CN113844420B - Locomotive brake control system and train brake system - Google Patents
Locomotive brake control system and train brake system Download PDFInfo
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- CN113844420B CN113844420B CN202111291439.0A CN202111291439A CN113844420B CN 113844420 B CN113844420 B CN 113844420B CN 202111291439 A CN202111291439 A CN 202111291439A CN 113844420 B CN113844420 B CN 113844420B
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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
- B60T13/10—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 fluid assistance, drive, or release
- B60T13/66—Electrical control in fluid-pressure brake systems
- B60T13/665—Electrical control in fluid-pressure brake systems the systems being specially adapted for transferring two or more command signals, e.g. railway systems
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- Electric Propulsion And Braking For Vehicles (AREA)
- Braking Systems And Boosters (AREA)
Abstract
The embodiment of the application provides a locomotive brake control system and train braking system, locomotive brake control system includes: the brake control device, the brake display screen and the brake cabinet; the brake display screen is in communication connection with the brake cabinet and is used for receiving train pipe decompression amount input by a driver and sending the train pipe decompression amount to the brake cabinet; the brake cabinet is connected with a train pipe on a train, and the brake cabinet is used for controlling the train pipe to execute corresponding pressure reduction operation according to the received train pipe pressure reduction quantity, so that after the train pipe completes the pressure reduction operation, a locomotive brake cylinder and a vehicle brake cylinder which are connected with the train pipe execute corresponding air charging pressurization operation; this application can make the control of train brake force more accurate under the prerequisite that does not influence conventional train braking and control, and the classification of train brake force is more, is favorable to train control and control, guarantees train operation safety.
Description
Technical Field
The application relates to the field of rail transit equipment, in particular to a locomotive brake control system and a train brake system.
Background
At present, when a rail transit train, including a general speed train, a motor train unit and an urban rail train which are drawn by a locomotive, needs speed regulation or parking braking during train operation, the train is braked or relieved by operating a (brake) controller, and finally the train generates a braking action or releases the braking action.
The magnitude of the braking instruction is determined by the position of a (braking) controller, taking a common-speed train drawn by a locomotive as an example, an automatic air braking system is adopted by a locomotive braking control system and a train braking system, and the magnitude of the braking force is determined by the pressure of a train pipe penetrating through the whole train. When the train pipe normally runs, the pressure air in the train pipe is maintained at a constant pressure (the constant pressure of the train in China is 500kPa or 600kPa, and is described as 600 kPa), and the brake and the locomotive brake system on each vehicle (trailer) are in a release state according to the train pipe pressure. The brake control system of the train is arranged on a locomotive, when braking is needed, a train driver operates a brake controller to enable a train pipe to generate pressure reduction, the pressure reduction amount of the train pipe service brake is from 50kPa to 170kPa (service brake area, no specific grading is available), namely the pressure of the train pipe is reduced from a constant pressure of 600kPa to 550kPa to 430kPa, a brake (system) of each train respectively generates brake action locally according to the pressure reduction change of the train pipe, a brake cylinder of each train generates air pressure, a brake shoe or a brake pad is further pushed to be in contact with a wheel tread or a brake disc to generate friction brake action, the size of the brake cylinder is related to the pressure reduction amount of the train pipe, the brake cylinder pressure is in a nearly linear relation, the larger the brake cylinder pressure is under the service brake condition, the larger the train brake force is also larger, and the pressure reduction amount of the control train pipe determines the size of the train brake force. The pressure reduction control of the train pipe is realized by indirectly controlling the pressure of a small-capacity equalizing reservoir (pre-control) through operating a brake controller (brake handle), the operation modes of the existing domestic and foreign brake controllers are generally two, firstly, the pressure reduction amount of the train pipe is determined by the time for placing the brake handle at a brake position, the pressure reduction time of a common full-brake equalizing reservoir is 6-8 s, and the mode is the DK-1 locomotive electric air brake in China; and the other one is that the brake handle is placed at the pressure reduction position corresponding to the brake area to determine the pressure reduction of the train pipe, and the brake controller of the harmonious locomotive in China is basically in the mode, including CAB, DK-2, JZ-8 type and CCB II type locomotive brake control systems and train brake systems in foreign technologies. At present, harmonious locomotive brake systems in China all adopt computer-based control technology, and the harmonious locomotive brake systems comprise a brake controller (a brake handle), a brake display screen (mainly used for displaying the state information of the locomotive brake system), a brake cabinet and the like, wherein the brake cabinet is used for receiving brake instructions of the brake handle, realizing the pressure reduction control of a balanced air cylinder and a train pipe, and simultaneously realizing the pressure control of a brake cylinder of the locomotive according to the pressure reduction change of the train pipe. The train pipe is controlled to reduce pressure by operating the brake handle, the defect that the train pipe is excessively reduced in pressure or cannot be reduced in position at one time exists, because the brake handle has mechanical resistance, particularly, static resistance needs to be overcome when the brake handle is pushed, the problem that the pressure reducing amount from the brake handle to the train pipe is inaccurate due to overlarge operating force often occurs, meanwhile, the moving position of the brake handle completely depends on visual inspection and experience, the train pipe cannot be operated in position, the problem that the train pipe is insufficient or excessive in pressure reducing easily occurs, for longer marshalling vehicles, the volume of the train pipe is larger, and longer time is needed for the adjustment process of the train braking force.
