CN118004117A

CN118004117A - Locomotive braking control system and locomotive braking control method

Info

Publication number: CN118004117A
Application number: CN202410333120.7A
Authority: CN
Inventors: 吕枭; 李新康; 王聪
Original assignee: CRRC Industry Institute Co Ltd
Current assignee: CRRC Industry Institute Co Ltd
Priority date: 2024-03-22
Filing date: 2024-03-22
Publication date: 2024-05-10

Abstract

The invention discloses a locomotive braking control system and a locomotive braking control method, which relate to the technical field of locomotive braking, wherein the locomotive braking control system comprises an average pipe control module and a brake cylinder control module, and the average pipe control module is connected with an average pipe; the brake cylinder control module is respectively connected with the brake cylinder and the air brake valve, and the average pipe is connected with the brake cylinder through a first redundant pipeline; the brake cylinder control module comprises a second flow amplifying valve and a second pressure selecting valve, the second pressure selecting valve is respectively connected with a control port of the second flow amplifying valve, a second redundant pipeline and an air brake valve, and the second redundant pipeline is connected with the average pipe control module. The invention not only changes the structure of the brake cylinder control module and adds the air brake valve connected with the brake cylinder control module, but also changes the connection mode between the average pipe control module and the brake cylinder control module, thereby realizing redundant control, having higher control precision and being beneficial to improving the reliability of a locomotive brake control system.

Description

Locomotive braking control system and locomotive braking control method

Technical Field

The invention relates to the technical field of locomotive braking, in particular to a locomotive braking control system. The invention also relates to a locomotive braking control method.

Background

The double locomotive is formed by connecting two or more locomotives, the train pipe and the average pipe penetrate through the double locomotive, and the pressure of the brake cylinder of the double locomotive is controlled by controlling the pressure of the train pipe and the average pipe, so that the double locomotive realizes braking and relieving. Locomotive brake control systems are one of the most important core systems of a locomotive, one of the key functions of which is to control the average tube pressure, thereby achieving the braking and relieving functions of the locomotive by controlling the brake cylinder pressure.

The conventional method for controlling the brake cylinder pressure is to control the pilot control pressure by a high-frequency electromagnetic valve and then output the brake cylinder pressure consistent with the pilot control pressure through a relay valve. The existing locomotive braking control system comprises an average pipe control module and a brake cylinder control module, wherein the average pipe control module can compare the brake cylinder pre-control pressure and the first pre-control pressure and output larger pressure as average pipe pressure; the brake cylinder control module can compare the brake cylinder pre-control pressure with the average pipe pressure and output a larger pressure as the brake cylinder pressure to realize braking. The average pipe control module and the brake cylinder control module carry out redundant control on the brake cylinder pressure, and prevent brake failure caused by failure of single brake cylinder pre-control pressure, so as to ensure the braking reliability of a locomotive brake control system.

However, the average pipe control module and the brake cylinder control module of the existing locomotive brake control system still have the defects that the control precision of the system is still affected by faults, and the reliability is still not guaranteed.

Disclosure of Invention

Accordingly, the present invention is directed to a locomotive brake control system and a locomotive brake control method, which solve the technical problem of low reliability of the existing locomotive brake control system.

To achieve the above object, the present invention provides a locomotive brake control system comprising:

the average pipe control module is connected with the average pipe;

The brake cylinder control module is respectively connected with the brake cylinder and the air brake valve, and the average pipe is connected with the brake cylinder through a first redundant pipeline; the brake cylinder control module comprises a second flow amplifying valve and a second pressure selecting valve, the second pressure selecting valve is respectively connected with a control port of the second flow amplifying valve, a second redundant pipeline and an air brake valve, and the second redundant pipeline is connected with the average pipe control module;

when the average pipe control module is in a fault state, the brake cylinder pressure output by the brake cylinder control module is transmitted to the average pipe along the first redundant pipeline, and the brake cylinder control module controls the pressure of the average pipe;

when the brake cylinder control module is in a fault state, the first pre-control pressure output by the average pipe control module is transmitted to the second pressure selection valve along the second redundant pipeline, the second flow amplifying valve amplifies the selection value of the second pressure selection valve and outputs the amplified selection value to the brake cylinder, and the average pipe control module controls the pressure of the brake cylinder;

When the average pipe control module and the brake cylinder control module are in a fault state, the pressure of the air brake valve is output to the second pressure selection valve, the second flow amplification valve amplifies the selection value of the second pressure selection valve and divides the selection value into two paths, one path is output to the brake cylinder, the other path is output to the average pipe along the first redundant pipeline, and the air brake valve simultaneously controls the pressure of the average pipe and the brake cylinder.

Preferably, the average pipe control module is further connected with the first total wind, and the brake cylinder control module is further connected with the second total wind;

The average pipe control module comprises a first flow amplifying valve, a first output reversing valve, a first switching reversing valve and a first redundant reversing valve; the control port of the first flow amplifying valve, the outlet of the first output reversing valve and the second redundant pipeline are all connected through the first switching reversing valve; the inlet of the first flow amplifying valve is connected with the first total wind, and the outlet of the first flow amplifying valve is connected with the inlet of the first output reversing valve; the first redundant reversing valve is arranged on the first redundant pipeline;

the brake cylinder control module further comprises a second brake reversing valve connected between the air brake valve and the second pressure selection valve; the inlet of the second flow amplifying valve is connected with the second total wind, and the outlet of the second flow amplifying valve is respectively connected with the brake cylinder and the first redundant pipeline;

When the average pipe control module is in a fault state, the first output reversing valve cuts off the first flow amplifying valve and the first switching reversing valve, the first redundancy reversing valve is communicated with the first redundancy pipeline, and the first switching reversing valve is switched to a first position to communicate the average pipe with the second redundancy pipeline; the brake cylinder pressure output by the brake cylinder control module is transmitted to the average pipe along the first redundant pipeline, and the brake cylinder control module controls the pressure of the average pipe;

when the brake cylinder control module is in a fault state, the second brake reversing valve is in a first position to be communicated with the air brake valve and the second pressure selection valve, the first switching reversing valve is switched to a second position to be communicated with a control port of the first flow amplifying valve and the second redundant pipeline, and the first output reversing valve is communicated with the first flow amplifying valve and the first switching reversing valve; the first pre-control pressure output by the average pipe control module is output to a second redundant pipeline through a first switching-over valve and then is transmitted to a second pressure selection valve along the second redundant pipeline, the second pressure selection valve compares the pressure of the air brake valve with the first pre-control pressure, the selection value of the second pressure selection valve is the first pre-control pressure, the first pre-control pressure is amplified through a second flow amplifying valve and then is output to a brake cylinder, and the average pipe control module controls the pressure of the brake cylinder;

when the average pipe control module and the brake cylinder control module are in a fault state, the second brake reversing valve is in a first position to be communicated with the air brake valve and the second pressure selection valve, and the first redundant reversing valve is communicated with the first redundant pipeline; the pressure of the air brake valve is output to a second pressure selection valve, the second pressure selection valve compares the pressure of the air brake valve with the pressure of a second redundant pipeline, the selection value of the second pressure selection valve is the pressure of the air brake valve, the pressure of the air brake valve is amplified by a second flow amplifying valve and then is divided into two paths, one path of the pressure is output to a brake cylinder, the other path of the pressure is output to an average pipe along a first redundant pipeline, and the pressure of the average pipe and the pressure of the brake cylinder are simultaneously controlled by the air brake valve.

Preferably, the first output reversing valve and the first switching reversing valve are both pneumatic control reversing valves, the average pipe control module further comprises a first control reversing valve, one side of the first control reversing valve is connected with the first total wind, and the other side of the first control reversing valve is respectively connected with a pneumatic control port of the first output reversing valve and a pneumatic control port of the first switching reversing valve;

when the average pipe control module is in a fault state, the first control reversing valve is in a first position so that the pneumatic control port of the first output reversing valve and the pneumatic control port of the first switching reversing valve are respectively blocked from the first total wind;

When the average pipe control module is in a normal state, the first control reversing valve is in a second position so that the air control port of the first output reversing valve and the air control port of the first switching reversing valve are respectively communicated with the first total wind, the first output reversing valve is communicated with the outlet of the first flow amplifying valve and the average pipe, and the first switching reversing valve is communicated with the control port of the first flow amplifying valve and the second redundant pipeline; the first pre-control pressure output by the average pipe control module is divided into two paths, one path flows out from an outlet of the flow amplifying valve and then is output to the average pipe through the first output reversing valve, the other path flows out from a control port of the first flow amplifying valve after being amplified by the first flow amplifying valve, flows into the second redundant pipeline through the first switching reversing valve and then flows into a control port of the second flow amplifying valve through the second pressure selecting valve, so that the pressure output to the brake cylinder is controlled.

