CN108791259B - Train redundant braking device and method - Google Patents
Train redundant braking device and method Download PDFInfo
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- CN108791259B CN108791259B CN201810555912.3A CN201810555912A CN108791259B CN 108791259 B CN108791259 B CN 108791259B CN 201810555912 A CN201810555912 A CN 201810555912A CN 108791259 B CN108791259 B CN 108791259B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/66—Electrical control in fluid-pressure brake systems
- B60T13/662—Electrical control in fluid-pressure brake systems characterised by specified functions of the control system components
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/66—Electrical control in fluid-pressure brake systems
- B60T13/68—Electrical control in fluid-pressure brake systems by electrically-controlled valves
- B60T13/683—Electrical control in fluid-pressure brake systems by electrically-controlled valves in pneumatic systems or parts thereof
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Abstract
The invention discloses a redundant braking device and method for a train. Wherein, the device includes: the first emergency brake is used for braking the train under the control of the first emergency brake loop; the second emergency brake is used for braking the train under the control of the second emergency brake loop; and the selection switch is used for switching between the first emergency brake and the second emergency brake to brake the train. The invention solves the technical problem of lower reliability of train emergency braking caused by single control circuit in the prior art.
Description
Technical Field
The invention relates to the field of train brake control, in particular to a train redundant brake device and a train redundant brake method.
Background
Due to the characteristic of large passenger capacity of urban rail transit vehicles, the reliability of vehicle operation is a problem which is always concerned by the public. The most important train control system of the brake system belongs to a high safety system of the train, so the reliability and safety of the brake control are particularly important in the design of a control circuit. Therefore, the research on the high reliability of the emergency brake control system is always a hot problem in the field of rail transit.
The reliability of the emergency brake control system requires that the train emergency brake control circuit has a low failure rate, but the traditional emergency brake circuit is single, the emergency control system circuit is long and complex, and has more control nodes, and the superposition of a plurality of control nodes reduces the reliability of the emergency brake circuit to a great extent, so that the efficient operation of the emergency brake circuit is difficult to ensure. When the conventional rail transit vehicle processes the fault of the emergency braking loop, the method of cutting off the emergency braking loop is often adopted, the vehicle is enabled to clear passengers and return to the vehicle section to process the fault, and the running efficiency of the train is greatly reduced by the method.
In view of the above problems, no effective solution has been proposed.
Disclosure of Invention
The embodiment of the invention provides a train redundant braking device and method, which at least solve the technical problem of low reliability of emergency braking of a train caused by single control circuit in the prior art.
According to an aspect of an embodiment of the present invention, there is provided a train redundant braking apparatus including: the first emergency brake is used for braking the train under the control of the first emergency brake loop; the second emergency brake is used for braking the train under the control of the second emergency brake loop; and the selection switch is used for switching between the first emergency braking loop and the second emergency braking loop to brake the train.
Preferably, the first emergency brake loop includes a first emergency brake switch for triggering the first emergency brake loop to bring the train into an emergency braking state, and the first emergency brake switch includes: a first switch for triggering emergency braking by a passenger in an emergency safety situation; the second switch is used for detecting the integrity of the train and triggering emergency braking under the condition that the train body is unhooked; and the third switch is used for detecting the pneumatic brake pressure and triggering emergency braking when the pneumatic brake pressure is smaller than the minimum safety standard.
Preferably, the second emergency brake loop comprises a second emergency brake switch for triggering the second emergency brake loop to bring the train into an emergency braking state, and the second emergency brake switch: a fourth switch for triggering emergency braking by a passenger in an emergency safety situation; the fifth switch is used for detecting the integrity of the train and triggering emergency braking under the condition that the train body is unhooked; and the sixth switch is used for detecting the pneumatic brake pressure and triggering emergency braking when the pneumatic brake pressure is smaller than the minimum safety standard.
Preferably, the selection switch includes: the first switch contact is used for starting the first emergency braking loop and closing the second emergency braking loop while starting the first emergency braking loop; and the second switch contact is used for starting the second emergency braking loop and closing the first emergency braking loop while starting the second emergency braking loop.
Preferably, the first emergency brake and the second emergency brake are one and the same emergency brake.
According to another aspect of the embodiments of the present invention, there is provided a train redundant braking method, including: judging whether a first emergency braking loop for braking the train breaks down or not; and if the judgment result is yes, switching to a second emergency braking loop through a selector switch to brake the train, wherein the second emergency braking loop is a redundant braking loop of the first emergency braking loop.
Preferably, before determining whether the first emergency braking loop for braking the train has a fault, the method further includes: braking the train by a first emergency braking loop, comprising: closing a first switch, opening a second switch and closing a third switch, wherein the first switch, the second switch and the third switch are connected in series with a first emergency brake trigger switch, and the first emergency brake trigger switch is electrified to keep the train in a non-emergency braking state; any one of the first switch, the second switch or the third switch changes the state, and the first emergency brake trigger switch loses power, so that the train triggers the emergency braking state.
