CN110667541B - Brake control device and method - Google Patents

Abstract

The present invention provides a braking control device and method, wherein the braking control unit is configured to generate a first control signal and a second control signal according to a received braking request; Electric braking force for braking. The brake control unit adjusts the second control signal acting on the second equivalent unit according to the pressure difference output by the air brake output unit, so that the pressure difference is equivalent to the air braking force and is output to the brake cylinder for air braking. This air brake is combined with the dynamic braking of the rail vehicle to form the braking force required by the rail vehicle. The present invention realizes the braking control mode of simultaneously performing air braking and electric braking through the braking control unit. Compared with the prior art, only one braking mode is used for braking. It can reduce the wear and tear of brake components, and make better use of dynamic braking to make the use of rail vehicles more energy-saving, clean and environmentally friendly.

Description

A brake control device and method

technical field

The invention relates to the technical field of locomotives, urban rail transit vehicles or rail electric engineering vehicles, in particular to a braking control device and method.

Background technique

Braking a vehicle refers to limiting or reducing the running speed of the vehicle or stopping the vehicle through the retarding effect of the relevant operation. The braking method of the vehicle can be air braking or dynamic braking.

The air brake is powered by compressed air and brakes by controlling the friction force generated by the brake shoe and the wheel, also known as friction braking. Air braking can generate a large braking force, which can meet the braking needs of a wide range of vehicles, but the use of air braking to compress air needs to consume a large amount of energy. When wear occurs, the greater the braking force required, the greater the energy consumption, noise and resulting wear.

The dynamic braking turns into a generator through the reverse movement of the traction drive motor, which generates excitation resistance for braking. Because the resistance is generated by the excitation, the brake components will not be worn during the dynamic braking process, but the braking force it can generate is small and cannot meet all the braking needs of the vehicle.

Although there are currently two braking control modes, air braking and dynamic braking, currently only one braking control mode can be selected from the above-mentioned air braking and dynamic braking for vehicle braking control.

SUMMARY OF THE INVENTION

In view of this, embodiments of the present invention provide a vehicle brake control device and method, which solves the problem that dynamic braking and air braking cannot be performed at the same time.

On the one hand, an embodiment of the present invention provides a brake control device, comprising:

a braking control unit for generating a first control signal and a second control signal according to the received braking request; wherein the braking request includes an electric braking force and an air braking force, and the electric braking force is used for power brake;

a first equivalent unit, the first equivalent unit includes a first adjustment part, a second adjustment part and a first pressure sensor, the first control signal acts on the first adjustment part and the second adjustment part , so that the first equivalent unit outputs a first pressure value;

A second equivalent unit, the second equivalent unit includes a third adjustment part and a fourth adjustment part, and the second control signal acts on the third adjustment part and the fourth adjustment part, so that the first The second equivalent unit outputs the second pressure value;

The air brake output unit includes an actuating part and a second pressure sensor, the actuating part is configured to output a pressure difference between the second pressure value and the first pressure value to the brake cylinder, so that the brake Dynamic cylinder for air braking;

The brake control unit is further configured to adjust the first control signal acting on the first regulating part and the second regulating part according to the first pressure value collected by the first pressure sensor, so that the A pressure value is equivalent to the electric braking force; it is also used for adjusting the second adjusting component acting on the third adjusting component and the fourth adjusting component according to the pressure difference value collected by the second pressure sensor The control signal makes the pressure difference equivalent to the air braking force.

Further, the first equivalent unit further includes a first air cylinder, the first air cylinder and the first pressure sensor are connected to an output end of the first equivalent unit, and the output end is connected to the the input end of the air brake output unit; the first air cylinder is used to slow down the change of the first pressure value;

The first regulating member is arranged on the connection passage between the output end and the main air cylinder, and the second regulating member is arranged on the connection passage between the output end and the first exhaust port, so as to pass through the The first adjustment part and the second adjustment part adjust the first pressure value output by the output end.

Further, the second equivalent unit further includes a second air cylinder, the second air cylinder is connected to the output end of the second equivalent unit, and the output end is connected to the input of the air brake output unit end; the second air cylinder is used to slow down the change of the second pressure value;

The third adjustment part is arranged on the connection passage between the output end and the total air cylinder; the fourth adjustment part is arranged on the connection passage between the output end and the second exhaust port, so as to pass the The third adjusting part and the fourth adjusting part adjust the second pressure value output by the output end.

Further, the brake control unit is further configured to cut off the connection between the air brake output unit and the brake cylinder when the sum of the electric brake force and the air brake force is less than a preset value path.

Further, the air brake output unit further includes a switching component and a fifth adjustment component; the switching component is provided on the connection passage between the air brake output unit and the brake cylinder; the fifth adjustment component The component is arranged on the connection passage between the switching component and the total air cylinder;

The brake control unit is configured to open the fifth adjusting member to conduct the connection passage between the master air cylinder and the switching member, so that the switching member acts to cut off the air brake output unit and the connection passage between the brake cylinder.

Further, the air brake output unit further includes a shut-off valve, which is arranged on the connection passage between the air brake output unit and the brake cylinder, and is used to cut off all the A connection passage between the air brake output unit and the brake cylinder.

On the other hand, an embodiment of the present invention provides a braking control method, which is applied to the braking control unit in the above-mentioned braking control device, including:

A first control signal and a second control signal are generated according to the received braking request; wherein the first control signal acts on the first regulating part of the first equivalent unit in the braking control device and the first regulating part of the first equivalent unit in the braking control device. A second adjusting part of an equivalent unit, so that the first equivalent unit outputs a first pressure value; the second control signal acts on the third adjusting part of the second equivalent unit in the brake control device and the fourth regulating component of the second equivalent unit, so that the second equivalent unit outputs a second pressure value; the braking request includes an electric braking force and an air braking force, and the electric braking force is used to perform dynamic braking;

adjusting the first control signal according to the first pressure value collected by the first pressure sensor of the first equivalent unit, so that the first pressure value is equivalent to the electric braking force;

According to the pressure difference value output by the air brake output unit collected by the second pressure sensor of the air brake output unit in the brake control device, the second control signal is adjusted so that the pressure difference value is equivalent For the air braking force, the pressure difference value is output to the brake cylinder, so that the brake cylinder performs air braking; wherein, the pressure difference value is all output from the actuator of the air brake output unit. A pressure difference between the second pressure value and the first pressure value.

Further, the method further includes: when the sum of the electric braking force and the air braking force is less than a preset value, cutting off the connection passage between the air braking output unit and the brake cylinder.