Preferably, the average pipe control module further comprises a first air charging reversing valve and a first air discharging reversing valve, wherein one side of the first air charging reversing valve is respectively connected with the first total wind and the inlet of the first flow amplifying valve, and the other side of the first air charging reversing valve is respectively connected with the control port of the first flow amplifying valve and the inlet of the first switching reversing valve; one side of the first exhaust reversing valve is provided with an exhaust port, and the other side of the first exhaust reversing valve is respectively connected with an outlet of the first inflation reversing valve, a control port of the first flow amplifying valve and an inlet of the first switching reversing valve;

When the pressure output of the first total wind is the first pre-control pressure, the first air charging reversing valve is switched to the first position to cut off the control ports of the first total wind and the first flow amplifying valve, and the first air discharging reversing valve is switched to the first position to cut off the control ports of the first total wind and the first flow amplifying valve;

when the pressure output of the first total wind is smaller than the first pre-control pressure, the first air charging reversing valve is switched to the second position to conduct the control ports of the first total wind and the first flow amplifying valve, the first air discharging reversing valve is switched to the first position to intercept the exhaust port of the first air discharging reversing valve and the control port of the first flow amplifying valve, and the first air charging reversing valve controls and outputs the pressure of the first total wind to be the first pre-set pressure through air charging;

When the pressure output of the first total wind is larger than the first pre-control pressure, the first air charging reversing valve is switched to the first position to cut off the control ports of the first total wind and the first flow amplifying valve, the first air discharging reversing valve is switched to the second position to conduct the control ports of the first flow amplifying valve and the air discharging port of the first air discharging reversing valve, and the first air discharging reversing valve controls and outputs the pressure of the first total wind to be the first pre-set pressure through air discharging.

Preferably, the average pipe control module further comprises a first pre-control pressure detection device, wherein the first pre-control pressure detection device is used for detecting whether the pressure output of the first total wind is controlled to be a first preset pressure; the first inflation reversing valve, the first exhaust reversing valve and the first pre-control pressure detection device are respectively connected with the control device;

When the first pre-control pressure detection device detects that the pressure output of the first total wind is controlled to be the first preset pressure, the control device controls the first inflation reversing valve and the first exhaust reversing valve to be switched to the first position according to signals fed back by the first pre-control pressure detection device;

when the first pre-control pressure detection device detects that the pressure output of the first total wind is smaller than the first preset pressure, the control device controls the first inflation reversing valve to switch to the second position according to the signal fed back by the first pre-control pressure detection device, and the first exhaust reversing valve is switched to the first position;

When the first pre-control pressure detection device detects that the pressure output of the first total wind is larger than the first preset pressure, the control device controls the first inflation reversing valve to switch to the first position according to the signal fed back by the first pre-control pressure detection device, and the first exhaust reversing valve switches to the second position.

Preferably, the average pipe control module further comprises average pipe pressure detection means for detecting average pipe pressure, and the average pipe pressure detection means and the first redundant reversing valve are both connected with the control means;

when the average pipe pressure detection device detects that the average pipe pressure exceeds a preset pressure range, the control device controls the first redundant reversing valve to switch to the first position according to a signal fed back by the average pipe pressure detection device so as to conduct the first redundant pipeline, and also controls the first control reversing valve to switch to the first position so that the pneumatic control port of the first output reversing valve and the pneumatic control port of the first switching reversing valve are respectively blocked from the first total wind.

Preferably, the brake cylinder control module further comprises a second air charging reversing valve and a second air discharging reversing valve, wherein one side of the second air charging reversing valve is connected with the inlets of the second total wind and the second flow amplifying valve respectively, and the other side of the second air charging reversing valve is connected with the second brake reversing valve; one side of the second exhaust reversing valve is provided with an exhaust port, and the other side of the second exhaust reversing valve is respectively connected with an outlet of the second inflation reversing valve and the second brake reversing valve;

when the pressure output of the second total wind is the second pre-control pressure, the brake cylinder control module is in a normal state, the second charging reversing valve is switched to a first position to cut off the second total wind and the second brake reversing valve, the second discharging reversing valve is switched to the first position to enable the exhaust port of the second discharging reversing valve to be connected with the second brake reversing valve, and the second brake reversing valve is switched to a second position to enable the second charging reversing valve and the second discharging reversing valve to be communicated with the control port of the second flow amplifying valve; the second pre-control pressure enters a second pressure selection valve through a second brake reversing valve, the second pressure selection valve compares the second pre-control pressure with the first pre-control pressure, the selection value of the second pressure selection valve is the second pre-control pressure, and the second pre-control pressure is amplified by a second flow amplifying valve and then is output to a brake cylinder and a second redundant pipeline;

When the pressure output of the second total wind is smaller than the second pre-control pressure, the second charging reversing valve is switched to a second position to conduct the second total wind and the second braking reversing valve, the second discharging reversing valve is switched to the second position to intercept the exhaust port of the second discharging reversing valve and the second braking reversing valve, the second braking reversing valve is switched to the second position to conduct the control ports of the second charging reversing valve and the second flow amplifying valve, and the second charging reversing valve controls the pressure output of the second total wind to be the second pre-control pressure through charging;

When the pressure output of the second total wind is larger than the second pre-control pressure, the second air charging reversing valve is switched to the first position to cut off the second total wind and the second braking reversing valve, the second air discharging reversing valve is switched to the first position to conduct the air outlet of the second air discharging reversing valve and the second braking reversing valve, the second braking reversing valve is switched to the second position to conduct the control ports of the second air charging reversing valve and the second flow amplifying valve, and the second air discharging reversing valve controls the pressure output of the second total wind to be the second pre-control pressure through air discharging.

Preferably, the brake cylinder control module further comprises a second pre-control pressure detection device, the second pre-control pressure detection device is used for detecting whether the pressure output of the second total wind is controlled to be the second pre-control pressure, and the second pre-control pressure detection device is arranged between the outlet of the second exhaust reversing valve and the inlet of the second brake reversing valve; the second inflation reversing valve, the second exhaust reversing valve and the second pre-control pressure detection device are respectively connected with the control device;

When the second pre-control pressure detection device detects that the pressure output of the second total wind is controlled to be the second pre-control pressure, the control device controls the second inflation reversing valve and the second exhaust reversing valve to be switched to the first position according to signals fed back by the second pre-control pressure detection device;

When the second pre-control pressure detection device detects that the pressure output of the second total wind is smaller than the second pre-control pressure, the control device controls the second air charging reversing valve to switch to the second position according to the signal fed back by the second pre-control pressure detection device, and the second air discharging reversing valve switches to the second position;

When the second pre-control pressure detection device detects that the pressure output of the second total wind is larger than the second pre-control pressure, the control device controls the second inflation reversing valve to be switched to the first position according to the signal fed back by the second pre-control pressure detection device, and the second exhaust reversing valve is switched to the first position.

Preferably, the brake cylinder control module further comprises a brake cylinder pressure detection device for detecting the brake cylinder pressure, and the brake cylinder pressure detection device and the second brake reversing valve are both connected with the control device;

When the brake cylinder pressure detection device detects that the brake cylinder pressure exceeds the specified pressure range, the control device controls the second brake reversing valve to be switched to the first position according to a signal fed back by the brake cylinder pressure detection device so as to conduct the air brake valve and the second pressure selection valve.

The invention also provides a locomotive braking control method which is applied to the locomotive braking control system of any one of the above steps, comprising the following steps:

judging whether the average pipe control module is in a fault state, if so, transmitting the brake cylinder pressure output by the brake cylinder control module to the average pipe along a first redundant pipeline, and controlling the pressure of the average pipe by the brake cylinder control module;

Judging whether the brake cylinder control module is in a fault state, if so, transmitting the first pre-control pressure output by the average pipe control module to a second pressure selection valve along a second redundant pipeline, amplifying the selection value of the second pressure selection valve by a second flow amplifying valve, and outputting the amplified selection value to the brake cylinder, wherein the average pipe control module controls the pressure of the brake cylinder;

Judging whether the average pipe control module and the brake cylinder control module are in a fault state or not, if so, outputting the pressure of the air brake valve to the second pressure selection valve, dividing the amplified selection value of the second pressure selection valve into two paths by the second flow amplification valve, outputting one path to the brake cylinder, outputting the other path to the average pipe along the first redundant pipeline, and simultaneously controlling the pressures of the average pipe and the brake cylinder by the air brake valve.