Preferably, switching to brake the train by the second emergency braking loop via the selector switch comprises: closing a first switch, opening a second switch and closing a third switch, wherein the first switch, the second switch and the third switch are connected in series with a second emergency brake trigger switch, and the second emergency brake trigger switch is electrified to keep the train in a non-emergency braking state; any one of the first switch, the second switch or the third switch changes the state, and the second emergency brake trigger switch loses power, so that the train triggers the emergency braking state.
Preferably, the determining whether the first emergency braking loop for braking the train fails comprises: acquiring a first braking parameter of a first emergency braking loop; and judging whether the first emergency braking loop is in failure or not according to the first braking parameter.
Preferably, after switching to braking the train by the second emergency braking loop through the selector switch, the method further comprises: acquiring a second braking parameter of a second emergency braking loop; and judging whether the second emergency braking loop is in fault according to the second braking parameter, and if the second emergency braking loop is in fault, switching back to the first emergency braking loop through the selector switch to brake the train.
According to another aspect of an embodiment of the present invention, there is provided a train redundant braking device, including: the judging module is used for judging whether a first emergency braking loop for braking the train breaks down or not; and the switching module is used for switching to a second emergency braking loop through a selector switch to brake the train under the condition that the judgment result is yes, wherein the second emergency braking loop is a redundant braking loop of the first emergency braking loop.
In the embodiment of the invention, a mode of arranging the standby control circuit is adopted, and a mode of switching between the first emergency braking loop and the second emergency braking loop is adopted, so that the aim of carrying out emergency braking on the train by adopting the second emergency braking loop when the first emergency braking loop fails is fulfilled, the technical effects of improving the effectiveness and the reliability of the emergency braking device are realized, and the technical problem of lower reliability of the emergency braking of the train caused by single existing control circuit is solved.
Drawings
The accompanying drawings, which are included to provide a further understanding of the invention and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the invention and together with the description serve to explain the invention without limiting the invention. In the drawings:
FIG. 1 is a schematic structural diagram of a redundant braking device for a train according to an embodiment of the present invention;
FIG. 2 is a flow chart of a method of redundant braking of a train in accordance with an embodiment of the present invention;
FIG. 3 is a schematic diagram of a redundant braking system for a train according to an embodiment of the present invention;
FIG. 4 is a control schematic diagram of a redundant braking device of a train in accordance with a preferred embodiment of the present invention;
fig. 5 is a flowchart of a train redundant braking method according to a preferred embodiment of the present invention.
Detailed Description
In order to make the technical solutions of the present invention better understood, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
It should be noted that the terms "first," "second," and the like in the description and claims of the present invention and in the drawings described above are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used is interchangeable under appropriate circumstances such that the embodiments of the invention described herein are capable of operation in sequences other than those illustrated or described herein. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed, but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.
In accordance with an embodiment of the present invention, there is provided an embodiment of a redundant braking arrangement for a train, it being noted that the steps illustrated in the flowchart of the drawings may be performed in a computer system such as a set of computer executable instructions and that, although a logical order is illustrated in the flowchart, in some cases the steps illustrated or described may be performed in an order different than presented herein.
Fig. 1 is a schematic structural diagram of a train redundant braking device according to an embodiment of the present invention, and as shown in fig. 1, the device 10 includes: a first emergency brake 12 for braking the train under control of a first emergency braking loop; a second emergency brake 14 for braking the train under control of a second emergency braking loop; and a selection switch 16 connected to both the first emergency brake 12 and the second emergency brake 14 for switching between the first emergency brake loop and the second emergency brake loop to brake the train.
Through the device, the mode of setting the standby control circuit is adopted, and the mode of switching between the first emergency braking loop and the second emergency braking loop is adopted, so that the aim of carrying out emergency braking on the train by the second emergency braking loop when the first emergency braking loop breaks down is fulfilled, the technical effects of improving the effectiveness and the reliability of the emergency braking device are realized, and the technical problem of lower reliability of emergency braking of the train caused by the single existing control circuit is solved.
It should be noted that the first emergency brake and the second emergency brake have the same structure and are redundant to each other, that is, when the first emergency brake fails, the second emergency brake can be switched to brake the train, when the second emergency brake fails, the first emergency brake can be switched to brake the train, the first emergency brake is controlled by the first emergency braking loop, the second emergency brake is controlled by the second emergency braking loop, the selection switch is arranged between the first emergency brake and the control system of the train, the second emergency brake is connected in parallel with the first emergency brake at the selection switch, the selection switch can be operated to realize connection with the first emergency brake or the second emergency brake, it should be noted that the emergency brake is a necessary condition for normal operation of the train, therefore, in this embodiment, the selection switch is not connected with the first emergency brake, namely the second emergency brake, to realize the switching between the first emergency brake and the second emergency brake.