In a motor train unit (power distribution) and an urban rail train, a brake system generally adopts a straight-through type electro-pneumatic brake technology system, a train pipe penetrating through the whole train is not required to be arranged, and the control of brake motors (systems) of each train on the pressure of a brake cylinder is irrelevant to the pressure of the train pipe. When braking is needed, a train driver operates the brake controller to directly send a train braking instruction to each train, and then the pressure of the brake cylinder is directly controlled through a local brake system of each train, so that the braking effect is realized. The braking orders of the motor train unit and the conventional train are determined by the braking controller to the level positions, if the braking level positions of the motor train unit are generally divided into 7 levels, each level position corresponds to the braking force of the motor train unit in different levels, the level 1 is the minimum braking position, and the setting mode of the braking orders determines that the braking force of the train can be only divided into 7 levels.
In summary, no matter the general speed train, the motor train unit and the urban rail train which are towed by the locomotive, the magnitude and the implementation of the braking force of the train are realized by the operation of a brake controller or a brake handle by a driver, wherein the key is the determination mode of the magnitude of the braking instruction, and no two modes of the time for operating the brake handle or the brake position of the controller or the specific position of the brake area by the driver exist, due to the limitation and the characteristics of the structural design of the brake handle or the brake controller, the two modes can not subdivide the braking instruction, for example, the common brake of the motor train unit is only 7 grades, and the train pipe decompression amount of the general speed train can be controlled in a stepless manner in a nominal manner, but can not be realized in an operation level at all, which is limited by the structure and the operation mode of the brake handle, so that the classification of the braking force of the train can not be further refined, the speed of the train can not be controlled finely or accurately, the operation of the train is not beneficial to the operation of the train, and even the transportation efficiency can be affected.
Therefore, the inventor provides a locomotive brake control system and a train brake system by virtue of experience and practice of related industries for many years, so as to overcome the defects in the prior art.
Disclosure of Invention
To the problem among the prior art, this application provides a locomotive brake control system and train braking system, can make the control of train brake force more accurate under the prerequisite that does not influence conventional train braking and handle, and the classification of train brake force is more, is favorable to train manipulation and control, guarantees train operation safety.
In order to solve the technical problem, the application provides the following technical scheme:
in a first aspect, the present application provides a locomotive brake control system comprising: the brake controller, the brake display screen and the brake cabinet;
the brake display screen is in communication connection with the brake cabinet and is used for receiving train pipe decompression amount input by a driver and sending the train pipe decompression amount to the brake cabinet;
the train pressure reducing device comprises a brake cabinet, a train pipe and a pressure reducing valve, wherein the brake cabinet is connected with the train pipe on a train, and the brake cabinet is used for controlling the train pipe to execute corresponding pressure reducing operation according to received train pipe pressure reducing quantity so that after the train pipe completes the pressure reducing operation, a locomotive brake cylinder and a vehicle brake cylinder which are connected with the train pipe execute corresponding air charging and pressure increasing operation.
Further, when the brake cabinet does not receive the train pipe decompression amount sent by the brake display screen and the brake instruction sent by the brake controller, the brake cabinet maintains the train pipe pressure at a preset constant pressure value.
