CN110126803B

CN110126803B - Safety control circuit and method for automatic train protection system and vehicle

Info

Publication number: CN110126803B
Application number: CN201910547869.0A
Authority: CN
Inventors: 吴英帅; 李惠; 王鹤; 韩坤; 林浩; 佟志欣
Original assignee: CRRC Dalian Co Ltd
Current assignee: CRRC Dalian Co Ltd
Priority date: 2019-06-24
Filing date: 2019-06-24
Publication date: 2021-06-15
Anticipated expiration: 2039-06-24
Also published as: CN110126803A

Abstract

The invention discloses a safety control circuit of an automatic train protection system, a control method and a vehicle. When the ATP is in fault, the ATP emergency braking relay loses power, so that the vehicle emergency braking relay loses power and the vehicle is emergently braked. The invention ensures that the vehicle automatically applies emergency brake to ensure that the vehicle stops immediately and then a driver performs the operation of ATP system isolation under any condition as long as the ATP system breaks down. Even under the extreme condition that key electrical components of the vehicle have double faults, the vehicle can automatically cut off the traction force and reduce the vehicle speed, so that the running safety of the light rail vehicle is improved.

Description

Safety control circuit and method for automatic train protection system and vehicle

Technical Field

The invention relates to the technical field of train safety protection, in particular to a safety control circuit and a control method of an automatic train protection system, and a vehicle adopting the control circuit.

Background

In an urban light rail traffic vehicle system, a signal system is an important system for ensuring the running safety of vehicles. An automatic protection system (ATP system for short) for train is composed of vehicle-carried unit and ground unit.

The role of the ATP system is mainly two: one is train overspeed protection. During the running process of the vehicle, if the speed limit of a certain section of a line is exceeded, the automatic train protection system is activated, and the brake is automatically applied according to the current overspeed condition so as to ensure the driving safety of the vehicle. And the other is the protection of the safety distance between the trains. Between two stops, only one train is allowed to run in the interval in principle, when a second train enters the interval, the red signal lamp is lightened to prompt the driver to stop for waiting, and if the driver continues to run, the ATP system of the train is also activated to trigger the brake system of the train to apply the brakes.

The brake applied by the ATP system generally has two levels, one is full-service brake, which is equivalent to B7 level brake of a driver controller and has impact protection limitation; the other is emergency braking, which is the highest level braking of the vehicle, has no impact protection limitation, has the largest deceleration, and ensures that the vehicle stops as soon as possible. When the ATP system is activated, the brake application is judged according to the current vehicle speed. If the overspeed is not severe, full service braking is applied first to decelerate the vehicle; if the vehicle is speeding heavily or the vehicle is not responding after full service braking is applied, the ATP system will apply the emergency brakes forcing the vehicle to stop as quickly as possible.

The conventional ATP system of the light rail vehicle carries out system self-check when the system is electrified, and mainly checks whether ATP system equipment and brake equipment work normally or not, if the ATP system equipment and the brake equipment do not work normally, the ATP system or the brake system of the vehicle is in fault, and the vehicle cannot run on line; if the vehicle passes the self-test of the ATP system, the driver is required to determine whether the ATP system is working properly by observing the display screen of the ATP system on the operating board when the vehicle is running. When the ATP system of the vehicle has a fault, after the ATP system is isolated, other speed limiting modes can be selected, the vehicle is enabled to run to the next station at a low speed for passenger cleaning, and then the vehicle returns to the vehicle section for maintenance. The ATP system is an important system for protecting the safe running of the vehicle, when the vehicle loses the protection of the ATP system, the vehicle can only work in a low-speed running mode, and the vehicle needs to quit the passenger carrying operation as soon as possible to carry out warehouse returning maintenance.