Further, cutting off the connection passage between the air brake output unit and the brake cylinder includes:

Open the fifth adjustment member of the air brake output unit, and conduct the connection passage between the master air cylinder and the switching member of the air brake output unit, so that the switching member acts to cut off the air brake output unit and the switching member of the air brake output unit. The connection passage between the brake cylinders; wherein the switching member is provided on the connection passage between the air brake output unit and the brake cylinder; the fifth adjustment member is provided on the switching member and the brake cylinder. On the connecting passage between the main air cylinders.

Further, the method further includes: when receiving a maintenance signal, controlling a shut-off valve to cut off the connection passage between the air brake output unit and the brake cylinder, wherein the shut-off valve is arranged on the air brake output unit and the connecting passage between the brake cylinder.

Based on the above solution, the braking control unit is configured to generate a first control signal and a second control signal according to the received braking request; wherein the braking request includes an electric braking force and an air braking force, and the electric braking force is used for for dynamic braking. The brake control unit is further configured to adjust the second control signal acting on the third adjustment part and the fourth adjustment part according to the pressure difference value collected by the second pressure sensor, so that the pressure The difference is equivalent to the air braking force, thereby realizing the hybrid braking of air braking and electric braking. Hybrid braking is a braking control method that can perform air braking and electric braking at the same time. Compared with Only one braking control method is used in the prior art, and the hybrid braking is because the electric braking and the air braking are carried out at the same time, under the same braking force demand, the required air braking force is higher than that required for the air braking only. The air braking force should be small, which can reduce the loss of basic braking components, and at the same time, it can make better use of dynamic braking to make the use of rail vehicles more energy-saving, clean and environmentally friendly.

Further, the brake control unit is further configured to adjust the first control signal acting on the first regulating component and the second regulating component according to the first pressure value collected by the first pressure sensor, so that all The first pressure value is equivalent to the electric braking force, so that the air braking force corresponding to the actual electric braking force can be simulated by the first equivalent unit, and the air braking force can be adjusted according to the output of the first equivalent unit. The air braking force output by the dynamic output unit is more accurate, so that the dynamic braking force matches the air braking force more accurately.

Description of drawings

In order to explain the embodiments of the present invention or the technical solutions in the prior art more clearly, the following briefly introduces the accompanying drawings that need to be used in the description of the embodiments or the prior art. Obviously, the accompanying drawings in the following description are only It is an embodiment of the present invention. For those of ordinary skill in the art, other drawings can also be obtained according to the provided drawings without creative work.

FIG. 1 is a schematic structural diagram of a braking control device in an embodiment of the present invention;

2 is a schematic diagram of the connection of a brake application unit, a vehicle control unit and a brake control unit in an embodiment of the present invention;

3 is a schematic structural diagram of an air output unit in an embodiment of the present invention;

4 is a schematic structural diagram of a first equivalent unit in an embodiment of the present invention;

5 is a schematic structural diagram of a second equivalent unit in an embodiment of the present invention;

6 is another schematic structural diagram of an air output unit in another embodiment of the present invention;

7 is a schematic structural diagram of a first equivalent unit, a second equivalent unit and an air output unit in an application embodiment of the present invention;

FIG. 8 is a flowchart of a braking control method according to still another embodiment of the present invention;

9 is a flowchart of a braking control method according to still another embodiment of the present invention;

FIG. 10 is a flowchart of a braking control method according to still another embodiment of the present invention.

Detailed ways

The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, but not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present invention.

In this application, the terms "comprising", "comprising" or any other variation thereof are intended to encompass a non-exclusive inclusion such that a process, method, article or device comprising a list of elements includes not only those elements, but also no Other elements expressly listed, or which are also inherent to such a process, method, article or apparatus. Without further limitation, an element qualified by the phrase "comprising a..." does not preclude the presence of additional identical elements in a process, method, article or apparatus that includes the element.

Please refer to FIG. 1 , which shows a schematic structural diagram of a brake control device in an embodiment provided by the present invention, including: a brake control unit 101 , a first equivalent unit 102 , a second equivalent unit 103 , and an air control unit 101 . The output unit 104 is activated.

The braking control unit 101 is configured to generate a first control signal and a second control signal according to the received braking request. The braking request includes electric braking force and air braking force, so that the brake control unit 101 controls the air braking and electric braking according to the braking request, and the electric braking force can be directly sent to the unit for electric braking , with the unit for dynamic braking. The first control signal is sent to the first equivalent unit 102, and the second control signal is sent to the second equivalent unit 103, so that the first equivalent unit 102, the second equivalent unit 103 and the air brake output unit 104 can The output of the air braking force is realized under the interaction of the first control signal and the second control signal.

In this embodiment, the braking request may be obtained by the vehicle control unit and sent to the braking control unit 101 . The vehicle control unit is used for obtaining a braking request according to the received braking command. The braking command may be generated by the braking application unit and sent to the vehicle control unit. The brake application unit includes a driver controller and a brake controller. Under this structure, the brake application unit can directly send a brake command to the brake control unit 101 or send a brake command to the vehicle control unit, thereby generating Two implementations of braking requests. The following description will be made with reference to FIG. 2 , which shows a connection diagram of the brake application unit 107 , the vehicle control unit 108 and the brake control unit 101 . Two implementations of generating braking requests are as follows:

In an implementation manner, the brake application unit 107 outputs a brake command to the vehicle control unit 108 according to the operation of the driver controller by the driver. The vehicle control unit 108 receives the braking command, obtains the air braking force and electric braking force required by the vehicle according to the braking command, and sends the braking request to the braking control unit 101 . The driver controller may be a brake handle that can be pushed to different brake gears, or a plurality of input components such as brake buttons representing different brake levels, which are not specifically limited here.

In another implementation, the driver can brake by operating the brake controller, the brake application unit 107 outputs the brake command to the brake control unit 101 , and the brake control unit 101 transmits the brake command to the vehicle control unit 108 . The vehicle control unit 108 receives the braking command, obtains the air braking force and electric braking force required by the vehicle according to the braking command, and sends the braking request to the braking control unit 101 . Wherein, the brake controller may be a brake handle that can be pushed to different brake gears, or a plurality of input components such as brake buttons representing different brake levels, which are not limited here.

The first equivalent unit 102 includes a first regulating component, a second regulating component and a first pressure sensor, and the first control signal acts on the first regulating component and the second regulating component, so that the first equivalent unit 102 outputs a first pressure value .

