit is arranged on the bullet train and used for adjusting the electric braking force according to the electric braking force instruction information received from the data bus or the hard wire, or adjusting the electric braking force according to the received braking instruction signal, the vehicle load signal and the speed condition of the vehicle axle;
the brake control unit is arranged on each vehicle and comprises at least one communication and main control module communicated with the traction control unit and the signal transmission unit and an electromechanical driving unit module controlled by the communication and main control module, wherein the communication and main control module controls the electromechanical brake unit to apply electromechanical brake force through the electromechanical driving unit module, and realizes closed-loop control of the electromechanical brake force according to the brake force fed back by the electromechanical brake unit, so that the accurate control of the friction brake force is realized; the brake control unit calculates electromechanical braking force and judges sliding through the received brake command signal, the vehicle load signal and the shaft speed signal collected from the speed sensor; or receiving the relevant electromechanical braking signal through the signal transmission unit;
the electromechanical braking unit is arranged on each wheel tread or each wheel disc or each axle disc, is controlled by the braking control unit to apply braking force to the wheel treads or the wheel discs or the axle discs, and feeds back the actually output braking force to the braking control unit;
and the speed sensor is used for acquiring a shaft speed signal of the axle and feeding the shaft speed signal back to the brake control unit.
In addition, the invention also provides a corresponding braking force control method aiming at three electromechanical braking force and electric braking force management modes.
The invention provides an electromechanical braking system of a railway vehicle, which replaces an air braking system with the electromechanical braking system. Electromechanical braking system relative to the original air braking system: related parts such as valves in the brake control device and an air supply system are eliminated, the structure of the brake control system is simplified, fault points are reduced, the fault rate is reduced, and the weight of parts of the brake system is reduced; the response time of the friction braking force is shortened, and the braking performance is improved; the axial control and wheel control of the friction braking force under normal braking, the mixed control of electromechanical braking and electric braking, and the closed-loop control of the pushing force/clamping force of the friction braking are realized, the high-precision braking force control, the real-time abrasion detection of a brake shoe or a brake pad, the equal abrasion control of a basic braking friction part and the like are realized, and the maintenance of a vehicle is facilitated; and the wheel rail adhesion coefficient can be adaptively adjusted according to the actual wheel rail adhesion condition of the vehicle.
Drawings
FIG. 1 is a system block diagram of an electromechanical braking system of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention.
As shown in fig. 1, the electromechanical brake system of the present embodiment includes: the brake control unit B comprises a communication and main control module 1 and an electromechanical driving unit 2, and the basic brake unit C comprises an electromechanical brake unit 3 and a speed sensor 4.
The signal transmission unit D transmits a braking instruction signal to the communication and main control module 1 of the braking control unit B through a data bus or a hard line, and the communication and main control modules 1 of each vehicle carry out signal interaction through the signal transmission unit D. The electromechanical drive unit 2 outputs a current or voltage or a PWM signal to control the electromechanical drive unit 3.
The traction control unit A is arranged on a motor car, and adjusts the electric braking force according to electric braking force command information received from a data bus or a hard wire, or adjusts the electric braking force according to received braking command signals, vehicle load signals and the speed condition of the vehicle axle.
Each vehicle of the brake control unit B is provided with at least one brake control unit B, and the brake control unit B comprises a communication and main control module 1 communicated with the traction control unit A and the signal transmission unit D and an electromechanical driving unit module 1 controlled by the communication and main control module 1, wherein the communication and main control module 1 controls the electromechanical brake unit 3 to apply electromechanical brake force through the electromechanical driving unit module 2, and realizes closed-loop control of the electromechanical brake force according to the brake force fed back by the electromechanical brake unit 3, so that the accurate control of the friction brake force is realized; the brake control unit B calculates electromechanical braking force and judges sliding through the received brake command signal, the vehicle load signal and the shaft speed signal collected from the speed sensor 4; or receives electromechanical brake related signals through the signal transmission unit D. The brake control unit B realizes real-time abrasion detection, fault diagnosis or early warning through detecting the clearance between the electromechanical brake unit 3 and the brake shoe or brake pad. The brake control unit B adaptively adjusts the wheel-rail adhesion coefficient according to the actual wheel-rail adhesion condition of the vehicle, and realizes the equal abrasion control of the basic brake friction parts of each vehicle according to the dynamic wheel-rail adhesion condition.