Compared with the background art, the invention not only changes the structure of the brake cylinder control module and adds the air brake valve connected with the brake cylinder control module, but also changes the connection mode between the average pipe control module and the brake cylinder control module. The brake cylinder control module controls the average pipe pressure when the average pipe control module fails. When the brake cylinder control module fails, the average tube control module controls the pressure of the brake cylinder. When the average pipe control module and the brake cylinder control module are in failure, the air brake valve simultaneously controls the pressures of the average pipe and the brake cylinder. The average pipe control module and the brake cylinder control module can realize redundant control, have higher control precision, and are beneficial to improving the reliability of a locomotive brake control system.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings that are required to be used in the embodiments or the description of the prior art will be briefly described below, and it is obvious that the drawings in the following description are only embodiments of the present invention, and that other drawings can be obtained according to the provided drawings without inventive effort for a person skilled in the art.

FIG. 1 is a schematic diagram illustrating operation of a locomotive brake control system according to an embodiment of the present invention.

The reference numerals are as follows:

the brake system comprises an average pipe control module 1, a brake cylinder control module 2, an average pipe 3, a brake cylinder 4, an air brake valve 5, a first redundant pipeline 6, a second redundant pipeline 7, a first total wind 8 and a second total wind 9;

A first flow amplifying valve 11, a first output directional valve 12, a first switching directional valve 13, a first redundant directional valve 14, a first control directional valve 15, a first charge directional valve 16, a first exhaust directional valve 17, a first pilot pressure detection device 18, and an average pipe pressure detection device 19;

A second flow amplifying valve 21, a second pressure selecting valve 22, a second brake directional valve 23, a second charge directional valve 24, a second exhaust directional valve 25, a second pilot pressure detecting device 26, and a brake cylinder pressure detecting device 27.

Detailed Description

The following description of the embodiments of the present invention will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present invention, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.

In order that those skilled in the art will better understand the present invention, the following description will be given in detail with reference to the accompanying drawings and specific embodiments.

The embodiment of the invention discloses a locomotive brake control system, which comprises an average pipe control module 1 and a brake cylinder control module 2, as shown in figure 1, wherein the average pipe control module 1 and the brake cylinder control module are communicated through a first redundant pipeline 6 and a second redundant pipeline 7, so that the average pipe control module and the brake cylinder control module are in mutual redundancy control. Wherein the average pipe control module 1 is connected with the average pipe 3, and the brake cylinder control module 2 is respectively connected with the brake cylinder 4 and the air brake valve 5. The averaging pipe 3 is connected to the brake cylinder 4 via a first redundant line 6, and the first switching-over valve 13 of the averaging pipe control module 1 is connected to the second pressure selector valve 22 of the brake cylinder control module 2 via a second redundant line 7.

The brake cylinder control module 2 includes a second flow amplifying valve 21 and a second pressure selecting valve 22, and the second flow amplifying valve 21 is provided with a function of amplifying a flow, such as a relay valve, but is not limited thereto. The second pressure selection valve 22 is preferably selected to perform a pressure comparison function, such as, but not limited to, a two-way valve. The structure and the operation principle of both the second flow amplifying valve 21 and the second pressure selecting valve 22 are referred to the prior art.

The second pressure selector valve 22 is connected to the control port of the second flow amplifying valve 21, the second redundant line 7 and the air brake valve 5, and one end of the second redundant line 7, which is far away from the second pressure selector valve 22, is connected to the average pipe control module 1.

When the average pipe control module 1 is in a fault state, the pressure of the brake cylinder 4 output by the brake cylinder control module 2 is transmitted to the average pipe 3 along the first redundant pipeline 6, so that the brake cylinder control module 2 controls the pressure of the average pipe 3.

When the brake cylinder control module 2 is in a fault state, the first pre-control pressure output by the average pipe control module 1 is transmitted to the second pressure selection valve 22 along the second redundant pipeline 7, the second pressure selection valve 22 compares the pressure of the left air brake valve 5 with the first pre-set pressure output by the right second redundant pipeline 7, a larger value (namely the first pre-set pressure) is taken as a selection value of the second pressure selection valve 22, the second pressure selection valve 22 outputs the selection value to a control port of the second flow amplifying valve 21, and after the flow of the second flow amplifying valve 21 is amplified, the output of the second flow amplifying valve 21 is output to the brake cylinder 4, so that the pressure of the brake cylinder 4 is controlled by the average pipe control module 1.

When the average pipe control module 1 and the brake cylinder control module 2 are in a fault state, the pressure of the air brake valve 5 is output to the second pressure selection valve 22, the second pressure selection valve 22 compares the pressure of the air brake valve 5 on the left side with the first preset pressure output by the second redundant pipeline 7 on the right side, a larger value (namely, the pressure of the air brake valve 5) is taken as the selection value of the second pressure selection valve 22, the second pressure selection valve 22 outputs the selection value to the control port of the second flow amplifying valve 21, the flow is amplified by the second flow amplifying valve 21 and then is divided into two paths, one path is output to the brake cylinder 4, the other path is output to the average pipe 3 along the first redundant pipeline 6, and the air brake valve 5 simultaneously controls the pressures of the average pipe 3 and the brake cylinder 4.

The invention not only changes the structure of the brake cylinder control module 2 and adds the air brake valve 5 connected with the brake cylinder control module 2, but also changes the connection mode between the average pipe control module 1 and the brake cylinder control module 2. When the average pipe control module 1 fails, the brake cylinder control module 2 controls the pressure of the average pipe 3. When the brake cylinder control module 2 fails, the average pipe control module 1 controls the pressure of the brake cylinder 4. When both the average pipe control module 1 and the brake cylinder control module 2 fail, the air brake valve 5 simultaneously controls the pressures of the average pipe 3 and the brake cylinder 4. According to the invention, the average pipe control module 1 and the brake cylinder control module 2 can realize redundant control, and the control precision is higher, so that the reliability of a locomotive brake control system is improved.

The averaging pipe control module 1 is also connected to a first total wind 8 and the brake cylinder control module 2 is also connected to a second total wind 9. The first total wind 8 and the second total wind 9 may be the same total wind or different total wind as long as the function of the present invention can be achieved.

The average pipe control module 1 includes a first flow amplifying valve 11, a first output switching valve 12, a first switching-switching valve 13, and a first redundancy switching valve 14. Similarly, the first flow rate amplifying valve 11 may be a relay valve as in the second flow rate amplifying valve 21, and may have a function of amplifying the flow rate. The control port of the first flow amplifying valve 11, the outlet of the first output reversing valve 12 and the second redundant pipeline 7 are all connected through the first switching reversing valve 13; the inlet of the first flow amplifying valve 11 is connected to the first total wind 8 and the outlet thereof is connected to the inlet of the first output reversing valve 12.

The first output switching valve 12 is connected between the first flow amplifying valve 11 and the first switching valve 13, and may be a two-position two-way pneumatic switching valve, but is not limited thereto. The first switching-over valve 13 may be a two-position three-way pneumatic control switching-over valve, but is not limited thereto. The first redundant reversing valve 14 is arranged on the first redundant pipeline 6 and is used for controlling the on-off of the first redundant pipeline 6. The first redundant selector valve 14 may specifically be a two-position, two-way electromagnetic selector valve.

The brake cylinder control module 2 further comprises a second brake reversing valve 23 connected between the air brake valve 5 and the second pressure selection valve 22 for switching the communication of the second total wind 9 or the air brake valve 5 with the second pressure selection valve 22. The second brake directional valve 23 may be, but is not limited to, a two-position three-way electromagnetic directional valve. The inlet of the second flow amplifying valve 21 is connected to the second total wind 9 and the outlet thereof is connected to the brake cylinder 4 and the first redundant line 6, respectively.

When the average pipe control module 1 is in a fault state, the first output reversing valve 12 is switched to a first position, and the first output reversing valve 12 cuts off the first flow amplifying valve 11 and the first switching reversing valve 13 so that the first total wind 8 is not communicated with the average pipe 3; the first redundant reversing valve 14 is switched to a first position, and the first redundant reversing valve 14 conducts the first redundant pipeline 6 to enable the average pipe 3 to be communicated with the first redundant pipeline 6, and further enable the average pipe 3 to be communicated with the brake cylinder 4 through the first redundant pipeline 6; the first switching-over valve 13 is switched to a first position, and the first switching-over valve 13 is communicated with the average pipe 3 and the second redundant pipeline 7; the brake cylinder 4 pressure output by the brake cylinder control module 2 is transmitted to the averaging pipe 3 along the first redundant line 6, and the brake cylinder control module 2 controls the pressure of the averaging pipe 3.