In this embodiment, the first pressure sensor is used to collect the first pressure value output by the output end and return it to the brake control unit. The first adjusting part and the second adjusting part are switch parts that can adjust the amount of gas in the connection passage of the first equivalent unit 102 . The more gas in the connecting passage, the greater the air pressure in the connecting passage, and the greater the first pressure value output by the output end of the first equivalent unit 102 .

It can be understood that the change of the air pressure in the connection passage can be adjusted by adjusting the gas input and the gas output in the connection passage, so this embodiment can be used in the gas input branch (the total air cylinder to the output of the first equivalent unit 102 respectively). A first adjusting part and a second adjusting part are provided in the gas output branch (where the output end of the connection passage is located or after the output end of the connection passage).

For example, the first adjustment component may be a switch component for adjusting the gas flow rate from the total air cylinder to the output end of the first equivalent unit 102; the second adjustment component may be a switch component for adjusting the flow rate of the exhaust gas in the connection passage; or the first adjustment component Both the component and the second regulating component are switch components for adjusting the gas flow rate from the total air cylinder to the output end of the first equivalent unit 102; or both the first regulating component and the second regulating component are switches for regulating the flow rate of the exhaust gas in the connection passage part.

Taking the first adjustment component as a switch component for adjusting the gas flow rate from the total air cylinder to the output end of the first equivalent unit 102, and the second adjustment component as a switch component for adjusting the flow rate of the exhaust gas in the connection passage as an example, the first control signal will be described below. The action process: the first regulating component can be opened or closed under the action of the first control signal, and further can change its own opening and closing degree, and change the input to the connection path by opening or closing (even the adjustment of the opening and closing degree when opening). Under the action of the first control signal, the second regulating part can also be opened or closed, and of course its opening and closing degree can be changed. In this way, the flow rate of the gas output from the connecting passage can be changed, so as to pass the input and The change of the output controls the air pressure in the connection passage, so that the output end of the first equivalent unit (which is also the output end of the connection passage) outputs the first pressure value. The other two methods are not described in detail here.

The second equivalent unit 103 includes a third regulating component and a fourth regulating component, and the second control signal acts on the third regulating component and the fourth regulating component, so that the second equivalent unit 103 outputs a second pressure value.

In this embodiment, the third regulating member and the fourth regulating member are switch members that can regulate the amount of gas in the connection passage of the second equivalent unit 103 . The more gas in the connecting passage, the greater the air pressure in the connecting passage, and the greater the second pressure value output by the output end of the second equivalent unit 103 .

It can be understood that the change of the air pressure in the connection passage can be adjusted by adjusting the gas input and the gas output in the connection passage, so this embodiment can be used in the gas input branch (the total air cylinder to the output of the first equivalent unit 102 respectively). A third adjusting part and a fourth adjusting part are provided in the gas output branch (where the output end of the connection passage is located or after the output end of the connection passage). For example, the third adjustment component may be a switch component for adjusting the gas flow rate from the total air cylinder to the output end of the second equivalent unit 103 ; the fourth adjustment component may be a switch component for adjusting the flow rate of the exhaust gas in the connecting passage of the second equivalent unit 103 , please refer to the description in the above-mentioned first equivalent unit 102 for specific description, which will not be described in detail here.

The air brake output unit 104 includes an actuator and a second pressure sensor, the structure of which is shown in FIG. 3 , and the actuator 1041 is used to output the pressure difference between the second pressure value and the first pressure value to the brake cylinder 105, so that the The brake cylinder 105 performs air braking. The actuator 1041 can be a differential pressure acting valve or a relay valve, for example, a differential pressure double diaphragm acting valve, the first pressure value and the second pressure value are output to the input end of the acting valve, and the acting valve outputs the second pressure value. The pressure difference value of the first pressure value is subtracted from the pressure value, and the pressure difference value is used as the air braking force to cause the brake cylinder 105 to perform air braking.

In order to facilitate the repair and maintenance of the device, the air brake output unit 104 can also be provided with a stop valve as required. The shut-off valve is provided on the connection passage between the output end of the air brake output unit 104 and the brake cylinder 105 . When maintenance is required, the connection passage between the air brake output unit and the brake cylinder is cut off through the shut-off valve.

The braking control unit 101 is further configured to adjust the first control signal acting on the first regulating component and the second regulating component according to the first pressure value collected by the first pressure sensor, so that the first pressure value is equivalent to an electric braking force. The electric braking force equivalent to the first pressure value means that the air braking performed according to the first pressure value and the dynamic braking performed according to the electric braking force have the same or similar effects.

In this embodiment, the brake control unit 101 acquires the first pressure value collected by the first pressure sensor in real time/continuously. When the collected first pressure value is greater than the electric braking force in the braking request, the braking control unit 101 adjusts the first control signal, and the first adjustment component and the second adjustment component reduce the first control signal according to the adjusted first control signal. The total amount of gas in the connection passage of an equivalent unit 102 reduces the gas pressure, thereby reducing the first pressure value output by the first equivalent unit 102 . When the collected first pressure value is less than the electric braking force in the braking request, the brake control unit 101 also needs to adjust the first control signal, but at this time the first adjustment component and the second adjustment component are adjusted according to the adjusted first control signal. The control signal increases the total amount of gas in the connection passage of the first equivalent unit 102 , so that the air pressure thereof increases, thereby increasing the first pressure value output by the first equivalent unit 102 . Until the first pressure value is equivalent to the electric braking force in the braking request, the brake control unit 101 monitors the first regulating component and the second regulating component to maintain their states unchanged, so as to keep the connection path of the first equivalent unit 102 within the The total amount of gas remains unchanged, so that the gas pressure remains unchanged, thereby maintaining the equivalent electric braking force of the first pressure value output by the first equivalent unit 102 .

However, a point that needs to be explained here is that after the first pressure value output by the first equivalent unit 102 is equivalent to the electric braking force, the main air cylinder may still input gas into the connecting passage and/or connect the gas in the passage through the second regulating component It is still discharged to the outside, which will cause the first pressure value output by the first equivalent unit 102 to change. Therefore, when the first pressure value is equivalent to the electric braking force, the first pressure sensor still needs to collect the first pressure value for the braking force. The dynamic control unit is used to adjust the first control signal acting on the first regulating part and the second regulating part when the first pressure value is not equivalent to the electric braking force.