The electromechanical braking unit 3 is arranged on each wheel tread or each wheel disc or each axle disc, is controlled by the electromechanical driving unit module 2 to apply braking force to the wheel treads or the wheel discs or the axle discs, and feeds back the actually output braking force to the braking control unit B.
The speed sensor 4 is used for collecting the axle speed signal of the axle and feeding the axle speed signal back to the brake control unit B.
In order to ensure that the brake control unit is operable when the train is de-energized, the electromechanical brake system is also provided with a backup power supply E for powering the brake control unit B.
The braking force control method based on the electromechanical braking system comprises the following steps: one brake control unit B is selected as a brake force management unit, and the brake force management unit calculates the required brake force of the vehicle in the brake force management unit according to the received brake command signal, the vehicle load signal and the speed signal acquired from the speed sensor 4 or acquired by the signal transmission unit D, wherein the calculation is divided into the following two cases:
(1) and when the calculated required braking force is less than or equal to the sum of the electric braking forces of all available traction control units A in the braking force management unit, preferentially using the electric braking force:
when all traction control units A in the braking force management unit are normal, required braking force is equally distributed to all traction control units A, and the electric braking force of a single vehicle is limited not to exceed the adhesion limit value of the wheel track of the vehicle; when the traction control unit A is abnormal, the required braking force is uniformly applied to the normal traction control unit A, and the electric braking force of the single vehicle is limited not to exceed the adhesion limit value of the wheel track of the single vehicle;
each traction control unit A feeds back the actually applied electric braking force to the braking force management unit;
if the sum of the fed back electric braking force is larger than or equal to the braking force required by the braking force management unit, the electric mechanical braking force is not supplemented, otherwise, the braking force management unit distributes the electric mechanical braking force to each braking control unit B to supplement the required braking force averagely, and the single-vehicle or single-axle braking force is limited not to exceed the wheel-rail adhesion limit value; when the braking force of the bicycle or the single shaft exceeds the wheel rail adhesion limit value, the electromechanical braking force of other vehicles which do not exceed the wheel rail adhesion limit value is complemented;
(2) when the calculated required braking force is larger than the sum of the electric braking forces of all available traction control units A in the braking force management unit, the electric braking force is preferentially used, the part with insufficient electric braking force is compensated by the brake control unit B of each vehicle in the braking force management unit by distributing the electric mechanical braking force on average, and the single vehicle or single shaft braking force is limited not to exceed the wheel rail adhesion limit value:
the braking force management unit applies for the maximum electric braking force to all traction control units A in the unit and limits the electric braking force of the single vehicle not to exceed the adhesion limit value of the wheel rail of the vehicle;
each traction control unit A feeds back the actually applied electric braking force to the braking force management unit;
if the sum of the fed back electric braking force is larger than or equal to the braking force required by the braking force management unit, the electric mechanical braking force is not supplemented, otherwise, the braking force management unit distributes the electric mechanical braking force to each braking control unit B to supplement the required braking force averagely, and the single-vehicle or single-axle braking force is limited not to exceed the wheel-rail adhesion limit value; when the braking force of the bicycle exceeds the wheel rail adhesion limit value, the electromechanical braking force of other vehicles which do not exceed the wheel rail adhesion limit value is complemented.
The electromechanical brake system has three electromechanical brake force and electric brake force management modes, and correspondingly has three brake force management methods.