Further, when the brake cabinet receives the train pipe decompression amount sent by the brake display screen and the brake command sent by the brake controller at the same time, the brake cabinet responds to a signal with a larger decompression amount to control the train pipe to execute corresponding decompression operation.
Furthermore, the brake display screen is also used for monitoring the current pressure value of the train pipe in real time and displaying the current pressure value.
Furthermore, the brake cabinet is in communication connection with the brake controller, and the brake cabinet is further used for controlling the train pipe to execute corresponding pressure reduction operation according to a pressure reduction control signal sent by the brake controller.
In a second aspect, the present application provides a train brake system, comprising a train pipe, a vehicle brake connected to the train pipe, and the locomotive brake control system;
the train pipe is connected with a brake cabinet of the locomotive brake control system and used for receiving a decompression control signal sent by the brake cabinet and executing corresponding decompression operation.
Further, the train pipe is also connected with a locomotive brake cylinder, the vehicle brake is connected with a vehicle brake cylinder, and the locomotive brake cylinder and the vehicle brake cylinder are used for executing corresponding air charging and pressure increasing operations after the train pipe completes the pressure reducing operation.
Further, the locomotive brake cylinder is also connected with a brake cabinet of the locomotive brake control system, and the locomotive brake cylinder is further used for executing corresponding air charging and pressure boosting operations according to a pressure reduction control signal sent by the brake cabinet.
According to the technical scheme, the application provides a locomotive brake control system and train braking system, receive the train pipe decrement of driver's input and will through braking display screen train pipe decrement sends to the brake cabinet to make the brake cabinet carry out corresponding decompression operation according to the train pipe decrement received, can make the control of train braking force more accurate from this under the prerequisite that does not influence conventional train braking and control, the classification of train braking force is more, is favorable to train control and control, guarantees train operation safety.
Drawings
In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings needed to be used in the description of the embodiments or the prior art will be briefly introduced below, and it is obvious that the drawings in the following description are some embodiments of the present application, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.
FIG. 1 is a schematic illustration of a locomotive brake control system and a train brake system according to the present application;
FIG. 2 is a schematic diagram of a brake display screen setting brake commands according to the present application;
FIG. 3 is a schematic view of a brake display screen displaying executed brake commands according to the present application;
FIG. 4 is a schematic view of a brake display screen setting mitigation instructions according to the present application;
FIG. 5 is a schematic view of a brake display screen displaying an executed mitigation command according to the present application.
Detailed Description
In order to make the technical solutions better understood by those skilled in the art, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are only partial embodiments of the present application, but not all embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.
It should be noted that the terms "first," "second," and the like in the description and claims of this application and in the drawings described above are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It should be understood that the data so used may be interchanged under appropriate circumstances such that embodiments of the application described herein may be used. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed, but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.
In the present application, the terms "upper", "lower", "left", "right", "front", "rear", "top", "bottom", "inner", "outer", "middle", "vertical", "horizontal", "lateral", "longitudinal", and the like indicate an orientation or positional relationship based on the orientation or positional relationship shown in the drawings. These terms are used primarily to better describe the present application and its embodiments, and are not used to limit the indicated devices, elements or components to a particular orientation or to be constructed and operated in a particular orientation.
Moreover, some of the above terms may be used to indicate other meanings besides the orientation or positional relationship, for example, the term "on" may also be used to indicate some kind of attachment or connection relationship in some cases. The specific meaning of these terms in this application will be understood by those of ordinary skill in the art as appropriate.
Furthermore, the terms "mounted," "disposed," "provided," "connected," and "coupled" are to be construed broadly. For example, it may be a fixed connection, a removable connection, or a unitary construction; can be a mechanical connection, or an electrical connection; may be directly connected, or indirectly connected through intervening media, or may be in internal communication between two devices, elements or components. The specific meaning of the above terms in the present application can be understood by those of ordinary skill in the art as appropriate.
It should be noted that, in the present application, the embodiments and features of the embodiments may be combined with each other without conflict. The present application will be described in detail below with reference to the embodiments with reference to the attached drawings.