The brake control unit 101 is further configured to adjust the second control signal acting on the third regulating component and the fourth regulating component according to the pressure difference value collected by the second pressure sensor 1042, so that the pressure difference value is equivalent to the air braking force. The equivalent air braking force of the pressure difference means that the effect of the air braking according to the pressure difference and the air braking according to the air braking force are the same or similar.

In this embodiment, the brake control unit 101 acquires the pressure difference value collected by the second pressure sensor 1042 in real time/continuously. When the collected pressure difference value is greater than the air braking force in the braking request, the braking control unit 101 adjusts the second control signal, and the third adjusting component and the fourth adjusting component reduce the second control signal according to the adjusted second control signal. The total amount of gas in the connection passage of the equivalent unit 103 reduces its air pressure, thereby reducing the second pressure value output by the second equivalent unit 103. Without changing the output of the first equivalent unit 102, the air output The pressure differential output by unit 104 decreases. When the collected pressure difference value is smaller than the air braking force in the braking request, the brake control unit 101 also needs to adjust the second control signal, but at this time the third adjustment component and the fourth adjustment component are controlled according to the adjusted second control signal. The signal increases the total amount of gas in the connection passage of the second equivalent unit 103 , so that its air pressure increases, thereby increasing the second pressure value output by the second equivalent unit 103 , without changing the output of the first equivalent unit 102 The pressure difference output by the air output unit 104 increases until the pressure difference is equivalent to the air braking force in the braking request, and the brake control unit 101 monitors the third regulating part and the fourth regulating part to maintain their states not change, so as to keep the total amount of gas in the connection passage of the second equivalent unit 103 unchanged, so that the gas pressure remains unchanged, thereby maintaining the second pressure value output by the second equivalent unit 102, without changing the first equivalent unit In the case of 102 output, the air braking force equivalent to the pressure difference output by the air output unit 104 is maintained.

The above embodiment realizes the hybrid braking of air braking and dynamic braking. Hybrid braking is a braking control method that can perform air braking and dynamic braking at the same time. The way of brake control, because the power brake and the air brake are carried out at the same time, the required air brake force is smaller than the air brake force required for only the air brake under the same braking demand. Reduce the wear and tear of basic braking components and make better use of dynamic braking to make rail vehicles more energy-efficient, clean and environmentally friendly.

Further, in this embodiment, the first equivalent unit 102 is used to simulate the size of the air braking force corresponding to the actual electric braking force, and the air braking force output by the air braking output unit 104 is adjusted according to the output of the first equivalent unit 102 . power, the obtained air brake force is more accurate, so that the dynamic brake size and the air brake size are more matched.

Please refer to FIG. 4 , which shows a schematic structural diagram of the first equivalent unit 102 in an embodiment of the present invention, including a first regulating part 1021 , a second regulating part 1022 , a first pressure sensor 1023 and a first air cylinder 1024 .

The first air cylinder 1024 and the first pressure sensor 1023 are connected to the output end of the first equivalent unit 102 , and the output end of the first equivalent unit 102 is connected to the input end of the air brake output unit 104 , as shown in FIG. 1 . The first air cylinder 1024 is used to slow down the change of the first pressure value. The first adjusting part 1021 is arranged on the connection passage between the output end and the main air cylinder 106; the second adjusting part 1022 is arranged on the connecting passage between the output end and the first exhaust port; The second adjusting component 1022 adjusts the first pressure value output by the output end.

The following describes the implementation of adjusting the first pressure value output by the output end through the first adjusting part 1021 and the second adjusting part 1022:

When the first pressure value needs to be increased, the first regulating member 1021 conducts the connection passage from the total air cylinder 106 to the output end (further, when conducting, the opening and closing degree of the first regulating member 1021 can be increased to increase the flow rate), The second regulating member 1022 disconnects the connection passage from the output end to the first exhaust port. The gas of the main air cylinder 106 is delivered to the output end and the first air cylinder 1024 through the first regulating member 1021 . The gas in the output end and the first air cylinder 1024 increases, and the air pressure increases, so that the first pressure value increases.

When the first pressure value needs to be reduced, the first regulating part 1021 disconnects the connection path from the total air cylinder 106 to the output end (or reduces the opening and closing degree of the first regulating part 1021 ), and the second regulating part 1022 conducts the output end to The connection path of the first exhaust port. The gas in the output end of the first equivalent unit 102 and the first air cylinder 1024 is discharged from the first exhaust port through the second regulating member 1022 . The gas in the output end and the first air cylinder 1024 decreases, and the decrease in air pressure reduces the first pressure value.

When it is necessary to keep the first pressure value unchanged, the first regulating part 1021 disconnects the connection passage from the main air cylinder 106 to the output end, and the second regulating part 1022 disconnects the connection passage from the output end to the first exhaust port. The total amount of gas at the output end of the first equivalent unit 102 and the first air cylinder 1024 remains unchanged, and the air pressure does not change, so that the first pressure value remains unchanged.

The first air cylinder 1024 may be a cavity container for storing gas. The first regulating part 1021 and the second regulating part 1022 may be switch components that control the connection passage, such as a solenoid valve or a proportional valve. The first pressure sensor 1023 is used to detect the first pressure value output by the output terminal and return it to the brake control unit.

Please refer to FIG. 5 , which shows a schematic structural diagram of the second equivalent unit 103 in an embodiment of the present invention, including a third adjusting part 1031 , a fourth adjusting part 1032 and a second air cylinder 1033 , and the second air cylinder 1033 is connected to the The output end of the second equivalent unit 103 is connected to the input end of the air brake output unit 104; the second air cylinder 1033 is used to slow down the change of the second pressure value. The third regulating part 1031 is arranged on the connection passage between the output end and the main air cylinder 106; The four adjusting components 1032 adjust the second pressure value output by the output end.

The implementation manner of adjusting the second pressure value output by the output end through the third adjusting part 1031 and the fourth adjusting part 1032 is described below:

When the second pressure value needs to be increased, the third regulating part 1031 conducts the connection path from the main air cylinder 106 to the output end, the fourth regulating part 1032 disconnects the connection path from the output end to the second exhaust port, and the main air cylinder 106 The gas in the output end and the second air cylinder 1033 is delivered to the output end and the second air cylinder 1033 through the second regulating part 1031, the gas in the output end and the second air cylinder 1033 increases, and the air pressure increases, so that the second pressure value increases.