Firstly, the brake control unit B manages the electromechanical brake force and the electric brake force in a unified way.
The braking force control method comprises the following steps: the braking control unit B applies electric braking force or electromechanical braking force according to the set initial wheel rail adhesion limit value, when the vehicle is detected to slide, the wheel rail adhesion coefficient of the sliding shaft at the sliding moment is calculated and is used as the wheel rail adhesion limit value controlled by the braking force of the shaft, and after the sliding is recovered or the braking is relieved, the wheel rail adhesion limit value of the shaft is recovered to the initial wheel rail adhesion limit value.
And secondly, the brake control unit B and the traction control unit A respectively manage the electromechanical braking force and the electric braking force.
The braking force control method comprises the following steps: selecting one brake control unit B of the N vehicles as a brake force management unit, managing electric brake force by a traction control unit A, and managing electric mechanical brake force by a brake force management unit;
the traction control unit A calculates and applies the electric braking force of the vehicle according to the braking instruction signal, the vehicle load signal and the speed information and feeds the actually applied electric braking force back to the braking force management unit or the braking control unit B unit of each vehicle;
the braking force management unit calculates the electromechanical braking force required by each vehicle braking control unit B according to the braking instruction signal, the vehicle load signal, the shaft speed signal collected from the speed sensor 4 and the electric braking force fed back by the traction control unit A: if the sum of the fed back electric braking force is larger than or equal to the braking force required by the braking force management unit, the electric mechanical braking force is not supplemented, otherwise, the braking force management unit distributes the electric mechanical braking force to each vehicle braking control unit B to supplement the required braking force averagely, and the single vehicle or single shaft braking force is limited not to exceed the wheel rail adhesion limit value; when the braking force of the bicycle or the single axle exceeds the wheel rail adhesion limit value, the electromechanical braking force of other vehicles which do not exceed the wheel rail adhesion limit value is complemented.
Thirdly, calculating the electric braking force and the electromechanical braking force by the signal transmission unit D, respectively sending the electric braking force and the electromechanical braking force to the traction control unit A and the brake control unit B, implementing the electric braking force by the traction control unit A, and limiting the electric braking force not to exceed the wheel rail adhesion limit value; the brake control unit B controls the electromechanical brake unit 3 to execute electromechanical brake force through the electromechanical drive unit 2, and limits the single-shaft electromechanical brake force not to exceed the single-shaft wheel rail adhesion limit value.
The braking force control method comprises the following steps: selecting one signal transmission unit D of the N vehicles as a braking force management unit to manage electric braking force and electromechanical braking force;
the braking force management unit calculates the braking force required by the vehicle in the braking force management unit according to each vehicle-mounted charge signal, the braking instruction and the axle speed signal, preferentially utilizes the electric braking force according to each wheel rail adhesion limit value, and respectively sends the required electric braking force and the required electromechanical braking force to the traction control unit A and the braking control unit B;
the traction control unit A applies electric braking force according to the electric braking force value of the net braking force management unit and feeds back the actually applied electric braking force to the braking force management unit;
the brake control unit B controls the electromechanical brake unit 3 to apply electromechanical braking force through the electromechanical drive unit 2 according to the electromechanical braking force value sent by the braking force management unit, and feeds back the actually applied electromechanical braking force to the braking force management unit.
In addition to the above embodiments, the present invention may have other embodiments. All technical solutions formed by adopting equivalent substitutions or equivalent transformations fall within the protection scope of the claims of the present invention.