Optionally, the first emergency brake loop includes a first emergency brake switch, which is used to trigger the first emergency brake loop to enable the train to enter an emergency braking state, and the first emergency brake switch includes: a first switch for triggering emergency braking by a passenger in an emergency safety situation; the second switch is used for detecting the integrity of the train and triggering emergency braking under the condition that the train body is unhooked; and the third switch is used for detecting the pneumatic brake pressure and triggering emergency braking when the pneumatic brake pressure is smaller than the minimum safety standard.
The first switch, the second switch and the third switch are other factors or conditions that may affect the failure of the emergency control circuit in a practical situation, but may also be many other situations, for example, the train emergency brake is triggered when the train door is not closed, the train emergency brake is triggered when the train running speed is detected to exceed the highest safe speed, or the emergency brake is selected when a train driver receives a front road fault instruction, the emergency brake is selected when the train driver finds that pedestrians exist on a front track, and other situations needing the emergency brake can be realized, and the first switch, the second switch and the third switch can be interchanged, i.e., the first switch may be used to detect train integrity, trigger emergency braking in the event of a train body uncoupling, or the emergency brake device is used for detecting the pneumatic brake pressure and triggering emergency brake when the pneumatic brake pressure is smaller than the minimum safety standard; the second switch may be used to detect pneumatic brake pressure, trigger emergency braking when the pneumatic brake pressure is less than a minimum safety standard, or, for passengers to trigger emergency braking in an emergency safety situation; the third switch may be used for passengers to trigger emergency braking in case of emergency safety, or for detecting train integrity, triggering emergency braking in case of a train body unhooking, etc.
Optionally, the second emergency braking loop includes a second emergency braking switch, which is used to trigger the second emergency braking loop to enable the train to enter an emergency braking state, and the second emergency braking switch: a fourth switch for triggering emergency braking by a passenger in an emergency safety situation; the fifth switch is used for detecting the integrity of the train and triggering emergency braking under the condition that the train body is unhooked; the sixth switch is used for detecting the pneumatic brake pressure and triggering emergency braking when the pneumatic brake pressure is smaller than the minimum safety standard.
A fourth switch, a fifth switch, and a sixth switch, similar to the relationship and function described above between the first switch, the second switch, and the third switch.
Optionally, the selection switch includes: the first switch contact is used for starting the first emergency braking loop and closing the second emergency braking loop while starting the first emergency braking loop; and the second switch contact is used for starting the second emergency braking loop and closing the first emergency braking loop while starting the second emergency braking loop.
The relay is a common circuit control element, and the relay can be used for disconnecting the circuit of the second emergency brake loop while starting the first emergency brake loop or disconnecting the circuit of the first emergency brake loop while starting the second emergency brake loop, so that the circuit is protected, and the first emergency brake and the second emergency brake are prevented from working simultaneously due to circuit faults, and an interference device or even damage is caused to the circuit.
Optionally, the first emergency brake comprises: the first brake assemblies are controlled by the first emergency brake loop to act, the number of the first brake assemblies is multiple, and the first brake assemblies are arranged on different carriages of the train; the second emergency brake includes: and the second brake assemblies are controlled by a second emergency brake loop to act, the number of the second brake assemblies is multiple, and the second brake assemblies are arranged on different carriages of the train.
The first emergency brake and the second emergency brake are identical in structure, and the first brake assembly and the second brake assembly can be the same brake assembly or two identical brake assemblies due to the fact that the first emergency brake and the second emergency brake are identical in structure.
Optionally, the first brake assembly and the second brake assembly are the same brake assembly.
Generally, since the assembly is a part for actually performing emergency braking on the train, too many braking assemblies may cause an excessive load on the train, and therefore, in this embodiment, the first braking assembly and the second braking assembly are the same braking assembly, which may effectively reduce the running load of the train and reduce the space occupied by the emergency braking device.
Fig. 2 is a flowchart of a train redundant braking method according to an embodiment of the present invention, and as shown in fig. 2, according to another aspect of the embodiment of the present invention, there is provided a train redundant braking method, including:
step S202, judging whether a first emergency braking loop for braking the train breaks down or not;
and step S204, under the condition that the judgment result is yes, the selection switch is switched to a second emergency braking loop to brake the train, wherein the second emergency braking loop is a redundant braking loop of the first emergency braking loop.
By the method, the purpose that the second emergency braking loop can be adopted to carry out emergency braking on the train when the first emergency braking loop fails is achieved by adopting a mode of arranging the standby control circuit and switching between the first emergency braking loop and the second emergency braking loop, so that the technical effects of improving the effectiveness and the reliability of the emergency braking device are achieved, and the technical problem that the reliability of emergency braking of the train is low due to the fact that the existing control circuit is single is solved.
And if the judgment result is negative, the first emergency braking loop is still adopted to brake the train. And the first emergency brake loop or the second emergency brake loop actually works to brake the train through the first emergency brake or the second emergency brake.