When the second pressure value needs to be reduced, the third regulating part 1031 disconnects the connection path from the main air cylinder 106 to the output end, the fourth regulating part 1032 conducts the connection path from the output end to the second exhaust port, the second equivalent The gas in the output end of the unit 103 and the second air cylinder 1033 is discharged from the second exhaust port through the fourth regulating member 1032, the gas in the output end and the second air cylinder 1033 is reduced, and the air pressure is reduced to make the second pressure value decrease.

When the second pressure value needs to be kept unchanged, the third regulating component 1031 disconnects the connection path from the main air cylinder 106 to the output end, and the fourth regulating component 1032 disconnects the connection path from the output end to the second exhaust port. The total amount of gas at the output end of the second equivalent unit 103 and the second air cylinder 1033 remains unchanged, and the air pressure does not change, so that the second pressure value remains unchanged.

The second air cylinder 1033 may be a cavity container for storing gas. The third regulating part 1031 and the fourth regulating part 1032 may be valves that control the on-off of the connection passage, such as a solenoid valve or a proportional valve. A pressure sensor may be added to the output end of the second equivalent unit 103 as required, so as to monitor the second pressure value output by the second equivalent unit 103 through the pressure sensor.

Another embodiment of the present invention is a brake control device. In order to further reduce the wear on the basic brake components, the structure of the air output unit 104 is improved in this embodiment. Please refer to FIG. 6 , which shows another structure of the air output unit 104 of this embodiment. Compared to FIG. 5 , the air brake output unit 104 further includes a switching part 1044 and a fifth regulating part 1043 .

The switching member 1044 is provided on the connection passage between the air brake output unit 104 and the brake cylinder 105 . The fifth regulating member 1043 is provided on the connection passage between the switching member 1044 and the master air cylinder 106 .

The brake control unit 101 is further configured to open the fifth regulating part 1043 when the sum of the electric braking force and the air braking force is less than a preset value to conduct the connection path between the master air cylinder 106 and the switching part 1044, so that The switching member 1044 operates to cut off the connection path between the air brake output unit 104 and the brake cylinder 105. At this time, the brake control device only uses the electric braking force to perform dynamic braking.

The preset value can be set as the upper limit of the electric braking force. If the braking force required by the vehicle is less than the upper limit, the electric braking force is preferentially used for dynamic braking, which can further reduce the wear of the basic braking components of the vehicle. The preset value can also be set to other values according to the needs of the scene, which is not limited here.

The brake control unit 101 is also used to switch the control mode when the first equivalent unit 102 fails, and switch the hybrid braking mode (that is, the air brake and the dynamic brake are braked at the same time) to the air brake and the dynamic brake. Select a braking control method from dynamic braking.

On the basis of hybrid braking, this embodiment considers that the electric braking force is preferentially used for dynamic braking, which can further reduce the wear of the basic braking components of the vehicle.

For ease of understanding, an application embodiment of the present invention will be introduced below. Please refer to FIG. 7 , which shows a schematic structural diagram of the first equivalent unit 102 , the second equivalent unit 103 and the air output unit 104 of the brake control device.

The brake control unit 101 controls the air brake and the electric brake according to the brake request. The braking request includes electric braking force and air braking force, and the braking control unit 101 generates a first control signal and a second control signal according to the received braking request. The electric braking force can be sent directly to the unit for dynamic braking, where the dynamic braking takes place. The first control signal and the second control signal act on the first equivalent unit 101 and the second equivalent unit 102 to perform air braking, which will be described later with reference to FIG. 7 .

The first equivalent unit 102 includes a proportional valve, a solenoid valve 1 , a sensor 1 and an air cylinder 1 . The air cylinder 1 and the sensor 1 are connected to the output end of the first equivalent unit 102 , and the output end is connected to the Cv2 end of the acting valve of the air brake output unit 104 . The air cylinder 1 is used to slow down the change of the first pressure value. The proportional valve is provided on the connection passage between the output end and the master air cylinder 106 . The solenoid valve 1 is provided on the connection passage between the output end and the first exhaust port. The first control signal acts on the proportional valve and the solenoid valve 1 , and the first control signal includes a current signal for controlling the valve opening of the proportional valve and an electrical signal for controlling the opening and closing of the solenoid valve 1 . The magnitude of the current signal is related to the magnitude of the electric braking force in the braking request. The valve opening of the proportional valve and the opening/closing of the solenoid valve 1 can be adjusted through the first control signal, so that the adjustment of the proportional valve and the solenoid valve 1 can make the The first pressure value output by the first equivalent unit 102 is equivalent to the electric braking force, and the working process is as follows:

When the proportional valve conducts the connection path from the total air cylinder 106 to the output end, and the solenoid valve 1 disconnects the connection path from the output end to the first exhaust port, the gas in the total air cylinder 106 is delivered to the output end and the air cylinder 1 through the proportional valve, The gas in the output end and the air cylinder 1 increases, and the pressure increases, so that the first pressure value increases. When the proportional valve disconnects the connection path from the main air cylinder 106 to the output end, and the solenoid valve 1 conducts the connection path from the output end to the first exhaust port, the output end of the proportional valve and the gas in the air cylinder 1 pass through the solenoid valve 1 from the first exhaust port. An exhaust port is discharged, the gas in the output end and the air cylinder 1 is reduced, and the pressure is reduced, so that the first pressure value is reduced. The sensor 1 continuously/real-time collects the first pressure value output by the output terminal and returns it to the brake control unit 101 . The brake control unit 101 adjusts the current signal acting on the proportional valve and the electrical signal of the solenoid valve 1 according to the first pressure value collected by the sensor 1, and adjusts the output by controlling the valve opening of the proportional valve and the opening/closing of the solenoid valve 1 The first pressure value of the terminal until the first pressure value is equivalent to the electric braking force.