When the brake cylinder control module 2 is in a fault state, the second brake reversing valve 23 is in a first position, and the second brake reversing valve 23 is communicated with the air brake valve 5 and the second pressure selection valve 22; the first switching-over valve 13 is switched to the second position, and the first switching-over valve 13 is communicated with the control port of the first flow amplifying valve 11 and the second redundant pipeline 7; the first output directional valve 12 is switched to the second position, and the first output directional valve 12 turns on the first flow amplifying valve 11 and the first switching directional valve 13, so that the first total wind 8 is not communicated with the averaging pipe 3. The first pre-control pressure output by the average pipe control module 1 is output to the second redundant pipeline 7 through the first switching-over valve 13, and then is transmitted to the second pressure selection valve 22 along the second redundant pipeline 7, the second pressure selection valve 22 compares the pressure of the air brake valve 5 with the first pre-control pressure, a larger value (namely, the first preset pressure) is taken as a selection value of the second pressure selection valve 22, the second pressure selection valve 22 outputs the selection value to a control port of the second flow amplifying valve 21, after the flow is amplified through the second flow amplifying valve 21, the output of the second flow amplifying valve 21 is output to the brake cylinder 4, and the pressure of the brake cylinder 4 is controlled by the average pipe control module 1.

When the average pipe control module 1 and the brake cylinder control module 2 are in a fault state, the second brake reversing valve 23 is in a first position, and the second brake reversing valve 23 is communicated with the air brake valve 5 and the second pressure selection valve 22; the first redundant reversing valve 14 is positioned at the first position, the first redundant reversing valve 14 conducts the first redundant pipeline 6, and the average pipe 3 is communicated with the brake cylinder 4. The pressure of the air brake valve 5 is output to the second pressure selecting valve 22, the second pressure selecting valve 22 compares the pressure of the air brake valve 5 on the left side with the first preset pressure output by the second redundant pipeline 7 on the right side, a larger value (namely the pressure of the air brake valve 5) is taken as a selecting value of the second pressure selecting valve 22, the second pressure selecting valve 22 outputs the selecting value to a control port of the second flow amplifying valve 21, the flow of the air brake valve is amplified by the second flow amplifying valve 21 and then is divided into two paths, one path is output to the brake cylinder 4, the other path is output to the average pipe 3 along the first redundant pipeline 6, and the air brake valve 5 simultaneously controls the pressures of the average pipe 3 and the brake cylinder 4.

The first output reversing valve 12 and the first switching reversing valve 13 are pneumatic control reversing valves, and the average pipe control module 1 further comprises a first control reversing valve 15 for controlling the first output reversing valve 12 and the first switching reversing valve 13. The first control directional valve 15 may be, but not limited to, a two-position three-way electromagnetic directional valve. One side of the first control reversing valve 15 is connected with the first total wind 8, and the other side of the first control reversing valve 15 is respectively connected with the pneumatic control port of the first output reversing valve 12 and the pneumatic control port of the first switching reversing valve 13.

When the average pipe control module 1 is in a fault state, the first control reversing valve 15 is in a first position, the pneumatic control port of the first output reversing valve 12 and the pneumatic control port of the first switching reversing valve 13 are respectively connected with the exhaust port of the first control reversing valve 15, and are blocked from the first total wind 8, so that the valve cores of the first output reversing valve 12 and the first switching reversing valve 13 are kept to stay in the first position, the first output reversing valve 12 is kept to be blocked, the first switching reversing valve 13 is kept to be conducted, the average pipe 3 is kept to be connected with the second redundant pipeline 7, and the pressure of the average pipe 3 is controlled by the moving cylinder control module.

When the average pipe control module 1 is in a normal state, the first control reversing valve 15 is in the second position, the pneumatic control port of the first output reversing valve 12 and the pneumatic control port of the first switching reversing valve 13 are respectively communicated with the first total wind 8, when the pressure of the first total wind 8 is larger than the opening pressures of the first output reversing valve 12 and the first switching reversing valve 13, the first output reversing valve 12 and the first switching reversing valve 13 are switched to the second position, the first output reversing valve 12 is communicated with the outlet of the first flow amplifying valve 11 and the average pipe 3, and the first switching reversing valve 13 is communicated with the control port of the first flow amplifying valve 11 and the second redundant pipeline 7. The first pre-control pressure output by the average pipe control module 1 is divided into two paths, one path flows out from an outlet of the flow amplifying valve 11 and then is output to the average pipe 3 through the first output reversing valve 12, the other path flows out from a control port of the first flow amplifying valve 11 after being amplified by the first flow amplifying valve 11, flows into the second redundant pipeline 7 through the first switching reversing valve 13, flows into a control port of the second flow amplifying valve 21 after being compared and amplified by the second pressure selecting valve 22, and is output to the brake cylinder 4 after being amplified by the second flow amplifying valve 21, so that the pressure output to the brake cylinder 4 is controlled by the average pipe control module 1.

The average pipe control module 1 further includes a first charge directional valve 16 and a first discharge directional valve 17, which control and output the pressure of the input first total wind 8 to a first pre-control pressure through a charge action and a discharge action. The first charge diverter valve 16 and the first exhaust diverter valve 17 are two-position two-way electromagnetic diverter valves.

One side of the first charge air reversing valve 16 is connected to the first total wind 8 and the inlet of the first flow amplifying valve 11, respectively, and the other side thereof is connected to the control port of the first flow amplifying valve 11 and the inlet of the first switching-reversing valve 13, respectively. One side of the first exhaust directional valve 17 is provided with an exhaust port and the other side thereof is connected to the outlet of the first charge directional valve 16, the control port of the first flow amplifying valve 11, and the inlet of the first switching directional valve 13, respectively.

When the pressure output of the first total wind 8 is the first pre-control pressure, the first air charge reversing valve 16 is switched to the first position to intercept the control ports of the first total wind 8 and the first flow amplifying valve 11, the first air discharge reversing valve 17 is switched to the first position to intercept the control ports of the first total wind 8 and the first flow amplifying valve 11, the first air charge reversing valve 16 does not perform the air charge action, and the first air discharge reversing valve 17 does not perform the air discharge action.

When the pressure output of the first total wind 8 is smaller than the first pre-control pressure, the first air charging reversing valve 16 is switched to the second position, and the first air charging reversing valve 16 conducts the control ports of the first total wind 8 and the first flow amplifying valve 11; the first exhaust directional valve 17 is switched to the first position, the first exhaust directional valve 17 cuts off the exhaust port of the first exhaust directional valve 17 and the control port of the first flow amplifying valve 11, only the first inflation directional valve 16 performs the inflation operation, the first exhaust directional valve 17 does not perform the exhaust operation, and the first inflation directional valve 16 outputs the pressure control of the first total wind 8 to the first preset pressure through inflation.

When the pressure output of the first total wind 8 is larger than the first pre-control pressure, the first air charging reversing valve 16 is switched to the first position, and the first air charging reversing valve 16 cuts off the control ports of the first total wind 8 and the first flow amplifying valve 11; the first exhaust directional valve 17 is switched to the second position, the first exhaust directional valve 17 conducts the control port of the first flow amplifying valve 11 and the exhaust port of the first exhaust directional valve 17, the first inflation directional valve 16 does not perform the inflation operation, only the first exhaust directional valve 17 performs the exhaust operation, and the first exhaust directional valve 17 outputs the pressure control of the first total wind 8 to the first preset pressure through the exhaust.

It should be noted that, whether the spools of the first charge reversing valve 16 and the first exhaust reversing valve 17 act or not is determined by the control system pressure sent by the driver, and according to a special algorithm, the first charge reversing valve 16 and the first exhaust reversing valve 17 execute corresponding actions within a specific time period, so as to ensure that the first total wind 8 always keeps being output as the first pre-control pressure under the control of the first charge reversing valve 16 and the first exhaust reversing valve 17. The first pilot pressure may be adjusted according to the specification of the first flow amplifying valve 11, which is not particularly limited herein.

The averaging pipe control module 1 further comprises a first pre-control pressure detection device 18, wherein the first pre-control pressure detection device 18 is configured to detect whether the pressure output of the first total wind 8 is controlled to be a first preset pressure. The first pre-control pressure detection device 18 may specifically be a pressure sensor, but is not limited thereto. The first charge air reversing valve 16, the first exhaust reversing valve 17 and the first pre-control pressure detecting device 18 are respectively connected with the control device.