In the redundant control method according to the present invention, the brake may be failed, and similarly to the case of failure of the emergency brake loop, when the first emergency brake fails, the second emergency brake is switched to brake the train, and when the first emergency brake does not fail, the first emergency brake is used to brake the train without the necessity of switching, wherein the first emergency brake and the second emergency brake have the same structure and are redundant with each other. Before switching the first emergency brake to the second emergency brake, the method comprises the following steps: judging whether the first emergency brake fails or not; if the first emergency brake has no fault, controlling the first emergency brake to brake the train; if the first emergency brake fails, the first emergency brake is switched to a second emergency brake. The emergency brake which is prepared for emergency braking, namely the first emergency brake, needs to be detected and judged before the first emergency brake is switched to the second emergency brake, if the brake fails, the emergency brake is switched to another emergency brake, and the emergency brake is made to be in an emergency braking preparation state and used for emergency braking of the train when the train needs emergency braking.
Optionally, before determining whether the first emergency braking loop for braking the train fails, the method further includes: braking the train by a first emergency braking loop, comprising: the first switch is closed, the second switch is disconnected, and the third switch is closed, wherein the first switch, the second switch and the third switch are connected in series with the first emergency brake trigger switch, and if the first switch and the third switch are master control switches, the second switch is a slave control switch; if the second switch is a master switch, the first switch and the third switch are slave switches; the first emergency brake trigger switch is electrified to enable the train to keep a non-emergency braking state; any one of the first switch, the second switch or the third switch changes the state, and the first emergency brake trigger switch loses power, so that the train triggers the emergency braking state.
The first switch, the second switch and the third switch are connected in series with the first emergency brake trigger switch, so that the first emergency brake trigger switch can be triggered by changing states of the three switches. The first emergency brake trigger switch is a normally closed switch, the first emergency brake is switched off when power is on, the first emergency brake is switched off when power is off, the first emergency brake is switched on when power is off, and the first emergency brake is started to perform emergency braking on the train.
Optionally, switching to brake the train by the second emergency braking loop through the selection switch includes: closing the first switch, disconnecting the second switch and closing the third switch, wherein the first switch, the second switch and the third switch are connected in series with the second emergency brake trigger switch, and if the first switch and the third switch are master switches, the second switch is a slave switch; if the second switch is a master switch, the first switch and the third switch are slave switches; the second emergency brake trigger switch is electrified to enable the train to keep a non-emergency braking state; any one of the first switch, the second switch or the third switch changes the state, and the second emergency brake trigger switch loses power, so that the train triggers the emergency braking state.
The first switch, the second switch and the third switch are connected in series with the first emergency brake trigger switch, so that the first emergency brake trigger switch can be triggered by changing states of the three switches. The second emergency brake trigger switch is a normally closed switch, the second emergency brake is switched off when power is on, the second emergency brake is switched off when power is off, the second emergency brake is switched on when power is off, and the second emergency brake is started to perform emergency braking on the train.
Optionally, the determining whether the first emergency braking loop for braking the train fails includes: acquiring a first braking parameter of a first emergency braking loop; and judging whether the first emergency braking loop is in failure or not according to the first braking parameter.
The method comprises the steps of utilizing a first emergency brake to emergently brake a train, detecting running parameters of the train, such as real-time running speed, judging whether the emergency brake fails according to the parameters, for example, when the real-time running speed of the train is reduced but not zero, the emergency brake fails, and when the real-time running speed of the train is not changed, the emergency brake fails, so that the emergency brake cannot be used for the emergency braking of the train.
Optionally, after the selection switch switches to brake the train by the second emergency braking loop, the method includes: acquiring a second braking parameter of a second emergency braking loop; and judging whether the second emergency braking loop is in fault according to the second braking parameter, and if the second emergency braking loop is in fault, switching back to the first emergency braking loop through the selection switch to brake the train.
And when the second emergency braking loop works, the first emergency braking loop can be maintained, and the control loop is simpler to maintain in a general condition.
It should be noted that the number of the emergency brakes can be more, in general situations, two emergency brakes are enough for a train to safely arrive at a station in one running process, the train needs to be checked after the general train arrives at the station, and at this time, the emergency brake with the fault is maintained.
Fig. 3 is a schematic structural view of a train redundant braking apparatus according to an embodiment of the present invention, and as shown in fig. 3, according to another aspect of the embodiment of the present invention, there is provided a train redundant braking apparatus 30 including: the judging module 32 is configured to judge whether a first emergency braking loop for braking the train fails; and a switching module 34, connected to the judging module 32, configured to switch, by using a selector switch, to brake the train by using a second emergency braking loop when the judgment result is yes, where the second emergency braking loop is a redundant braking loop of the first emergency braking loop.