The second equivalent unit 103 includes a solenoid valve 2 , a solenoid valve 3 , an air cylinder 2 and a sensor 2 . The air cylinder 2 and the sensor 2 are connected to the output end of the second equivalent unit 103 , and the output end is connected to the Cv1 end of the acting valve of the air brake output unit 104 . The air cylinder 2 is used to slow down the change of the first pressure value. The solenoid valve 2 is provided on the connection passage between the output end and the master air cylinder 106 . The solenoid valve 3 is provided on the connection passage between the output end and the second exhaust port. The second control signal acts on the solenoid valve 2 and the solenoid valve 3. The second control signal includes an electrical signal for controlling the switch of the solenoid valve 2 and an electrical signal for controlling the switch of the solenoid valve 3. The solenoid valve is controlled by the second control signal. 2 and the solenoid valve 3 are opened/closed, so that the second pressure value output by the second equivalent unit 103 is equivalent to the total braking force by adjusting the solenoid valve 2 and the solenoid valve 3, that is, the sum of the air braking force and the electric braking force . Under the action of the second control signal, the working process of the second equivalent unit 103 is as follows:

When the solenoid valve 2 conducts the connection path from the main air cylinder 106 to the output end, and the solenoid valve 3 disconnects the connection path from the output end to the second exhaust port, the gas in the main air cylinder 106 is delivered to the output end and the air cylinder through the solenoid valve 2 2. The gas in the output end and the air cylinder 2 increases, and the pressure increases, so that the second pressure value increases. When the solenoid valve 2 disconnects the connection path from the main air cylinder 106 to the output end, and the solenoid valve 3 conducts the connection path from the output end to the second exhaust port, the output end of the second equivalent unit 103 and the gas in the air cylinder 2 pass through The solenoid valve 3 is discharged from the second exhaust port, the gas in the output end and the air cylinder 2 decreases, and the pressure decreases, so that the second pressure value decreases. The sensor 2 is used to collect the second pressure value output by the output terminal and return it to the brake control unit 101 .

The air brake output unit 104 includes an application valve, a shut-off valve, a solenoid valve 4 , a switching valve and a sensor 3 . The action valve is a differential pressure double-diaphragm action valve. The first pressure value is input from the Cv2 end, that is, the upper part of the lower diaphragm; the second pressure value is input from the Cv2 end, that is, the lower part of the upper diaphragm. The R end of the action valve is connected to the master cylinder 106 . The action valve is a differential pressure balance structure, and is used to output the pressure difference value of the second pressure value minus the first pressure value.

The sensor 3 is used to continuously/real-time collect the pressure difference output by the action valve to the brake control unit. The brake control unit 101 adjusts the electrical signals acting on the solenoid valve 2 and the solenoid valve 3 according to the pressure difference value collected by the sensor 3, and adjusts the second pressure value at the output end by controlling the opening/closing of the solenoid valve 2 and the solenoid valve 3, Therefore, the pressure difference value changes with the change of the second pressure value until the pressure difference value is equivalent to an air braking force, and is output to the brake cylinder 105 so that the brake cylinder 105 performs air braking.

In this embodiment, another implementation of adjusting the second control signal: the brake control unit 101 adjusts the electrical signals acting on the solenoid valve 2 and the solenoid valve 3 according to the second pressure value collected by the sensor 2, so that the second The pressure value is equal to the sum of the air braking force and the electric braking force. Then, the pressure difference output by the action valve can also be equivalent to the air braking force, and output to the brake cylinder 105, so that the brake cylinder 105 performs air braking.

The shut-off valve and the switching valve are provided on the connection passage between the output end of the action valve and the brake cylinder 105 . When maintenance is required, the connection passage between the air brake output unit and the brake cylinder is cut off through the shut-off valve. The solenoid valve 4 is provided in the connection passage between the switching valve and the master cylinder 106 .

When the sum of the electric braking force and the air braking force is less than the preset value, the brake control unit 101 opens the solenoid valve 4 to conduct the connection passage between the master air cylinder 106 and the switching valve, so that the switching valve action cuts off the action valve and the switching valve. A connection passage between the brake cylinders 105 . At this time, the brake control device only uses dynamic braking to brake the vehicle. The preset value can be set as the upper limit value of the electric braking force. If the braking force required by the vehicle is less than the upper limit value, the dynamic braking is preferentially used for braking, which can further reduce the wear of the basic braking components of the vehicle. The preset value can also be set to other values according to the needs of the scene, which is not limited here.

The above embodiment realizes the hybrid braking of air braking and dynamic braking. Hybrid braking is a braking control method that can perform air braking and dynamic braking at the same time. The way of brake control, because the power brake and the air brake are performed at the same time, the required air brake force is smaller than the air brake force required for only the air brake under the same braking force demand. Reduce the wear and tear of basic braking components and make better use of dynamic braking to make rail vehicles more energy-efficient, clean and environmentally friendly. On the basis of hybrid braking, dynamic braking is considered as a priority, which can further reduce the wear of the basic braking components of the vehicle.

Further, in this embodiment, the first equivalent unit 102 is used to simulate the size of the air braking force corresponding to the actual electric braking force, and the air braking force output by the air braking output unit 104 is adjusted according to the output of the first equivalent unit 102 . power, the obtained air brake force is more accurate, so that the dynamic brake size and the air brake size are more matched.

The method embodiments corresponding to the device embodiments are described below. Please refer to 8, which shows a flowchart of a braking control method according to another embodiment of the present invention. The method is applied to the braking in the braking control device of the above-mentioned embodiment. The control unit includes the following steps:

S801. Generate a first control signal and a second control signal according to the received braking request.

In this embodiment, the first control signal acts on the first regulating component of the first equivalent unit and the second regulating component of the first equivalent unit in the brake control device, so that the first equivalent unit outputs the first pressure value. The first adjustment part and the second adjustment part are switch parts that can adjust the amount of gas in the connection passage of the first equivalent unit, and the first adjustment part and the second adjustment part are adjusted by the electric signal as the first control signal, so as to Adjust the amount of gas in the connection passage. The air pressure in the connection passage will change with the amount of gas in it. Therefore, the air pressure in the connection passage can be adjusted by adjusting the gas size in the connection passage, and then the first pressure output by the output end of the first equivalent unit can be adjusted. value size. Please refer to the above-mentioned embodiments for the descriptions of the functions and working processes of the first adjusting member and the second adjusting member, which will not be repeated here. The first equivalent unit also includes a first pressure sensor. The first pressure sensor collects the magnitude of the first pressure value in real-time/uninterrupted manner. For the structural composition and function description of the first equivalent unit, please refer to the above-mentioned embodiment and FIG. 3 , which will not be repeated here.

The second control signal acts on the third regulating component of the second equivalent unit and the fourth regulating component of the second equivalent unit in the brake control device, so that the second equivalent unit outputs the second pressure value. The third adjustment part and the fourth adjustment part are switch parts that can adjust the amount of gas in the connection passage of the second equivalent unit, and the third adjustment part and the fourth adjustment part are adjusted by the electric signal as the second control signal to Adjust the amount of gas in the connection passage. The air pressure in the connection passage will change with the amount of gas in it, so by adjusting the gas size in the connection passage, the air pressure in the connection passage can be adjusted, and then the second pressure output by the output end of the second equivalent unit can be adjusted. the size of the value. Please refer to the above-mentioned embodiment for the description of the functions of the third adjusting member and the fourth adjusting member, and refer to the above-mentioned embodiment for the description of the structure and function of the second equivalent unit, which will not be repeated here.