And when the ATP system is in failure, a driver is required to manually find the failure through the ATP display screen and then manually isolate the signal system. If the ATP system host or control circuit fails during operation of the vehicle (particularly during acceleration and downhill), the vehicle immediately loses the protection of the ATP system, but if the driver does not observe the fault alarm of the ATP system from the ATP system display screen for the first time or immediately take measures to brake urgently and isolate the ATP system, the vehicle can run at a high speed without the protection of the ATP system, which is dangerous for the vehicle, and can cause operation accidents.

Based on this, the prior art still remains to be improved.

Disclosure of Invention

In order to solve the technical problems, embodiments of the present invention provide a safety control circuit and a control method for an automatic train protection system, and a vehicle, which can solve the potential safety hazard caused by the need of manual discovery and then processing of an ATP fault in the prior art.

On one hand, the embodiment of the invention discloses a safety control circuit of an automatic train protection system, which comprises an ATP module and a vehicle emergency braking module, wherein,

the ATP module is connected with a vehicle emergency braking relay of the vehicle emergency braking module through an ATP emergency braking relay and used for enabling the ATP emergency braking relay to lose power when the ATP fails, and therefore the vehicle emergency braking relay loses power.

Further, the ATP module comprises an ATP isolation button and an ATP work contactor,

when the ATP isolation button is in a first state, the ATP working contactor loses power, and the vehicle emergency braking relay is powered on;

when the ATP isolation button is in the second state, the ATP work contactor is electrified.

Further, the vehicle emergency braking module comprises a single-pulse time safety relay, and when the single-pulse time safety relay is electrified, the vehicle emergency braking relay is electrified.

Further, the ATP work contactor is electrified, and the single-pulse time safety relay loses electricity after 10 seconds.

Further, the ATP module comprises an RIOM unit and an ATP working contactor, and the ATP working contactor is controlled by the RIOM unit.

Further, the vehicle emergency braking module comprises a driver emergency braking command relay, when the driver emergency braking command relay is in a first state, the vehicle emergency braking relay is powered on, and when the driver emergency braking command relay is in a second state, the vehicle emergency braking relay is powered off.

Further, when the single-pulse time safety relay is electrified, the traction permission instruction of the vehicle is disconnected, and the vehicle cannot be towed.

On the other hand, the embodiment of the invention also discloses a safety control method of the automatic train protection system of the light rail vehicle.

Further, the method comprises:

when the vehicle is started,

the working mode of the driver is adjusted to the ATP mode,

the single pulse time safety relay is electrified, the vehicle emergency braking relay is electrified,

controlling the ATP working contactor to be electrified through the RIOM unit, automatically detecting the ATP system when the ATP system is electrified, and after 10 seconds, the single-pulse time safety relay is electrified, the ATP emergency braking relay is electrified, and the ATP isolation button is in a second state;

during the running process of the vehicle, the vehicle is in a running state,

when the ATP is in fault, the ATP emergency braking relay loses power, the vehicle emergency braking relay loses power, and the vehicle automatically carries out emergency braking;

the driver presses the ATP isolation button to enable the ATP isolation button to be located in the first state, the ATP working contactor loses power, the vehicle emergency braking relay is powered on, and the ATP system is isolated.

In a third aspect, the embodiment of the invention also discloses a vehicle, which adopts the safety control circuit of the automatic train protection system.

By adopting the technical scheme, the invention at least has the following beneficial effects:

the embodiment of the invention ensures that the vehicle automatically applies emergency brake to ensure that the vehicle stops immediately and then the driver performs the operation of ATP system isolation under any condition as long as the ATP system breaks down. Even under the extreme condition that key electrical components of the vehicle have double faults, the vehicle can automatically cut off the traction force and reduce the vehicle speed, so that the running safety of the light rail vehicle is improved.

Drawings

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

Fig. 1 is a circuit diagram of an automatic protection safety control circuit of a train according to an embodiment of the present invention.

Detailed Description

In order to make the objects, technical solutions and advantages of the present invention more apparent, the following embodiments of the present invention are described in further detail with reference to the accompanying drawings.