When the first pre-control pressure detection device 18 detects that the pressure output of the first total wind 8 is controlled to be the first preset pressure, the control device controls the first inflation reversing valve 16 and the first exhaust reversing valve 17 to be switched to the first position according to the signal fed back by the first pre-control pressure detection device 18, the first inflation reversing valve 16 does not execute the inflation action, and the first exhaust reversing valve 17 does not execute the exhaust action.

When the first pre-control pressure detection device 18 detects that the pressure output of the first total wind 8 is smaller than the first preset pressure, the control device controls the first air charging reversing valve 16 to switch to the second position according to the signal fed back by the first pre-control pressure detection device 18, the first air discharging reversing valve 17 switches to the first position, only the first air charging reversing valve 16 performs the air charging action, and the first air discharging reversing valve 17 does not perform the air discharging action.

When the first pre-control pressure detection device 18 detects that the pressure output of the first total wind 8 is greater than the first preset pressure, the control device controls the first air charging reversing valve 16 to switch to the first position, the first air discharging reversing valve 17 to switch to the second position according to the signal fed back by the first pre-control pressure detection device 18, the first air charging reversing valve 16 does not execute the air charging action, and only the first air discharging reversing valve 17 executes the air discharging action.

The control device can automatically adjust the first inflation reversing valve 16 and the first exhaust reversing valve 17 according to the signal of the first pre-control pressure detection device 18, so that automatic inflation or automatic exhaust is realized, the degree of automation is high, the control precision is higher, and the control device has positive significance for the reliability of a brake control system of the lifting locomotive.

The average pipe control module 1 further comprises average pipe pressure detecting means 19 for detecting the average pipe 3 pressure, the average pipe pressure detecting means 19 and the first redundant switching valve 14 being connected to the control means. The average pipe pressure detecting means 19 is specifically provided between the outlet of the first output switching valve 12 and the average pipe 3. The average pipe pressure detecting means 19 may be a pressure sensor, but is not limited thereto.

When the average pipe pressure detecting device 19 detects that the average pipe pressure 3 exceeds the preset pressure range, the control device controls the first redundant reversing valve 14 to be switched to the first position according to the signal fed back by the average pipe pressure detecting device 19, and simultaneously controls the first control reversing valve 15 to be switched to the first position, and the first redundant reversing valve 14 automatically conducts the first redundant pipeline 6, so that the average pipe 3 and the brake cylinder 4 are automatically communicated, the pneumatic control port of the first output reversing valve 12 and the pneumatic control port of the first switching reversing valve 13 are respectively blocked by the first total wind 8, the degree of automation is further improved, the control precision is higher, and the reliability of a locomotive brake control system is improved.

The brake cylinder control module 2 further includes a second charge directional valve 24 and a second discharge directional valve 25, which control and output the pressure of the input second total wind 9 to a second pre-control pressure through a charge motion and a discharge motion. The second charge diverter valve 24 and the second exhaust diverter valve 25 are two-position two-way electromagnetic diverter valves.

One side of the second charge air reversing valve 24 is connected to the inlets of the second total wind 9 and the second flow amplifying valve 21, respectively, and the other side thereof is connected to the second brake reversing valve 23. One side of the second exhaust directional valve 25 is provided with an exhaust port and the other side is connected to the outlet of the second charge directional valve 24 and the second brake directional valve 23, respectively.

When the pressure output of the second total wind 9 is the second pre-control pressure, the brake cylinder control module 2 is in a normal state, the second air charging reversing valve 24 is switched to the first position, and the second air charging reversing valve 24 cuts off the second total wind 9 and the second brake reversing valve 23; the second exhaust directional valve 25 is switched to the first position, so that the exhaust port of the second exhaust directional valve 25 is connected with the second brake directional valve 23; the second brake directional valve 23 is switched to a second position, so that the second air charging directional valve 24 and the second air discharging directional valve 25 are communicated with the control port of the second flow amplifying valve 21, the second air charging directional valve 24 does not perform air charging action, the second air discharging directional valve 25 does not perform air discharging action, the pressure of the second total wind 9 is controlled and output to be second pre-control pressure through the second air charging directional valve 24 and the second air discharging directional valve 25, the second pre-control pressure enters the second pressure selecting valve 22 through the second brake directional valve 23, the second pressure selecting valve 22 compares the second pre-control pressure with the first pre-control pressure, a larger value (namely the second pre-control pressure) is taken as the selection value of the second pressure selecting valve 22, the second pressure selecting valve 22 outputs the selection value to the control port of the second flow amplifying valve 21, and outputs the second total wind 9 to the brake cylinder 4 and the second redundant pipeline 7 after flow amplifying through the second flow amplifying valve 21, and the pressure output to the average pipe 3 is controlled.

When the pressure output of the second total wind 9 is smaller than the second pre-control pressure, the second charging reversing valve 24 is switched to the second position, and the second charging reversing valve 24 conducts the second total wind 9 and the second braking reversing valve 23; the second exhaust directional valve 25 is switched to the second position, and the second exhaust directional valve 25 blocks the exhaust port of the second exhaust directional valve 25 and the second brake directional valve 23; the second brake directional valve 23 is switched to the second position, the second brake directional valve 23 conducts the control ports of the second air charging directional valve 24 and the second flow amplifying valve 21, the second air charging directional valve 24 performs the air charging action, the second air discharging directional valve 25 does not perform the air discharging action, and the second air charging directional valve 24 controls the pressure output of the second total wind 9 to the second pre-control pressure through the air charging.

When the pressure output of the second total wind 9 is greater than the second pre-control pressure, the second charge diverter valve 24 is switched to the first position, and the second charge diverter valve 24 intercepts the second total wind 9 and the second brake diverter valve 23; the second exhaust directional valve 25 is switched to the first position, and the second exhaust directional valve 25 conducts the exhaust port of the second exhaust directional valve 25 and the second brake directional valve 23; the second brake directional valve 23 is switched to the second position, the second brake directional valve 23 conducts the control ports of the second air charging directional valve 24 and the second flow amplifying valve 21, the second air charging directional valve 24 does not perform air charging action, the second air discharging directional valve 25 performs air discharging action, and the second air discharging directional valve 25 controls the pressure output of the second total wind 9 to the second pre-control pressure through air discharging.

The brake cylinder control module 2 further comprises a second pre-control pressure detection means 26, the second pre-control pressure detection means 26 being arranged to detect whether the pressure output of the second total wind 9 is controlled to a second pre-control pressure. The second pre-control pressure detection means 26 is arranged between the outlet of the second exhaust gas reversing valve 25 and the inlet of the second brake reversing valve 23. The second pre-control pressure detection device 26 may specifically be a pressure sensor, but is not limited thereto. The second charge air reversing valve 24, the second exhaust reversing valve 25 and the second pre-control pressure detecting device 26 are respectively connected with the control device.

When the second pre-control pressure detection device 26 detects that the pressure output of the second total wind 9 is controlled to be the second pre-control pressure, the control device controls the second inflation directional valve 24 and the second exhaust directional valve 25 to be switched to the first position according to the signal fed back by the second pre-control pressure detection device 26, the second inflation directional valve 24 does not execute the inflation action, and the second exhaust directional valve 25 does not execute the exhaust action.

When the second pre-control pressure detection device 26 detects that the pressure output of the second total wind 9 is smaller than the second pre-control pressure, the control device controls the second air charging reversing valve 24 to switch to the second position, the second air discharging reversing valve 25 to switch to the second position according to the signal fed back by the second pre-control pressure detection device 26, the second air charging reversing valve 24 performs the air charging action, and the second air discharging reversing valve 25 does not perform the air discharging action.

When the second pre-control pressure detection device 26 detects that the pressure output of the second total wind 9 is greater than the second pre-control pressure, the control device controls the second air charging reversing valve 24 to switch to the first position according to the signal fed back by the second pre-control pressure detection device 26, the second air discharging reversing valve 25 switches to the first position, the second air charging reversing valve 24 does not execute the air charging action, and the second air discharging reversing valve 25 executes the air discharging action.

The control device can automatically adjust the second inflation reversing valve 24 and the second exhaust reversing valve 25 according to the signals of the second pre-control pressure detection device 26, so that automatic inflation or automatic exhaust is realized, the degree of automation is high, the control precision is higher, and the reliability of a locomotive brake control system is further improved.

The brake cylinder control module 2 further comprises brake cylinder pressure detection means 27 for detecting the pressure of the brake cylinder 4, the brake cylinder pressure detection means 27 and the second brake changeover valve 23 being connected to the control device. The brake cylinder pressure detecting device 27 is provided between the outlet of the second flow amplifying valve 21 and the brake cylinder 4. The brake cylinder pressure detecting means 27 may specifically be a pressure sensor, but is not limited thereto.