Through the device, the mode of setting the standby control circuit can be realized, and the purpose of braking by adopting the second emergency brake when the first emergency brake breaks down is achieved by switching between the first emergency brake and the second emergency brake, so that the technical effects of improving the effectiveness and the reliability of the braking device are realized, and the technical problem of low reliability of emergency braking of a train caused by the single existing control circuit is solved.
Optionally, the determining module 32 includes: the first braking unit is used for controlling the first emergency brake to brake the train; the first acquisition unit is used for acquiring train braking parameters; and the first judging unit is used for judging whether the first emergency brake fails according to the brake parameters.
Optionally, the apparatus 30 further includes a cutting module, configured to cut off the first emergency brake loop and the second emergency brake loop when both the first emergency brake loop and the second emergency brake loop fail, where the cutting module includes: the second braking unit is used for controlling the second emergency brake to brake the train; the second acquisition unit is used for acquiring train braking parameters; the second judging unit is used for judging whether the second emergency brake fails according to the brake parameters; and the cutting-off unit is used for controlling the brake control circuit for cutting off the first emergency brake and the second emergency brake and maintaining the train under the condition that the first emergency brake and the second emergency brake are both in failure.
Under special conditions, two emergency brakes are arranged on a train, but for special reasons, the two emergency brakes break down, at the moment, under the condition that the train does not have effective emergency braking capacity, the emergency brakes of the train need to be cut off by using a cutting-off module, the common cutting-off module comprises an automatic device and a manual device, the two emergency brakes are prevented from failing due to disorder of a control system, or under the condition that automatic control cutting-off cannot be carried out, the two emergency brakes are cut off by using the manual device, and then the train is stopped and cleared to be transported to a maintenance station for maintenance.
As a preferred embodiment of the present embodiment, a train emergency brake loop control scheme is described:
a novel emergency braking loop control scheme relates to the field of train braking control, and a braking control system belongs to a high safety system of a train, so that the reliability and safety of braking control are particularly important in the design of a control circuit; the scheme provides a redundant emergency braking loop control scheme on the basis of the traditional single emergency braking loop, a second emergency braking loop which is identical to a normal emergency braking loop is additionally configured, when any position of the first emergency braking loop breaks down, the second emergency braking loop can be selected to participate in the control of the train by directly operating an emergency Braking Loop Selection Switch (BLSS) instead of directly cutting off the emergency braking loop, and therefore the reliability of the train operation is improved.
The invention can avoid train delay caused by train error triggering emergency braking caused by emergency braking loop fault without cutting off the emergency braking loop, thereby improving the reliability of the whole rail transit operation system. The invention belongs to the independent research and development technology of products in the market.
In view of the problems in the prior art, the invention provides a novel circuit scheme capable of improving the reliability of an emergency brake control circuit. The scheme is characterized in that an emergency braking loop which is completely the same as a normal emergency braking loop is additionally configured in a redundant mode, when the emergency braking triggered by the train error cannot be relieved due to the fact that a first emergency braking loop breaks down in a mode of intermediate relay conversion, a second emergency braking loop can be selected to participate in the control of the train directly by operating an emergency Braking Loop Selection Switch (BLSS) instead of directly cutting off the emergency braking loop, so that the normal operation of all triggering conditions of the emergency braking can be continuously guaranteed, and the reliability of the train control is improved; and the circuit is directly and automatically switched through a hard wire, the response is quick, and the problem of delay hardly exists.
Fig. 4 is a control schematic diagram of a train redundant braking device according to a preferred embodiment of the invention, and as shown in fig. 4, the following is a description of states of various devices:
1) the emergency braking loop selection switch BLSS has two gears, and different emergency braking loops can be selected;
2) emergency brake loop relay 1BLPR1, which is activated by emergency brake loop setup, and contacts of BLPR1 are connected in series to the emergency brake control circuit;
3) emergency brake loop relay 2BLPR2, which is activated by emergency brake loop set up, is connected in series with the contacts of BLPR2 in the emergency brake control circuit.
4) An emergency braking electromagnetic valve EMV is used, and when the emergency braking electromagnetic valve is de-energized, the vehicle applies emergency braking;
5) and the brake control air switches BLCB, BLRCB and EMVCB provide power supply for the emergency brake control circuit and perform short-circuit protection.
6) Other conditions 1: when the driver cab is in master control, the 'other condition 1' is closed, and when the driver cab is in slave control, the 'other condition 1' is disconnected;
7) other conditions 2: when the driver cab is in master control, the 'other conditions 2' are disconnected, and when the driver cab is in slave control, the 'other conditions 2' are closed;
8) other conditions 3: when the driver cab is in master control, the 'other conditions 3' are closed, and when the driver cab is in slave control, the 'other conditions 3' are open;
the working principle is as follows:
(1) emergency braking loop 1 (open air BLCB closed, input control power)
When the head vehicle is in main control (the 'other condition 1' is closed, the 'other condition 2' is open, and the 'other condition 3' is closed), the BLSS is opened to the 1 gear and closed, the emergency braking conditions of all vehicles are not triggered (the vehicles are in a closed state), the whole emergency braking loop forms a closed loop, and the BLPR1 is electrified and activated.