Claims (8)
1. A rail vehicle electromechanical brake system comprising:
the signal transmission unit (D) is used for transmitting a braking instruction signal to the communication and main control module (1) of the braking control unit (B) through a data bus or a hard line, and the communication and main control modules (1) of all vehicles carry out signal interaction through the signal transmission unit (D);
the traction control unit (A) is arranged on the bullet train and used for adjusting the electric braking force according to the electric braking force command information received from a data bus or a hard wire, or adjusting the electric braking force according to the received braking command signal, the vehicle load signal and the speed condition of the vehicle axle;
the brake control unit (B) is arranged on at least one vehicle and comprises a communication and main control module (1) communicated with the traction control unit (A) and the signal transmission unit (D) and an electromechanical driving unit module (2) controlled by the communication and main control module (1), the communication and main control module (1) controls the electromechanical braking unit (3) to apply electromechanical braking force through the electromechanical driving unit module (2), and closed-loop control of the electromechanical braking force is realized according to the braking force fed back by the electromechanical braking unit (3), so that accurate control of the friction braking force is realized; the brake control unit (B) calculates electromechanical braking force and judges sliding through the received brake command signal, the vehicle load signal and the shaft speed signal collected from the speed sensor (4); or receiving electromechanical brake related signals through a signal transmission unit (D);
the electromechanical brake unit (3) is arranged on each wheel tread or each wheel disc or each axle disc, is controlled by the electric brake control unit (B) to apply braking force to the wheel tread or the wheel disc or the axle disc, and feeds back the actually output braking force to the brake control unit (B);
and the speed sensor (4) is used for acquiring a shaft speed signal of the axle and feeding the shaft speed signal back to the brake control unit (B).
2. The rail vehicle electromechanical brake system of claim 1, wherein: the brake control unit (B) realizes real-time abrasion detection, fault diagnosis or early warning through detecting the clearance between the electromechanical brake unit (3) and the brake shoe or the brake pad.
3. The rail vehicle electromechanical brake system of claim 1, wherein: the brake control unit (B) adaptively adjusts the wheel-rail adhesion coefficient according to the actual wheel-rail adhesion condition of the vehicle, and realizes the equal abrasion control of the basic brake friction parts of each vehicle according to the dynamic wheel-rail adhesion condition.
4. The rail vehicle electromechanical brake system of claim 1, wherein: and the emergency power supply (E) is used for supplying power to the brake control unit (B).
5. The rail vehicle electromechanical brake system of claim 1, wherein: the brake control unit (B) manages the electromechanical braking force and the electric braking force in a unified manner.
6. The rail vehicle electromechanical brake system of claim 1, wherein: the brake control unit (B) and the traction control unit (A) respectively manage the electromechanical braking force and the electric braking force;
selecting one brake control unit (B) of the N vehicles as a brake force management unit, managing electric brake force by a traction control unit (A), and managing electric mechanical brake force by the brake force management unit;
the traction control unit (A) calculates and applies the electric braking force of the vehicle according to the braking instruction signal, the vehicle load signal and the speed information and feeds back the actually applied electric braking force to the braking force management unit or the braking control unit (B) unit of each vehicle;
the braking force management unit calculates the electromechanical braking force required by each vehicle braking control unit (B) according to the braking instruction signal, the vehicle load signal, the shaft speed signal collected from the speed sensor (4) and the electric braking force fed back by the traction control unit (A): if the sum of the fed back electric braking force is larger than or equal to the braking force required by the braking force management unit, the electric mechanical braking force is not supplemented, otherwise, the braking force management unit equally distributes the electric mechanical braking force to each vehicle braking control unit (B) to supplement the required braking force, and the braking force of a single vehicle or a single shaft is limited not to exceed the wheel rail adhesion limit value; when the braking force of the bicycle or the single axle exceeds the wheel rail adhesion limit value, the electromechanical braking force of other vehicles which do not exceed the wheel rail adhesion limit value is complemented.