In this embodiment, the braking request includes electric braking force and air braking force, and the electric braking force is used for dynamic braking. Please refer to the above-mentioned embodiment for an explanation of how the braking request is obtained, and will not be repeated here.

S802: Adjust the first control signal according to the first pressure value collected by the first pressure sensor of the first equivalent unit, so that the first pressure value is equivalent to an electric braking force. The electric braking force equivalent to the first pressure value means that the air braking performed according to the first pressure value and the dynamic braking performed according to the electric braking force have the same or similar effects. For the working process of the braking control unit adjusting the first pressure value to make it equivalent to the electric braking force, please refer to the above-mentioned embodiment, which will not be repeated here.

S803: Adjust the second control signal according to the pressure difference value output by the air brake output unit collected by the second pressure sensor of the air brake output unit in the brake control device, so that the pressure difference value is equivalent to the air brake force. The pressure difference value is output to the brake cylinder, so that the brake cylinder can perform air braking. The equivalent air braking force of the pressure difference value refers to the air braking according to the pressure difference value and the air braking according to the air braking force. The effect is the same or similar.

In this embodiment, the pressure difference value is the pressure difference value between the second pressure value and the first pressure value output by the actuator of the air brake output unit. For the structure and composition of the air brake output unit and the functions of each component, please refer to the above-mentioned embodiment and FIGS. 5-6 , which will not be repeated here. The magnitude of the pressure difference value is related to the first pressure value and the second pressure value, and the pressure difference value can be adjusted by adjusting the magnitudes of the first pressure value and the second pressure value. The working process of the brake control unit adjusting the pressure difference to make it equivalent to the air braking force can refer to the above-mentioned embodiment, which will not be repeated here.

The above embodiment realizes the hybrid braking of air braking and dynamic braking. Hybrid braking is a braking control method that can perform air braking and dynamic braking at the same time. The way of brake control, because the power brake and the air brake are carried out at the same time, the required air brake force is smaller than the air brake force required for only the air brake under the same braking demand. Reduce the wear and tear of basic braking components and make better use of dynamic braking to make rail vehicles more energy-efficient, clean and environmentally friendly.

Further, in this embodiment, the size of the air braking force corresponding to the actual electric braking force is simulated by the first equivalent unit, and the air braking force output by the air braking output unit is adjusted according to the output of the first equivalent unit, so as to obtain: The size of the air brake force is more accurate, making the size of the dynamic brake more closely matched with the size of the air brake.

In order to further reduce the wear on the basic braking components, another embodiment of the present invention provides a braking control method, please refer to 9, which shows a flowchart of the braking control method, including the following steps:

S901, judging whether the sum of the electric braking force and the air braking force is less than a preset value. When the sum of the electric braking force and the air braking force is less than the preset value, step S902 is executed; when the sum of the electric braking force and the air braking force is not less than the preset value, steps S903-S905 are executed.

In this embodiment, the preset value may be set as the upper limit value of the electric braking force. If the braking force required by the vehicle is less than the upper limit value, step S902 is executed, and the electric braking force is preferentially used for dynamic braking, which can be further reduced Wear of the vehicle's base brake components. The preset value can also be set to other values according to the needs of the scene, which is not limited here.

S902, cutting off the connection passage between the air brake output unit and the brake cylinder.

After step S902 is executed, the braking control device only uses the electric braking force to perform dynamic braking. One way for the brake control unit to cut off the connection passage between the air brake output unit and the brake cylinder is to open the fifth adjustment part of the air brake output unit, and conduct the connection between the main air cylinder and the air brake output unit. Switching the connection passage between the components, so that the action of the switching component cuts off the connection passage between the air brake output unit and the brake cylinder; wherein, the switching component is arranged on the connection passage between the air brake output unit and the brake cylinder; the fifth adjustment The components are arranged on the connecting passage between the switching component and the master cylinder, as shown in FIG. 6 .

S903, according to the received braking request, generate a first control signal and a second control signal.

S904, adjusting the first control signal according to the first pressure value collected by the first pressure sensor of the first equivalent unit, so that the first pressure value is equivalent to an electric braking force.

S905, adjust the second control signal according to the pressure difference value output by the air brake output unit collected by the second pressure sensor of the air brake output unit in the brake control device, so that the pressure difference value is equivalent to the air brake force. The differential pressure value is output to the brake cylinder to allow the brake cylinder to air brake.

For the description of the working process of steps S903-S905, please refer to steps S801-S803 in the above embodiment, and details are not repeated here.

In this embodiment, on the basis of the hybrid braking in which the air braking and the dynamic braking are performed at the same time, it is considered that the electric braking force is preferentially used for the dynamic braking, which can further reduce the wear of the basic braking components of the vehicle.

Considering the various situations that may occur in the braking control device, the present invention provides another embodiment of a braking control method, please refer to 10, which shows a flowchart of the braking control method, which is increased compared to FIG. 9 . did the following steps:

S1006, when the inspection signal is received, the shut-off valve is controlled to cut off the connection passage between the air brake output unit and the brake cylinder. Wherein, the shut-off valve is arranged on the connection passage between the air brake output unit and the brake cylinder.

S1007 , when a fault signal of the first equivalent unit is received, the hybrid braking mode of air braking and dynamic braking is switched to a braking control mode selected from air braking and dynamic braking.

If the first equivalent unit fails, the first pressure value of the equivalent electric braking force cannot be obtained, and the air braking force matching the dynamic braking cannot be obtained in the hybrid braking mode, and the output to the braking force may occur. The air braking force of the cylinder is insufficient, resulting in the vehicle not being able to brake effectively. In this case, switch to a braking control method selected from air braking and dynamic braking to ensure that the vehicle can brake effectively.

For the description of the working process of steps S1001-S1002, please refer to steps S901-S902 in the foregoing embodiment, and for the description of the working process of steps S1003-S1005, please refer to steps S801-S803 in the foregoing embodiment, which will not be repeated here. Of course, at least one of the above-mentioned steps S1006 and S1007 can also be added on the basis of the above-mentioned FIG. 8 , so that the corresponding operation can be performed according to the maintenance signal and/or the fault signal while the air brake and the dynamic brake are mixed.