When the head vehicle is in main control (the 'other condition 1' is closed, the 'other condition 2' is open, and the 'other condition 3' is closed), the BLSS is opened to the 1 gear and closed, the emergency braking condition of any vehicle is triggered, the whole emergency braking loop forms an open circuit, and the BLPR1 is powered off.
(2) Emergency braking Loop 2 (air-open BLRCB closed, input control supply)
When the head vehicle is in main control (the 'other condition 1' is closed, the 'other condition 2' is open, and the 'other condition 3' is closed), the BLSS is opened to the 2-gear to be closed, the emergency braking conditions of all vehicles are not triggered (the vehicles are in a closed state), the whole emergency braking loop forms a closed loop, and the BLPR2 is electrified and activated.
When the head vehicle is in main control (the 'other condition 1' is closed, the 'other condition 2' is open, and the 'other condition 3' is closed), the BLSS is opened to the 2-gear to be closed, the emergency braking condition of any vehicle is triggered, the whole emergency braking loop forms an open circuit, and the BLPR2 is powered off.
(3) Emergency brake control circuit (air switch EMVCB closed, input control power supply)
When the head train is in main control (other condition 1 is closed), the BLSS is turned to the 1 st gear and is closed, the emergency braking loop 1 is selected to establish a train emergency braking control circuit, the BLPR1 is closed when the emergency braking condition of all trains is not triggered, the emergency braking electronic valves EMV of all trains are electrified, and the trains cannot trigger emergency braking;
when the head train is in main control (other condition 1 is closed), the BLSS is turned to the 1 st gear and is closed, the emergency braking loop 1 is selected to establish a train emergency braking control circuit, the emergency braking condition of any one train is triggered, the BLPR1 is disconnected, the emergency braking electronic valves EMV of all trains are powered off, and the whole train triggers emergency braking;
when the head car is in main control (other condition 1 is closed), if the emergency brake loop 1 has a fault (when the emergency brake is not triggered, the BLPR1 is powered off, so that the error application of the emergency brake is not relieved), the BLSS is driven to the 2 gear, and the emergency brake loop 2 is selected to establish a completely consistent train emergency brake control circuit for performing emergency brake circuit control.
Fig. 5 is a flowchart of a train redundant braking method according to a preferred embodiment of the present invention, and as shown in fig. 5, the method flow of the preferred embodiment is as follows: two identical emergency braking loops are established, the two emergency braking loops are mutually redundant, when one loop fails (no power is lost when the BLPR1 is triggered by emergency braking, so that the error application of the emergency braking is not relieved), the emergency braking loop change-over switch is directly and manually switched to start a standby loop instead of directly cutting off the emergency braking loop, so that the high-efficiency operation of the emergency braking circuit is ensured; the innovation point of the preferred embodiment is that a redundant loop of the emergency braking loop and an emergency braking loop transfer switch are arranged, the scheme creatively designs a control circuit for converting the two loops, and the conversion control circuit needs patent protection.
The above-mentioned serial numbers of the embodiments of the present invention are merely for description and do not represent the merits of the embodiments.
In the above embodiments of the present invention, the descriptions of the respective embodiments have respective emphasis, and for parts that are not described in detail in a certain embodiment, reference may be made to related descriptions of other embodiments.
In the embodiments provided in the present application, it should be understood that the disclosed technology can be implemented in other ways. The above-described embodiments of the apparatus are merely illustrative, and for example, a division of a unit may be a division of a logic function, and an actual implementation may have another division, for example, a plurality of units or components may be combined or may be integrated into another system, or some features may be omitted, or may not be executed. In addition, the shown or discussed mutual coupling or direct coupling or communication connection may be an indirect coupling or communication connection through some interfaces, units or modules, and may be in an electrical or other form.
The units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of units. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of the embodiment.
In addition, functional units in the embodiments of the present invention may be integrated into one processing unit, or each unit may exist alone physically, or two or more units are integrated into one unit. The integrated unit can be realized in a form of hardware, and can also be realized in a form of a software functional unit.
The integrated unit, if implemented in the form of a software functional unit and sold or used as a stand-alone product, may be stored in a computer readable storage medium. Based on such understanding, the technical solution of the present invention may be embodied in the form of a software product, which is stored in a storage medium and includes instructions for causing a computer device (which may be a personal computer, a server, or a network device) to execute all or part of the steps of the method according to the embodiments of the present invention. And the aforementioned storage medium includes: a U-disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a removable hard disk, a magnetic or optical disk, and other various media capable of storing program codes.
The foregoing is only a preferred embodiment of the present invention, and it should be noted that, for those skilled in the art, various modifications and decorations can be made without departing from the principle of the present invention, and these modifications and decorations should also be regarded as the protection scope of the present invention.