When the brake cylinder pressure detection device 27 detects that the pressure of the brake cylinder 4 exceeds the specified pressure range, the control device controls the second brake reversing valve 23 to switch to the first position according to the signal fed back by the brake cylinder pressure detection device 27, the second brake reversing valve 23 conducts the air brake valve 5 and the second pressure selection valve 22, the air brake valve 5 is automatically communicated with the second pressure selection valve 22, the degree of automation is high, and the reliability of a locomotive brake control system is improved.

The locomotive brake control system provided by the invention has the following five working conditions:

The average pipe control module 1 works normally: when the average pipe control module 1 is in a normal state, the first air charging reversing valve 16 and the first air discharging reversing valve 17 control and output the pressure of the input first total wind 8 to be a first pre-control pressure through the air charging action and the air discharging action; the first control reversing valve 15 is in the second position, that is, the upper position of the first control reversing valve 15 in fig. 1, the air control port of the first output reversing valve 12 and the air control port of the first switching reversing valve 13 are respectively communicated with the first total air 8, when the pressure of the first total air 8 is greater than the opening pressure of the first output reversing valve 12 and the first switching reversing valve 13, the first output reversing valve 12 and the first switching reversing valve 13 are switched to the second position, that is, the upper position of the first output reversing valve 12 and the first switching reversing valve 13 in fig. 1, the first output reversing valve 12 is communicated with the outlet of the first flow amplifying valve 11 and the average pipe 3, and the first switching reversing valve 13 is communicated with the control port of the first flow amplifying valve 11 and the second redundant pipeline 7. The first pre-control pressure output by the average pipe control module 1 is divided into two paths, one path flows out from the outlet of the first flow amplifying valve 11 and then is output to the average pipe 3 through the first output reversing valve 12, the other path flows out from the control port of the first flow amplifying valve 11 after being amplified by the first flow amplifying valve 11, flows into the second redundant pipeline 7 through the first switching reversing valve 13, flows into the control port of the second flow amplifying valve 21 after being compared and amplified by the second pressure selecting valve 22, and is output to the brake cylinder 4 after being amplified by the second flow amplifying valve 21, so that the pressure output to the brake cylinder 4 is controlled by the average pipe control module 1.

The brake cylinder control module 2 works normally: the brake cylinder control module 2 is in a normal state, the second air charging reversing valve 24 is switched to the first position, and the second air charging reversing valve 24 cuts off the second total wind 9 and the second brake reversing valve 23; the second exhaust directional valve 25 is switched to the first position, so that the exhaust port of the second exhaust directional valve 25 is connected with the second brake directional valve 23; the second brake directional valve 23 is switched to a second position, so that the second air charging directional valve 24 and the second air discharging directional valve 25 are communicated with the control port of the second flow amplifying valve 21, the second air charging directional valve 24 does not perform air charging action, the second air discharging directional valve 25 does not perform air discharging action, the pressure of the second total wind 9 is controlled and output to be second pre-control pressure through the second air charging directional valve 24 and the second air discharging directional valve 25, the second pre-control pressure enters the second pressure selecting valve 22 through the second brake directional valve 23, the second pressure selecting valve 22 compares the second pre-control pressure with the first pre-control pressure, a larger value (namely the second pre-control pressure) is taken as the selection value of the second pressure selecting valve 22, the second pressure selecting valve 22 outputs the selection value to the control port of the second flow amplifying valve 21, and outputs the second total wind 9 to the brake cylinder 4 and the second redundant pipeline 7 after flow amplifying through the second flow amplifying valve 21, and the pressure output to the average pipe 3 is controlled.

The average pipe control module 1 fails: when the average pipe control module 1 is in a fault state, the first charge reversing valve 16, the first exhaust reversing valve 17 and the first control reversing valve 15 are all switched to a first position, namely a lower position shown in fig. 1; the first output reversing valve 12 is switched to the first position, and the first output reversing valve 12 cuts off the first flow amplifying valve 11 and the first switching reversing valve 13 so that the first total wind 8 is not communicated with the average pipe 3; the first redundant reversing valve 14 is switched to a first position, and the first redundant reversing valve 14 conducts the first redundant pipeline 6 to enable the average pipe 3 to be communicated with the first redundant pipeline 6, and further enable the average pipe 3 to be communicated with the brake cylinder 4 through the first redundant pipeline 6; the first switching-over valve 13 is switched to a first position, and the first switching-over valve 13 is communicated with the average pipe 3 and the second redundant pipeline 7; the brake cylinder 4 pressure output by the brake cylinder control module 2 is transmitted to the averaging pipe 3 along the first redundant line 6, and the brake cylinder control module 2 controls the pressure of the averaging pipe 3.

The brake cylinder control module 2 fails: when the brake cylinder control module 2 is in a fault state, the second charge air reversing valve 24 and the second exhaust reversing valve 25 are switched to the first position, namely the lower position shown in fig. 1; the second brake directional valve 23 is in the first position, and the second brake directional valve 23 is communicated with the air brake valve 5 and the second pressure selection valve 22; the first switching-over valve 13 is switched to the second position, and the first switching-over valve 13 is communicated with the control port of the first flow amplifying valve 11 and the second redundant pipeline 7; the first output switching valve 12 is switched to the first position, and the first output switching valve 12 turns on the first flow amplifying valve 11 and the first switching valve 13 so that the first total wind 8 is not communicated with the averaging pipe 3. The first pre-control pressure output by the average pipe control module 1 is output to the second redundant pipeline 7 through the first switching-over valve 13, and then is transmitted to the second pressure selection valve 22 along the second redundant pipeline 7, the second pressure selection valve 22 compares the pressure of the air brake valve 5 with the first pre-control pressure, a larger value (namely, the first preset pressure) is taken as a selection value of the second pressure selection valve 22, the second pressure selection valve 22 outputs the selection value to a control port of the second flow amplifying valve 21, after the flow is amplified through the second flow amplifying valve 21, the output of the second flow amplifying valve 21 is output to the brake cylinder 4, and the pressure of the brake cylinder 4 is controlled by the average pipe control module 1.

The average pipe control module 1 and the brake cylinder control module 2 both fail: when the average pipe control module 1 and the brake cylinder control module 2 are in a fault state, the second brake reversing valve 23 is in a first position, and the second brake reversing valve 23 is communicated with the air brake valve 5 and the second pressure selection valve 22; the first redundant reversing valve 14 is positioned at the first position, the first redundant reversing valve 14 conducts the first redundant pipeline 6, and the average pipe 3 is communicated with the brake cylinder 4. The pressure of the air brake valve 5 is output to the second pressure selecting valve 22, the second pressure selecting valve 22 compares the pressure of the air brake valve 5 on the left side with the first preset pressure output by the second redundant pipeline 7 on the right side, a larger value (namely the pressure of the air brake valve 5) is taken as a selecting value of the second pressure selecting valve 22, the second pressure selecting valve 22 outputs the selecting value to a control port of the second flow amplifying valve 21, the flow of the air brake valve is amplified by the second flow amplifying valve 21 and then is divided into two paths, one path is output to the brake cylinder 4, the other path is output to the average pipe 3 along the first redundant pipeline 6, and the air brake valve 5 simultaneously controls the pressures of the average pipe 3 and the brake cylinder 4.

The embodiment of the invention also discloses a locomotive braking control method which is applied to the locomotive braking control system, and comprises the following steps:

judging whether the average pipe control module 1 is in a fault state, if so, transmitting the pressure of the brake cylinder 4 output by the brake cylinder control module 2 to the average pipe 3 along the first redundant pipeline 6, and controlling the pressure of the average pipe 3 by the brake cylinder control module 2;

Judging whether the brake cylinder control module 2 is in a fault state, if so, transmitting the first pre-control pressure output by the average pipe control module 1 to the second pressure selection valve 22 along the second redundant pipeline 7, amplifying the selection value of the second pressure selection valve 22 by the second flow amplification valve 21, and outputting the amplified selection value to the brake cylinder 4, wherein the average pipe control module 1 controls the pressure of the brake cylinder 4;

Judging whether the average pipe control module 1 and the brake cylinder control module 2 are in a fault state, if so, outputting the pressure of the air brake valve 5 to the second pressure selection valve 22, dividing the selection value of the second pressure selection valve 22 into two paths after the second flow amplification valve 21 amplifies the selection value, outputting one path to the brake cylinder 4, outputting the other path to the average pipe 3 along the first redundant pipeline 6, and simultaneously controlling the pressures of the average pipe 3 and the brake cylinder 4 by the air brake valve 5.