Considering that in the prior art, no matter a general speed train, a motor train unit and an urban rail train which are towed by a locomotive, the magnitude and the implementation of the braking force of the train are realized by a brake controller or a brake handle operated by a driver, wherein the key is the determination mode of the magnitude of the braking instruction, and no two modes are available, namely, the time for the driver to operate the brake handle or the brake controller to place a brake position or the specific position of a brake area, because of the limitation and the characteristics of the structural design of the brake handle or the brake controller, the two modes can not subdivide the braking instruction, for example, the common brake of the motor train unit is only 7 grades, and the train pipe decompression amount of the general speed train can not be realized in an operation level at all although the nominal stepless operation control can be realized, so that the classification of the braking force of the train can not be further refined, the speed of the train can not be finely controlled or accurately controlled, the operation of the train is not beneficial to the train, and even the transportation efficiency can be affected.
In order to enable control of train braking force to be more accurate and more classification of train braking force on the premise of not influencing conventional train braking operation, which is beneficial to train operation and control and ensures train operation safety, the application provides an embodiment of a locomotive braking control system, and referring to fig. 1, in the embodiment, the locomotive braking control system specifically comprises a braking controller 11, a braking display screen 12 and a braking cabinet 13.
The braking display screen 12 is in communication connection with the brake cabinet 13, and the braking display screen 12 is used for receiving the train pipe 2 decompression amount input by a driver and sending the train pipe 2 decompression amount to the brake cabinet 13.
The brake cabinet 13 is connected with a train pipe 2 on a train, and the brake cabinet 13 is used for controlling the train pipe 2 to execute corresponding pressure reduction operation according to the received pressure reduction amount of the train pipe 2, so that after the train pipe 2 completes the pressure reduction operation, the locomotive brake cylinder 3 and the vehicle brake cylinder 5 connected with the train pipe 2 execute corresponding air charging pressurization operation.
It can be understood that, in the prior art, when a driver performs train braking operation, the driver can only operate the brake controller 11 to send a braking command to the brake cabinet 13 in a network communication mode, the brake cabinet 13 controls the decompression action of the train pipe 2 according to the braking command requirement of the brake controller 11, the decompression amount of the train pipe 2 accords with the size convention of the braking command, after the train pipe is decompressed, the vehicle brake 4 and the brake cabinet 13 respectively realize the pressure inflation of the vehicle brake cylinder 5 and the locomotive brake cylinder 3 according to the decompression amount of the train pipe, and the pressure sizes of the vehicle brake cylinder 5 and the locomotive brake cylinder 3 are basically determined by the vehicle brake 4 and the brake cabinet 3 according to the decompression amount of the train pipe 2.
Optionally, on the basis of keeping the original operation of the brake controller 11 to control train braking, a method for controlling train braking through operation of the brake display screen 12 is added, the required train pipe pressure reduction amount is set on the display screen, the control target of subdivision and accurate pressure reduction amount can be met, the brake display screen 12 directly transmits the control target to the brake cabinet 13 through the network, the brake cabinet 13 controls the train pipe 2 to reduce pressure according to the pressure reduction amount instruction transmitted by the display screen, and then the air charging and pressurizing functions of the vehicle brake cylinder 5 and the locomotive brake cylinder 3 are achieved.
Alternatively, the determination of the braking instruction and the sending method by using the braking display screen can be illustrated by using fig. 2, where fig. 2 shows a braking display screen instruction setting and sending interface, where a region 101 shows a train pipe constant pressure, a region 102 shows a braking train pipe pressure target value, a difference value between the region 102 and the region 101 is a train pipe pressure reduction amount, a region 103 shows a numeric keypad mode for inputting the braking instruction (the train pipe pressure reduction target value), and a region 104 also shows an operation key, so as to facilitate the braking instruction input, modification and sending operations, and when the required braking instruction input is completed, an "ok" key is pressed, and the braking instruction is directly sent to the brake cabinet 13.
As can be seen from the above description, according to the locomotive brake control system 1 provided in the embodiment of the present application, the brake display screen 12 receives the train pipe 2 decompression amount input by the driver and sends the train pipe 2 decompression amount to the brake cabinet 13, so that the brake cabinet 13 controls the train pipe 2 to perform a corresponding decompression operation according to the received train pipe 2 decompression amount, thereby enabling control of train braking force to be more accurate, grading of train braking force to be more, facilitating train operation and control, and ensuring train operation safety without affecting conventional train brake operation.