Claims (6)
1. A redundant braking device for a train, comprising:
the first emergency braking loop is used for controlling the first emergency brake to brake the train;
the second emergency braking loop is used for controlling a second emergency brake to brake the train;
the selection switch is used for switching between the first emergency braking loop and the second emergency braking loop to brake the train;
wherein the selection switch includes: the first switch contact is used for starting the first emergency braking loop and closing the second emergency braking loop while starting the first emergency braking loop; the second switch contact is used for starting the second emergency braking loop and closing the first emergency braking loop while starting the second emergency braking loop;
determining whether a first emergency braking loop for braking the train has failed comprises: acquiring a first braking parameter of a first emergency braking loop; judging whether the first emergency braking loop is in failure or not according to the first braking parameter;
the first emergency brake loop includes a first emergency brake switch for triggering the first emergency brake loop to put the train into an emergency braking state, the first emergency brake switch comprising: a first switch for triggering emergency braking by a passenger in an emergency safety situation; the second switch is used for detecting the integrity of the train and triggering emergency braking under the condition that the train body is unhooked; the third switch is used for detecting pneumatic brake pressure and triggering emergency brake when the pneumatic brake pressure is smaller than the minimum safety standard;
braking the train by the first emergency braking loop, comprising: closing the first switch, opening the second switch, and closing the third switch, wherein the first switch, the second switch, and the third switch are connected in series with a first emergency brake trigger switch, and wherein the second switch is a slave switch if the first switch and the third switch are master switches; if the second switch is a master switch, the first switch and the third switch are slave switches; the first emergency brake trigger switch is powered on, so that the train is kept in a non-emergency braking state; any one of the first switch, the second switch or the third switch changes the state, and the first emergency brake trigger switch loses power, so that the train triggers the emergency braking state.
2. The apparatus of claim 1 wherein the second emergency brake loop includes a second emergency brake switch for triggering the second emergency brake loop to place the train in emergency braking, the second emergency brake switch comprising:
a fourth switch for triggering emergency braking by a passenger in an emergency safety situation;
the fifth switch is used for detecting the integrity of the train and triggering emergency braking under the condition that the train body is unhooked;
and the sixth switch is used for detecting the pneumatic brake pressure and triggering emergency braking when the pneumatic brake pressure is smaller than the minimum safety standard.
3. The apparatus of claim 1,
the first emergency brake and the second emergency brake are the same emergency brake.
4. A method of redundant braking of a train, comprising:
judging whether a first emergency braking loop for braking the train breaks down or not;
if the judgment result is yes, switching to a second emergency braking loop through a selector switch to brake the train, wherein the second emergency braking loop is a redundant braking loop of the first emergency braking loop;
wherein the selection switch includes: the first switch contact is used for starting the first emergency braking loop and closing the second emergency braking loop while starting the first emergency braking loop; the second switch contact is used for starting the second emergency braking loop and closing the first emergency braking loop while starting the second emergency braking loop;
determining whether a first emergency braking loop for braking the train has failed comprises: acquiring a first braking parameter of a first emergency braking loop; judging whether the first emergency braking loop is in failure or not according to the first braking parameter;
the first emergency brake loop includes a first emergency brake switch for triggering the first emergency brake loop to put the train into an emergency braking state, the first emergency brake switch comprising: a first switch for triggering emergency braking by a passenger in an emergency safety situation; the second switch is used for detecting the integrity of the train and triggering emergency braking under the condition that the train body is unhooked; the third switch is used for detecting pneumatic brake pressure and triggering emergency brake when the pneumatic brake pressure is smaller than the minimum safety standard;
braking the train by the first emergency braking loop, comprising: closing the first switch, opening the second switch, and closing the third switch, wherein the first switch, the second switch, and the third switch are connected in series with a first emergency brake trigger switch, and wherein the second switch is a slave switch if the first switch and the third switch are master switches; if the second switch is a master switch, the first switch and the third switch are slave switches; the first emergency brake trigger switch is powered on, so that the train is kept in a non-emergency braking state; any one of the first switch, the second switch or the third switch changes the state, and the first emergency brake trigger switch loses power, so that the train triggers the emergency braking state.
5. The method of claim 4, comprising, after switching by the selector switch to braking the train by the second emergency braking loop:
acquiring a second braking parameter of a second emergency braking loop;
and judging whether the second emergency braking loop is in fault according to the second braking parameter, and if the second emergency braking loop is in fault, switching back to the first emergency braking loop through the selector switch to brake the train.