The locomotive brake control system and the locomotive brake control method provided by the invention have the same technical scheme and the same beneficial effects, and are not described in detail herein.

It should be noted that in this specification relational terms such as first and second are used solely to distinguish one entity from another entity without necessarily requiring or implying any actual such relationship or order between such entities.

The principles and embodiments of the present invention have been described herein with reference to specific examples, the description of which is intended only to facilitate an understanding of the method of the present invention and its core ideas. It should be noted that it will be apparent to those skilled in the art that various modifications and adaptations of the invention can be made without departing from the principles of the invention and these modifications and adaptations are intended to be within the scope of the invention as defined in the following claims.

Claims

1. A locomotive brake control system, comprising:

the average pipe control module (1), the average pipe control module (1) is connected with the average pipe (3);

The brake cylinder control module (2), the brake cylinder control module (2) is respectively connected with a brake cylinder (4) and an air brake valve (5), and the average pipe (3) is connected with the brake cylinder (4) through a first redundant pipeline (6); the brake cylinder control module (2) comprises a second flow amplifying valve (21) and a second pressure selecting valve (22), the second pressure selecting valve (22) is respectively connected with a control port of the second flow amplifying valve (21), a second redundant pipeline (7) and the air brake valve (5), and the second redundant pipeline (7) is connected with the average pipe control module (1);

when the average pipe control module (1) is in a fault state, the pressure of a brake cylinder (4) output by the brake cylinder control module (2) is transmitted to the average pipe (3) along the first redundant pipeline (6), and the brake cylinder control module (2) controls the pressure of the average pipe (3);

when the brake cylinder control module (2) is in a fault state, the first pre-control pressure output by the average pipe control module (1) is transmitted to the second pressure selection valve (22) along the second redundant pipeline (7), the second flow amplification valve (21) amplifies the selection value of the second pressure selection valve (22) and outputs the amplified selection value to the brake cylinder (4), and the average pipe control module (1) controls the pressure of the brake cylinder (4);

When the average pipe control module (1) and the brake cylinder control module (2) are in a fault state, the pressure of the air brake valve (5) is output to the second pressure selection valve (22), the second flow amplification valve (21) amplifies the selection value of the second pressure selection valve (22) and then divides the selection value into two paths, one path of the selection value is output to the brake cylinder (4), the other path of the selection value is output to the average pipe (3) along the first redundant pipeline (6), and the air brake valve (5) simultaneously controls the pressures of the average pipe (3) and the brake cylinder (4).

2. Locomotive brake control system according to claim 1, characterized in that the average pipe control module (1) is further connected to a first total wind (8) and the brake cylinder control module (2) is further connected to a second total wind (9);

The average pipe control module (1) comprises a first flow amplifying valve (11), a first output reversing valve (12), a first switching reversing valve (13) and a first redundant reversing valve (14); the control port of the first flow amplifying valve (11), the outlet of the first output reversing valve (12) and the second redundant pipeline (7) are all connected through the first switching reversing valve (13); an inlet of the first flow amplifying valve (11) is connected with the first total wind (8), and an outlet of the first flow amplifying valve is connected with an inlet of the first output reversing valve (12); the first redundant reversing valve (14) is arranged on the first redundant pipeline (6);

The brake cylinder control module (2) further comprises a second brake reversing valve (23) connected between the air brake valve (5) and the second pressure selection valve (22); the inlet of the second flow amplifying valve (21) is connected with the second total wind (9), and the outlet of the second flow amplifying valve is respectively connected with the brake cylinder (4) and the first redundant pipeline (6);

When the average pipe control module (1) is in a fault state, the first output reversing valve (12) cuts off the first flow amplifying valve (11) and the first switching reversing valve (13), the first redundancy reversing valve (14) conducts the first redundancy pipeline (6), and the first switching reversing valve (13) is switched to a first position to communicate the average pipe (3) with the second redundancy pipeline (7); the pressure of a brake cylinder (4) output by the brake cylinder control module (2) is transmitted to the average pipe (3) along the first redundant pipeline (6), and the brake cylinder control module (2) controls the pressure of the average pipe (3);

When the brake cylinder control module (2) is in a fault state, the second brake reversing valve (23) is in a first position to be communicated with the air brake valve (5) and the second pressure selection valve (22), the first switching reversing valve (13) is switched to a second position to be communicated with a control port of the first flow amplifying valve (11) and the second redundant pipeline (7), and the first output reversing valve (12) is used for conducting the first flow amplifying valve (11) and the first switching reversing valve (13); the first pre-control pressure output by the average pipe control module (1) is output to the second redundant pipeline (7) through the first switching-over valve (13), and then is transmitted to the second pressure selection valve (22) along the second redundant pipeline (7), the second pressure selection valve (22) compares the pressure of the air brake valve (5) with the first pre-control pressure, the selection value of the second pressure selection valve (22) is the first pre-control pressure, the first pre-control pressure is amplified by the second flow amplifying valve (21) and then is output to the brake cylinder (4), and the average pipe control module (1) controls the pressure of the brake cylinder (4);

When the average pipe control module (1) and the brake cylinder control module (2) are in a fault state, the second brake reversing valve (23) is in a first position to communicate the air brake valve (5) with the second pressure selection valve (22), and the first redundant reversing valve (14) conducts the first redundant pipeline (6); the pressure of the air brake valve (5) is output to the second pressure selection valve (22), the second pressure selection valve (22) compares the pressure of the air brake valve (5) with the pressure of the second redundant pipeline (7), the selection value of the second pressure selection valve (22) is the pressure of the air brake valve (5), the pressure of the air brake valve (5) is amplified by the second flow amplifying valve (21) and then is divided into two paths, one path is output to the brake cylinder (4), the other path is output to the average pipe (3) along the first redundant pipeline (6), and the air brake valve (5) simultaneously controls the pressures of the average pipe (3) and the brake cylinder (4).

3. The locomotive brake control system according to claim 2, wherein the first output directional valve (12) and the first switching directional valve (13) are pneumatic directional valves, the average pipe control module (1) further comprises a first control directional valve (15), one side of the first control directional valve (15) is connected with the first total wind (8), and the other side of the first control directional valve is respectively connected with a pneumatic port of the first output directional valve (12) and a pneumatic port of the first switching directional valve (13);

when the average pipe control module (1) is in a fault state, the first control reversing valve (15) is in a first position so that the pneumatic control port of the first output reversing valve (12) and the pneumatic control port of the first switching reversing valve (13) are respectively blocked from the first total wind (8);

When the average pipe control module (1) is in a normal state, the first control reversing valve (15) is in a second position so that the pneumatic control port of the first output reversing valve (12) and the pneumatic control port of the first switching reversing valve (13) are respectively communicated with the first total wind (8), the first output reversing valve (12) is communicated with the outlet of the first flow amplifying valve (11) and the average pipe (3), and the first switching reversing valve (13) is communicated with the control port of the first flow amplifying valve (11) and the second redundant pipeline (7); the first pre-control pressure output by the average pipe control module (1) is divided into two paths, one path flows out from an outlet of the flow amplifying valve (11) and then is output to the average pipe (3) through the first output reversing valve (12), the other path flows out from a control port of the first flow amplifying valve (11) after being amplified by the first flow amplifying valve (11), flows into the second redundant pipeline (7) through the first switching reversing valve (13), and flows into a control port of the second flow amplifying valve (21) through the second pressure selecting valve (22) so as to realize control of the pressure output to the brake cylinder (4).

4. A locomotive brake control system according to claim 3, characterized in that said averaging pipe control module (1) further comprises a first charge air reversing valve (16) and a first exhaust reversing valve (17), one side of said first charge air reversing valve (16) being connected to the inlet of said first total wind (8) and said first flow amplifying valve (11), respectively, and the other side thereof being connected to the control port of said first flow amplifying valve (11) and the inlet of said first switching reversing valve (13), respectively; one side of the first exhaust reversing valve (17) is provided with an exhaust port, and the other side of the first exhaust reversing valve is respectively connected with an outlet of the first inflation reversing valve (16), a control port of the first flow amplifying valve (11) and an inlet of the first switching reversing valve (13);

when the pressure output of the first total wind (8) is the first pre-control pressure, the first charging reversing valve (16) is switched to a first position to cut off the control ports of the first total wind (8) and the first flow amplifying valve (11), and the first discharging reversing valve (17) is switched to a first position to cut off the control ports of the first total wind (8) and the first flow amplifying valve (11);

When the pressure output of the first total wind (8) is smaller than the first pre-control pressure, the first air charging reversing valve (16) is switched to a second position to conduct the control ports of the first total wind (8) and the first flow amplifying valve (11), the first air discharging reversing valve (17) is switched to a first position to intercept the air outlet of the first air discharging reversing valve (17) and the control port of the first flow amplifying valve (11), and the first air charging reversing valve (16) controls and outputs the pressure of the first total wind (8) to be the first pre-set pressure through air charging;

when the pressure output of the first total wind (8) is larger than the first pre-control pressure, the first air charging reversing valve (16) is switched to a first position to cut off the control ports of the first total wind (8) and the first flow amplifying valve (11), the first air discharging reversing valve (17) is switched to a second position to conduct the control port of the first flow amplifying valve (11) and the air discharging port of the first air discharging reversing valve (17), and the first air discharging reversing valve (17) controls and outputs the pressure of the first total wind (8) to be the first pre-set pressure through air discharging.