As a preferred embodiment, the brake cabinet 13 maintains the pressure of the train pipe 2 at a preset constant pressure value when the train pipe 2 decompression amount sent by the brake display screen 12 and the brake command sent by the brake controller 11 are not received.
As a preferred embodiment, when receiving the train pipe 2 decompression amount sent by the brake display screen 12 and the brake command sent by the brake controller 11 at the same time, the brake cabinet 13 controls the train pipe 2 to perform a corresponding decompression operation in response to a signal that the decompression amount is large.
Optionally, in order to ensure the accuracy and reliability of the braking instruction, avoid misoperation and ensure the running safety of the train, corresponding design is carried out on the control logic of computer software, the brake cabinet 13 selects between instructions from the brake controller 11 and the brake display screen 12, and when no braking instruction exists, the pressure of the train pipe 2 is maintained at the constant pressure of 600kPa; when a braking command is received from the brake controller 11 or the brake display screen 12, the brake cabinet 13 executes the decompression amount control of the corresponding train pipe 2; when the braking instructions of the braking controller 11 and the braking display screen 12 are received at the same time, the braking pressure reduction amount instruction responded by the brake cabinet is increased, and the pressure reduction amount of the train pipe 2 is controlled to be larger, so that the running safety of the train is ensured.
In a preferred embodiment, the brake display screen 12 is further configured to monitor and display the current pressure value of the train pipe 2 in real time.
As a preferred embodiment, the brake cabinet 13 is further connected to the brake controller 11 in a communication manner, and the brake cabinet 13 is further configured to control the train pipe 2 to perform a corresponding pressure reduction operation according to a pressure reduction control signal sent by the brake controller 11.
In another possible embodiment of the application, the operation of the general-speed train driver on the target precision of the braking instruction can be improved, so that the train has better braking control performance. For example, the resolution of the train braking system command is improved, and the detailed operation of a driver on the train braking command is facilitated. If the accuracy of the decompression amount of the braking instruction of the ordinary-speed train can be distinguished to 1kPa, more train braking force grades exist in a service braking area from 50kPa of initial braking decompression to 170kPa of full braking decompression; for a motor train unit, the resolution of a brake command can be improved at the stage of 1-7 of the service brake, and the 1-stage or several-stage brake command is inserted between integer-stage positions, so that the brake command output by the brake handle is 1, 2, 3, 8230, (8230), 6, 7-stage, and the brake command output by the display screen can be 0.5, 1, 1.5, 2, 2.5, 3, 8230, (8230, 6, 6.5, 7-stage).
The invention facilitates the control of a driver to the train, improves the operation performance of train braking, and even can improve the energy-saving effect by optimizing operation; the subdivided brake grading control can also reduce the longitudinal force of the train, reduce the longitudinal impulse of the train and is beneficial to the stability and the safety of the train operation; the subdivision and the accuracy of the train brake control are also beneficial to improving the precision of the passenger trains, including the station-entering, parking and benchmarking of motor train units and urban rail trains, and improving the passenger service level.
The method provided by the invention is different from the traditional form of determining and sending the braking instruction through the braking control handle, but is not inconsistent with the traditional braking method, can be independently used for a braking system, and can also coexist with the traditional braking handle setting mode of generating the braking instruction, thereby enriching and developing the control method of a train driver for braking control.
In order to enable control of train braking force to be more accurate and the classification of the train braking force to be more, which is beneficial to train operation and control and ensures train operation safety, on the premise of not affecting conventional train braking operation, the present application provides an embodiment of a train braking system 100, and referring to fig. 1, in this embodiment, the train braking system 100 specifically includes a train pipe 2, a vehicle brake 4 connected with the train pipe 2, and the locomotive braking control system 1.
The train pipe 2 is connected with a brake cabinet 13 of the locomotive brake control system 1, and the train pipe 2 is used for receiving a decompression control signal sent by the brake cabinet 13 and executing corresponding decompression operation.