7. The rail vehicle electromechanical brake system of claim 1, wherein: the signal transmission unit (D) calculates the electric braking force and the electromechanical braking force, the electric braking force and the electromechanical braking force are respectively sent to the traction control unit (A) and the brake control unit (B), the traction control unit (A) implements the electric braking force, and the electric braking force is limited not to exceed the wheel rail adhesion limit value; the brake control unit (B) controls the electromechanical brake unit (3) to execute electromechanical braking force through the electromechanical drive unit (2) and limits the uniaxial electromechanical braking force not to exceed the uniaxial wheel rail adhesion limit value,
selecting one signal transmission unit (D) of the N vehicles as a braking force management unit to manage electric braking force and electromechanical braking force;
the braking force management unit calculates the braking force required by the vehicle in the braking force management unit according to each vehicle-mounted charge signal, the braking instruction and the axle speed signal, preferentially utilizes the electric braking force according to each wheel rail adhesion limit value, and respectively sends the electric braking force and the electromechanical braking force required to be applied to the traction control unit (A) and the braking control unit (B);
the traction control unit (A) applies electric braking force according to the electric braking force value of the braking force management unit and feeds back the actually applied electric braking force to the braking force management unit;
the braking control unit (B) controls the electromechanical braking unit (3) to apply electromechanical braking force through the electromechanical driving unit (2) according to the electromechanical braking force value sent by the braking force management unit, and feeds back the actually applied electromechanical braking force to the braking force management unit.
8. The rail vehicle electromechanical brake system according to any one of claims 1 to 7, characterized in that: and carrying out electric braking force control or/and electromechanical braking force control according to the set initial wheel rail adhesion limit value, when the vehicle is detected to slide, calculating the wheel rail adhesion coefficient of the sliding shaft at the sliding moment, gradually correcting the wheel rail adhesion limit value of the sliding shaft braking force control according to the sliding state, and after the sliding is recovered or the braking is relieved, recovering the wheel rail adhesion limit value of the sliding shaft to the initial wheel rail adhesion limit value.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010843018.3A CN111959466B (en) | 2020-08-20 | 2020-08-20 | Electromechanical braking system of railway vehicle |
| PCT/CN2021/104929 WO2022037298A1 (en) | 2020-08-20 | 2021-07-07 | Rail vehicle electromechanical braking system and rail vehicle electromechanical braking force control method |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010843018.3A CN111959466B (en) | 2020-08-20 | 2020-08-20 | Electromechanical braking system of railway vehicle |
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| Publication Number | Publication Date |
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| CN111959466A true CN111959466A (en) | 2020-11-20 |
| CN111959466B CN111959466B (en) | 2023-09-19 |
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| CN202010843018.3A Active CN111959466B (en) | 2020-08-20 | 2020-08-20 | Electromechanical braking system of railway vehicle |
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Cited By (5)
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| CN112829734A (en) * | 2021-02-03 | 2021-05-25 | 北京天佑新辔高新技术有限公司 | Electromechanical braking system |
| CN113119938A (en) * | 2021-05-07 | 2021-07-16 | 交控科技股份有限公司 | Electromechanical brake control system |
| CN113895476A (en) * | 2021-09-29 | 2022-01-07 | 中车南京浦镇车辆有限公司 | Parking brake control method for electromechanical brake system of urban rail vehicle |
| CN113997922A (en) * | 2021-11-30 | 2022-02-01 | 中国铁道科学研究院集团有限公司 | Management and control method and device for rail vehicle frame control system |
| WO2022037298A1 (en) * | 2020-08-20 | 2022-02-24 | 南京中车浦镇海泰制动设备有限公司 | Rail vehicle electromechanical braking system and rail vehicle electromechanical braking force control method |
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| CN113895476A (en) * | 2021-09-29 | 2022-01-07 | 中车南京浦镇车辆有限公司 | Parking brake control method for electromechanical brake system of urban rail vehicle |
| CN113997922A (en) * | 2021-11-30 | 2022-02-01 | 中国铁道科学研究院集团有限公司 | Management and control method and device for rail vehicle frame control system |
| CN113997922B (en) * | 2021-11-30 | 2023-09-01 | 中国铁道科学研究院集团有限公司 | Control method and device for rail vehicle frame control and braking system |
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