The various embodiments in this specification are described in a progressive manner, and the same and similar parts between the various embodiments may be referred to each other, and each embodiment focuses on the differences from other embodiments. In particular, as for the system or the system embodiment, since it is basically similar to the method embodiment, the description is relatively simple, and the relevant part may refer to the partial description of the method embodiment. The systems and system embodiments described above are only illustrative, wherein the units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, It can be located in one place, or it can be distributed over multiple network elements. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution in this embodiment. Those of ordinary skill in the art can understand and implement it without creative effort.

Professionals may further realize that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of the two, in order to clearly illustrate the possibilities of hardware and software. Interchangeability, the above description has generally described the components and steps of each example in terms of function. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Skilled artisans may implement the described functionality using different methods for each particular application, but such implementations should not be considered beyond the scope of the present invention.

The above description of the disclosed embodiments enables any person skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Thus, the present invention is not intended to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims (10)

1. A brake control device, comprising: a brake control unit, a first equivalent unit, a second equivalent unit and an air brake output unit, wherein: The braking control unit is configured to generate a first control signal and a second control signal according to the received braking request; wherein the braking request includes an electric braking force and an air braking force, and the electric braking force is used for perform dynamic braking; The first equivalent unit includes a first adjustment part, a second adjustment part and a first pressure sensor, and the first control signal acts on the first adjustment part and the second adjustment part to make the first adjustment part The equivalent unit outputs the first pressure value; The second equivalent unit includes a third adjustment part and a fourth adjustment part, and the second control signal acts on the third adjustment part and the fourth adjustment part, so that the second equivalent unit outputs the first Two pressure values; The air brake output unit includes an actuating part and a second pressure sensor, the actuating part is configured to output a pressure difference between the second pressure value and the first pressure value to the brake cylinder, so that the brake Dynamic cylinder for air braking; The brake control unit is further configured to adjust the first control signal acting on the first regulating part and the second regulating part according to the first pressure value collected by the first pressure sensor, so that the A pressure value is equivalent to the electric braking force; it is also used for adjusting the second adjusting component acting on the third adjusting component and the fourth adjusting component according to the pressure difference value collected by the second pressure sensor The control signal makes the pressure difference equivalent to the air braking force. 2 . The brake control device according to claim 1 , wherein the first equivalent unit further comprises a first air cylinder, and the first air cylinder and the first pressure sensor are connected to the first air cylinder. 3 . An output end of an equivalent unit, the output end of the first equivalent unit is connected to the input end of the air brake output unit; the first air cylinder is used to slow down the change of the first pressure value; The first adjustment part is arranged on the connection passage between the output end of the first equivalent unit and the total air cylinder, and the second adjustment part is arranged at the output end of the first equivalent unit and the first row The first pressure value output by the output end of the first equivalent unit is adjusted through the first adjusting part and the second adjusting part on the connecting passage between the air ports. 3 . The brake control device according to claim 1 , wherein the second equivalent unit further comprises a second air cylinder, and the second air cylinder is connected to the output end of the second equivalent unit. 4 . , the output end of the second equivalent unit is connected to the input end of the air brake output unit; the second air cylinder is used to slow down the change of the second pressure value; The third adjustment part is arranged on the connection passage between the output end of the second equivalent unit and the total air cylinder; the fourth adjustment part is arranged at the output end of the second equivalent unit and the second row on the connecting passage between the gas ports, so as to adjust the second pressure value output by the output end of the second equivalent unit through the third adjusting part and the fourth adjusting part. 4 . The braking control device according to claim 1 , wherein the braking control unit is further configured to cut off the braking force when the sum of the electric braking force and the air braking force is less than a preset value. 5 . A connection passage between the air brake output unit and the brake cylinder. 5 . The brake control device according to claim 4 , wherein the air brake output unit further comprises a switching part and a fifth regulating part; the switching part is provided on the air brake output unit and the on the connection passage between the brake cylinders; the fifth adjusting member is arranged on the connection passage between the switching member and the master air cylinder; The brake control unit is configured to open the fifth adjusting member to conduct the connection passage between the master air cylinder and the switching member, so that the switching member acts to cut off the air brake output unit and the connection passage between the brake cylinder. 6 . The brake control device according to claim 1 , wherein the air brake output unit further comprises a shut-off valve, and the shut-off valve is provided between the air brake output unit and the brake cylinder. 7 . It is used to cut off the connection passage between the air brake output unit and the brake cylinder when an inspection signal is received. 7. A braking control method, characterized in that, the braking control unit applied to the braking control device according to any one of claims 1-6, comprising: A first control signal and a second control signal are generated according to the received braking request; wherein the first control signal acts on the first regulating part of the first equivalent unit in the braking control device and the first regulating part of the first equivalent unit in the braking control device. A second adjusting part of an equivalent unit, so that the first equivalent unit outputs a first pressure value; the second control signal acts on the third adjusting part of the second equivalent unit in the brake control device and the fourth regulating component of the second equivalent unit, so that the second equivalent unit outputs a second pressure value; the braking request includes an electric braking force and an air braking force, and the electric braking force is used to perform dynamic braking; adjusting the first control signal according to the first pressure value collected by the first pressure sensor of the first equivalent unit, so that the first pressure value is equivalent to the electric braking force; According to the pressure difference value output by the air brake output unit collected by the second pressure sensor of the air brake output unit in the brake control device, the second control signal is adjusted so that the pressure difference value is equivalent For the air braking force, the pressure difference value is output to the brake cylinder, so that the brake cylinder performs air braking; wherein, the pressure difference value is all output from the actuator of the air brake output unit. A pressure difference between the second pressure value and the first pressure value. 8. The method of claim 7, further comprising: When the sum of the electric braking force and the air braking force is smaller than a preset value, the connection passage between the air braking output unit and the brake cylinder is cut off. 9. The method according to claim 8, wherein cutting off the connection passage between the air brake output unit and the brake cylinder comprises: Open the fifth adjustment member of the air brake output unit, and conduct the connection passage between the master air cylinder and the switching member of the air brake output unit, so that the switching member acts to cut off the air brake output unit and the air brake output unit. The connection passage between the brake cylinders; wherein the switching member is provided on the connection passage between the air brake output unit and the brake cylinder; the fifth adjustment member is provided on the switching member and the brake cylinder. On the connecting passage between the main air cylinders. 10. The method of claim 7, further comprising: When receiving the inspection signal, the shut-off valve is controlled to cut off the connection passage between the air brake output unit and the brake cylinder, wherein the shut-off valve is arranged between the air brake output unit and the brake cylinder on the connection path.

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