As can be seen from the above description, according to the train braking system 100 provided in the embodiment of the present application, the train pipe 2 pressure reduction amount input by the driver is received through the braking display screen 12, and the train pipe 2 pressure reduction amount is sent to the brake cabinet 13, so that the brake cabinet 13 controls the train pipe 2 to perform the corresponding pressure reduction operation according to the received train pipe 2 pressure reduction amount, thereby enabling the control of the train braking force to be more accurate, enabling the classification of the train braking force to be more, facilitating the train operation and control, and ensuring the train operation safety on the premise of not influencing the conventional train braking operation.
In a preferred embodiment, the train pipe 2 is further connected to a locomotive brake cylinder 3, the vehicle brake 4 is connected to a vehicle brake cylinder 5, and the locomotive brake cylinder 3 and the vehicle brake cylinder 5 are used for performing a corresponding air charging and boosting operation after the train pipe 2 completes the pressure reducing operation.
In a preferred embodiment, the locomotive brake cylinder 3 is further connected to a brake cabinet 13 of the locomotive brake control system 1, and the locomotive brake cylinder 3 is further configured to perform a corresponding charging and boosting operation according to a pressure reduction control signal sent by the brake cabinet 13.
In some possible embodiments of the present application, the command sending and controlling method of the original brake controller 11 to the brake cabinet 13 may also be unchanged, that is, the pressure control of the brake controller 11 to the brake cabinet 13 and to the train pipe 2 through the brake cabinet 13 is maintained, and a brake command setting and sending interface 200 is added to the original brake display screen, as shown in fig. 2. The interface is mainly provided with 101 frames for displaying the constant pressure of the train pipe 2, and the current constant pressure of the train pipe is 600kPa; 102 frames are provided for displaying a train pipe 2 decompression target value and an actual pressure value which a driver wants, if the driver needs to brake the train pipe 2 decompression target to 537kPa (decompression amount 63 kPa) according to the train operation condition, the driver manually inputs and obtains the 537kPa target value by using a numeric keyboard 103 and displays the result on the left side of the frame 102, the right side still has the current train pipe actual pressure 600kPa,104 is an operation execution key, and the keys "increase" and "decrease" are used for adjusting the size of the train pipe 2 decompression target value, when the input train pipe decompression target value is confirmed to be the required 537kPa, a brake command is sent to the brake cabinet 13 from the brake display screen 12 through the network after pressing the key "confirmation", the brake cabinet 13 receives the brake command target values from the brake controller 11 and the brake display screen 12 in real time, wherein the brake controller does not operate at the moment and is still in an operation position, the sent train pipe 2 target value is 600kPa, the train pipe 2 pressure target value sent by the brake display screen is 200 kPa, the brake cabinet system software carries out logical judgment and processing, and controls the train pipe 2 decompression target value from 600kPa to 537kPa to the operation command principle of 200 kPa after execution of the brake command is carried out.
When a driver needs to relieve train braking, a 'relieving' button is pressed in a region 104 of a display interface 200 of a brake display screen 12, or 600 is input through a digital keyboard 103, the target pressure of the train pipe 2 displayed in a frame 102 at the time is 600kPa, as shown in fig. 4, when it is determined that train braking needs to be relieved, an 'affirming' button is pressed again, the target pressure of the train pipe 2 sent by a brake controller 11 at the time is 600kPa, the target pressure of the train pipe 2 sent by the brake display screen 12 is also 600kPa, the train pipe 2 is inflated and pressurized to 600kPa by a brake cabinet 13, a train is completely relieved, the pressures of a locomotive brake cylinder 3 and a vehicle brake cylinder 5 are respectively controlled to be relieved to zero by the brake cabinet 13 and a vehicle brake 4, and finally the right side of a display region 102 in the display interface 200 of fig. 5 is 600kPa.
In the present embodiment, it is necessary to follow the basic control principle of the locomotive brake system, and the minimum train pipe decompression amount (initial braking) is 50kPa (that is, when braking is performed, the target train pipe 2 pressure is 550kPa at most), so in the practical implementation scheme, the target train pipe 2 pressure displayed in the box 102 can only be a value between 600kPa (full release state) and 550 kPa-430 kPa (brake state), if the input value is not within the range, the value is in an invalid state, and at the same time, the "confirm" button is not enabled, and the setting instruction is not issued to the brake cabinet 13.