5. The locomotive brake control system of claim 4, wherein the average pipe control module (1) further comprises a first pre-control pressure detection device (18), the first pre-control pressure detection device (18) being configured to detect whether the pressure output of the first total wind (8) is controlled to the first preset pressure; the first inflation reversing valve (16), the first exhaust reversing valve (17) and the first pre-control pressure detection device (18) are respectively connected with a control device;

when the first pre-control pressure detection device (18) detects that the pressure output of the first total wind (8) is controlled to be the first preset pressure, the control device controls the first inflation reversing valve (16) and the first exhaust reversing valve (17) to be switched to a first position according to a signal fed back by the first pre-control pressure detection device (18);

when the first pre-control pressure detection device (18) detects that the pressure output of the first total wind (8) is smaller than the first preset pressure, the control device controls the first air charging reversing valve (16) to switch to the second position according to a signal fed back by the first pre-control pressure detection device (18), and the first air discharging reversing valve (17) is switched to the first position;

when the first pre-control pressure detection device (18) detects that the pressure output of the first total wind (8) is larger than the first preset pressure, the control device controls the first inflation reversing valve (16) to be switched to a first position and the first exhaust reversing valve (17) to be switched to a second position according to a signal fed back by the first pre-control pressure detection device (18).

6. The locomotive brake control system of claim 5, wherein said average tube control module (1) further comprises an average tube pressure detection device (19) for detecting said average tube (3) pressure, said average tube pressure detection device (19) and said first redundant reversing valve (14) both being connected to said control device;

When the average pipe pressure detection device (19) detects that the average pipe (3) pressure exceeds a preset pressure range, the control device controls the first redundant reversing valve (14) to be switched to a first position to conduct the first redundant pipeline (6) according to a signal fed back by the average pipe pressure detection device (19), and also controls the first control reversing valve (15) to be switched to the first position so that a pneumatic control port of the first output reversing valve (12) and a pneumatic control port of the first switching reversing valve (13) are respectively blocked with the first total wind (8).

7. The locomotive brake control system of claim 5, wherein said brake cylinder control module (2) further comprises a second charge diverter valve (24) and a second exhaust diverter valve (25), one side of said second charge diverter valve (24) being connected to the inlets of said second total wind (9) and said second flow amplifying valve (21), respectively, and the other side thereof being connected to said second brake diverter valve (23); one side of the second exhaust reversing valve (25) is provided with an exhaust port, and the other side of the second exhaust reversing valve is respectively connected with an outlet of the second inflation reversing valve (24) and the second brake reversing valve (23);

When the pressure output of the second total wind (9) is a second pre-control pressure, the brake cylinder control module (2) is in a normal state, the second air charging reversing valve (24) is switched to a first position to intercept the second total wind (9) and the second brake reversing valve (23), the second air discharging reversing valve (25) is switched to the first position to enable an air outlet of the second air discharging reversing valve (25) to be connected with the second brake reversing valve (23), and the second brake reversing valve (23) is switched to a second position to enable the second air charging reversing valve (24) and the second air discharging reversing valve (25) to be communicated with a control port of the second flow amplifying valve (21); the second pre-control pressure enters the second pressure selection valve (22) through the second brake reversing valve (23), the second pressure selection valve (22) compares the second pre-control pressure with the first pre-control pressure, the selection value of the second pressure selection valve (22) is the second pre-control pressure, and the second pre-control pressure is amplified by the second flow amplifying valve (21) and then is output to the brake cylinder (4) and the second redundant pipeline (7);

When the pressure output of the second total wind (9) is smaller than the second pre-control pressure, the second air charging reversing valve (24) is switched to a second position to conduct the second total wind (9) and the second braking reversing valve (23), the second air discharging reversing valve (25) is switched to a second position to intercept the exhaust port of the second air discharging reversing valve (25) and the second braking reversing valve (23), the second braking reversing valve (23) is switched to a second position to conduct the control ports of the second air charging reversing valve (24) and the second flow amplifying valve (21), and the second air charging reversing valve (24) controls the pressure output of the second total wind (9) to be the second pre-control pressure through air charging;

When the pressure output of the second total wind (9) is larger than the second pre-control pressure, the second air charging reversing valve (24) is switched to a first position to cut off the second total wind (9) and the second braking reversing valve (23), the second air discharging reversing valve (25) is switched to a first position to conduct the air outlet of the second air discharging reversing valve (25) and the second braking reversing valve (23), the second braking reversing valve (23) is switched to a second position to conduct the control ports of the second air charging reversing valve (24) and the second flow amplifying valve (21), and the second air discharging reversing valve (25) controls the pressure output of the second total wind (9) to be the second pre-control pressure through air discharging.

8. The locomotive brake control system of claim 7, wherein the brake cylinder control module (2) further comprises a second pilot pressure detection device (26), the second pilot pressure detection device (26) being configured to detect whether the pressure output of the second total wind (9) is controlled to the second pilot pressure, the second pilot pressure detection device (26) being disposed between the outlet of the second exhaust reversing valve (25) and the inlet of the second brake reversing valve (23); the second inflation reversing valve (24), the second exhaust reversing valve (25) and the second pre-control pressure detection device (26) are respectively connected with the control device;

When the second pre-control pressure detection device (26) detects that the pressure output of the second total wind (9) is controlled to be the second pre-control pressure, the control device controls the second inflation reversing valve (24) and the second exhaust reversing valve (25) to be switched to the first position according to the signal fed back by the second pre-control pressure detection device (26);

When the second pre-control pressure detection device (26) detects that the pressure output of the second total wind (9) is smaller than the second pre-control pressure, the control device controls the second air charging reversing valve (24) to be switched to a second position according to a signal fed back by the second pre-control pressure detection device (26), and the second air discharging reversing valve (25) is switched to the second position;

when the second pre-control pressure detection device (26) detects that the pressure output of the second total wind (9) is larger than the second pre-control pressure, the control device controls the second inflation reversing valve (24) to be switched to the first position according to a signal fed back by the second pre-control pressure detection device (26), and the second exhaust reversing valve (25) is switched to the first position.

9. The locomotive brake control system of claim 8, wherein said brake cylinder control module (2) further comprises brake cylinder pressure sensing means (27) for sensing the brake cylinder (4) pressure, said brake cylinder pressure sensing means (27) and said second brake directional valve (23) both being connected to said control means;

when the brake cylinder pressure detection device (27) detects that the pressure of the brake cylinder (4) exceeds a specified pressure range, the control device controls the second brake reversing valve (23) to be switched to a first position according to a signal fed back by the brake cylinder pressure detection device (27) so as to conduct the air brake valve (5) and the second pressure selection valve (22).

10. A locomotive brake control method for use in a locomotive brake control system according to any one of claims 1 to 9, comprising the steps of:

judging whether the average pipe control module is in a fault state, if so, transmitting the brake cylinder pressure output by the brake cylinder control module to an average pipe along a first redundant pipeline, and controlling the pressure of the average pipe by the brake cylinder control module;

judging whether the brake cylinder control module is in a fault state, if so, transmitting the first pre-control pressure output by the average pipe control module to a second pressure selection valve along a second redundant pipeline, amplifying a selection value of the second pressure selection valve by a second flow amplifying valve, and outputting the amplified selection value to a brake cylinder, wherein the average pipe control module controls the pressure of the brake cylinder;

judging whether the average pipe control module and the brake cylinder control module are in a fault state, if so, outputting the pressure of an air brake valve to the second pressure selection valve, and dividing the amplified selection value of the second pressure selection valve into two paths by the second flow amplification valve, wherein one path is output to the brake cylinder, the other path is output to the average pipe along the first redundant pipeline, and the air brake valve simultaneously controls the pressures of the average pipe and the brake cylinder.