6. A redundant braking device for a train, comprising:
the judging module is used for judging whether a first emergency braking loop for braking the train breaks down or not;
the switching module is used for switching to a second emergency braking loop through a selector switch to brake the train under the condition that the judgment result is yes, wherein the second emergency braking loop is a redundant braking loop of the first emergency braking loop;
wherein the selection switch includes: the first switch contact is used for starting the first emergency braking loop and closing the second emergency braking loop while starting the first emergency braking loop; the second switch contact is used for starting the second emergency braking loop and closing the first emergency braking loop while starting the second emergency braking loop;
determining whether the first emergency brake loop for braking the train fails prior to switching from the first emergency brake loop to the second emergency brake loop comprises: acquiring a first braking parameter of a first emergency braking loop; judging whether the first emergency braking loop is in failure or not according to the first braking parameter;
the first emergency brake loop includes a first emergency brake switch for triggering the first emergency brake loop to put the train into an emergency braking state, the first emergency brake switch comprising: a first switch for triggering emergency braking by a passenger in an emergency safety situation; the second switch is used for detecting the integrity of the train and triggering emergency braking under the condition that the train body is unhooked; the third switch is used for detecting pneumatic brake pressure and triggering emergency brake when the pneumatic brake pressure is smaller than the minimum safety standard;
braking the train by the first emergency braking loop, comprising: closing the first switch, opening the second switch, and closing the third switch, wherein the first switch, the second switch, and the third switch are connected in series with a first emergency brake trigger switch, and wherein the second switch is a slave switch if the first switch and the third switch are master switches; if the second switch is a master switch, the first switch and the third switch are slave switches; the first emergency brake trigger switch is powered on, so that the train is kept in a non-emergency braking state; any one of the first switch, the second switch or the third switch changes the state, and the first emergency brake trigger switch loses power, so that the train triggers the emergency braking state.
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| CN201810555912.3A CN108791259B (en) | 2018-05-31 | 2018-05-31 | Train redundant braking device and method |
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| CN201810555912.3A CN108791259B (en) | 2018-05-31 | 2018-05-31 | Train redundant braking device and method |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN109109851B (en) * | 2018-08-07 | 2021-07-20 | 中车大连机车车辆有限公司 | Rail vehicle emergency braking safety loop circuit and rail vehicle |
| CN109656166A (en) * | 2018-12-12 | 2019-04-19 | 北京长城华冠汽车科技股份有限公司 | The brake signal processing system and its control method of vehicle, vehicle |
| CN110015317A (en) * | 2019-04-23 | 2019-07-16 | 中车株洲电力机车有限公司 | A kind of brake monitor emergency brake signal synchronism output mechanism |
| CN110053600B (en) * | 2019-04-28 | 2020-08-25 | 中车株洲电力机车有限公司 | Rail locomotive braking system and emergency redundant access detection method thereof |
| CN110065521B (en) * | 2019-05-17 | 2020-04-28 | 中车青岛四方车辆研究所有限公司 | Locomotive brake control system and method |
| CN110194135B (en) * | 2019-05-21 | 2021-08-20 | 西安翔迅科技有限责任公司 | Hinged rubber-wheel trolley bus braking system suitable for 3-5 sections of carriages |
| AT522561B1 (en) | 2019-07-18 | 2020-12-15 | Siemens Mobility Austria Gmbh | Emergency braking device for a rail vehicle |
| CN112829733B (en) * | 2019-11-22 | 2022-07-26 | 中车唐山机车车辆有限公司 | Emergency braking control device, emergency braking system and railway vehicle |
| CN110901611B (en) * | 2019-12-03 | 2021-08-24 | 中车南京浦镇车辆有限公司 | Emergency braking method for vehicle coupling |
| CN111731343B (en) * | 2020-06-09 | 2021-10-19 | 中车唐山机车车辆有限公司 | Safety loop system and rail vehicle |
| CN111634276A (en) * | 2020-06-12 | 2020-09-08 | 中车大连机车车辆有限公司 | Urban rail metro vehicle, redundant braking system and control method |
| CN111762137B (en) * | 2020-07-14 | 2021-07-16 | 中车株洲电力机车有限公司 | Anti-skid protection system and method for rack control mobile system |
| CN113997923B (en) * | 2021-12-14 | 2024-04-09 | 奇瑞新能源汽车股份有限公司 | Automobile double-brake switch control system and fault diagnosis method thereof |
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| DE102012203132A1 (en) * | 2012-02-29 | 2013-08-29 | Siemens Aktiengesellschaft | Train braking device |
| CN103707873B (en) * | 2013-12-19 | 2016-03-16 | 南车株洲电力机车有限公司 | A kind of engineering maintenance vehicle safety return circuit and system |
| CN104309634B (en) * | 2014-09-26 | 2017-01-11 | 中车青岛四方机车车辆股份有限公司 | Vehicle safety interlocking system and railway vehicle |
| DE102015224708A1 (en) * | 2015-03-02 | 2016-09-08 | Continental Teves Ag & Co. Ohg | Control unit and method for a motor vehicle brake system |
| CN106080567B (en) * | 2016-06-15 | 2018-11-30 | 中车唐山机车车辆有限公司 | The control device and rail vehicle of rail vehicle emergency braking |
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