The braking display 12 and the display interface 200 in this embodiment are designed in one form, but the specific form and style should be based on the user's needs, and are not limited to the solution described in the example.
The above description is only an exemplary embodiment of the present invention, and is not intended to limit the scope of the present invention. Any equivalent changes and modifications that can be made by one skilled in the art without departing from the spirit and principles of the invention should fall within the protection scope of the invention.
Claims (6)
1. A locomotive brake control system is characterized by comprising a brake controller, a brake display screen and a brake cabinet;
the brake display screen is in communication connection with the brake cabinet and is used for receiving train pipe decompression quantity input by a driver and sending the train pipe decompression quantity to the brake cabinet;
the brake cabinet is connected with a train pipe on a train, and the brake cabinet is used for controlling the train pipe to execute corresponding pressure reduction operation according to the received train pipe pressure reduction quantity, so that after the train pipe completes the pressure reduction operation, a locomotive brake cylinder and a vehicle brake cylinder which are connected with the train pipe execute corresponding air charging pressurization operation;
when the brake cabinet does not receive the train pipe decompression amount sent by the brake display screen and the brake instruction sent by the brake controller, maintaining the train pipe pressure to be a preset constant pressure value;
and when the brake cabinet receives the train pipe decompression amount sent by the brake display screen and the brake instruction sent by the brake controller at the same time, the brake cabinet responds to a signal with larger decompression amount to control the train pipe to execute corresponding decompression operation.
2. The locomotive brake control system of claim 1, wherein the brake display screen is further configured to monitor and display a current pressure value of the train pipe in real time.
3. The locomotive brake control system of claim 1, wherein the brake cabinet is further communicatively coupled to the brake controller, and the brake cabinet is further configured to control the train pipe to perform a corresponding decompression operation according to a decompression control signal sent by the brake controller.
4. A train braking system comprising a train pipe, a vehicle brake coupled to the train pipe, and a locomotive brake control system according to any one of claims 1 to 3;
the train pipe is connected with a brake cabinet of the locomotive brake control system and used for receiving a decompression control signal sent by the brake cabinet and executing corresponding decompression operation.
5. The train brake system of claim 4 wherein the train pipe is further coupled to a locomotive brake cylinder, the vehicle brake being coupled to a vehicle brake cylinder, the locomotive brake cylinder and the vehicle brake cylinder being configured to perform a corresponding charging pressurization operation after the train pipe completes the depressurization operation.
6. The train brake system of claim 5 wherein said locomotive brake cylinder is further coupled to a brake cabinet of said locomotive brake control system, said locomotive brake cylinder further configured to perform a corresponding charging pressurization operation based on a depressurization control signal transmitted by said brake cabinet.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111291439.0A CN113844420B (en) | 2021-11-02 | 2021-11-02 | Locomotive brake control system and train brake system |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111291439.0A CN113844420B (en) | 2021-11-02 | 2021-11-02 | Locomotive brake control system and train brake system |
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| CN113844420A CN113844420A (en) | 2021-12-28 |
| CN113844420B true CN113844420B (en) | 2022-12-13 |
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| CN114670673B (en) * | 2022-03-11 | 2024-02-27 | 凯博易控车辆科技(苏州)股份有限公司 | Braking torque control system and method |
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| US5172316A (en) * | 1989-12-08 | 1992-12-15 | New York Air Brake | Computer controlled railway brake equipment |
| US5734989A (en) * | 1992-09-18 | 1998-03-31 | New York Air Brake Corporation | Environmentally controlled locomotive computer and display |
| US5415465A (en) * | 1993-06-01 | 1995-05-16 | Westinghouse Air Brake Company | Apparatus and method of bailing off the brake cylinder pressure on a locomotive consist |
| US6286911B1 (en) * | 1996-09-13 | 2001-09-11 | New York Air Brake Corporation | Electronic brake controller with display |
| US7841672B2 (en) * | 2005-09-16 | 2010-11-30 | New York Air Brake Corporation | Electronic brake controller with selectable display |
| US8078346B2 (en) * | 2008-09-22 | 2011-12-13 | New York Air Brake Corporation | Convertible wireless display unit |
| WO2015187177A1 (en) * | 2014-06-06 | 2015-12-10 | New York Air Brake, LLC | Incremented barake pipe reduction |
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