It should be noted that all expressions using "first" and "second" in the embodiments of the present invention are used for distinguishing two entities with the same name but different names or different parameters, and it should be noted that "first" and "second" are merely for convenience of description and should not be construed as limitations of the embodiments of the present invention, and they are not described in any more detail in the following embodiments.

As shown in fig. 1, an embodiment of the present invention discloses a safety control circuit of a train automatic protection system, including an ATP module and a vehicle emergency braking module, wherein the ATP module is connected to a vehicle emergency braking relay of the vehicle emergency braking module through an ATP emergency braking relay, and is configured to power off the ATP emergency braking relay when an ATP fault occurs, so as to power off the vehicle emergency braking relay. Specifically, in the train operation stage, the ATP emergency braking relay is connected in series on a line of the vehicle emergency braking relay, when the ATP is in fault, a coil of the ATP emergency braking relay loses power, a switch on a corresponding branch is disconnected, and therefore the vehicle emergency braking relay loses power, and therefore the vehicle can be automatically subjected to emergency braking when the ATP is in fault. Under the prompt of emergency braking, the driver can also find an ATP fault indication as soon as possible, so as to carry out ATP isolation operation.

In some preferred embodiments of the invention, the ATP module comprises an ATP isolation button and an ATP operating contactor, wherein when the ATP isolation button is in a first state, the ATP operating contactor is powered off, and the vehicle emergency braking relay is powered on; when the ATP isolation button is in the second state, the ATP work contactor is electrified. That is, when the ATP isolation button is pressed, the switch on the ATP working contactor line is turned on, the ATP working contactor loses power, meanwhile, the ATP isolation button turns off the normally open switch on the other branch to the vehicle emergency braking relay, and when the branch where the ATP emergency braking relay is located is disconnected, the vehicle emergency braking relay is powered by the branch where the normally open switch is located.

In some preferred embodiments of the present invention, the vehicle emergency braking module includes a single pulse time safety relay, and when the single pulse time safety relay is energized, the vehicle emergency braking relay is energized. And when the ATP working contactor is electrified, the single-pulse time safety relay is electrified. When a vehicle is started, a circuit where the single-pulse time safety relay is located is firstly electrified, so that the emergency braking relay of the vehicle is electrified, the vehicle is in a non-braking instruction state, and preparation is made for self-checking of an ATP system. Meanwhile, after the ATP system is opened, the normally closed contact arranged on the branch of the single-pulse time safety relay is triggered to be opened, so that the single-pulse time safety relay is powered off, and the vehicle emergency braking relay is only powered by the branch where the ATP emergency braking relay is located.

In some embodiments of the invention, in order to control the ATP system, the ATP module comprises a rim unit and an ATP working contactor, the ATP working contactor being controlled by the rim unit. The high level signal (DO: ATP READY) can be output through the RIOM, the coil of the ATP contactor is controlled to be electrified, the coil of the ATP emergency braking relay is electrified, and the normally closed contact on the branch of the single-pulse time safety relay is opened after 10 seconds.

In some embodiments of the invention, in order to further ensure the safe operation of the vehicle, the vehicle emergency braking module comprises a driver emergency braking command relay, when the driver emergency braking command relay is in a first state, the vehicle emergency braking relay is powered on, and when the driver emergency braking command relay is in a second state, the vehicle emergency braking relay is powered off, so that one-key braking can be realized.

In some embodiments of the invention, in order to further guarantee driving safety and avoid potential safety hazards under extreme conditions, in the extreme conditions, a single-pulse time safety relay fails, a normally open contact is adhered and closed, and meanwhile, an ATP working contactor fails and loses power, at the moment, a normally open switch on a branch of the single-pulse time safety relay is closed, the branch is conducted, a branch where an ATP emergency braking relay is located is short-circuited, control of an ATP system on the emergency braking relay of a vehicle is isolated, in order to avoid dangerous operation under the conditions, when the single-pulse time safety relay is powered on, a traction permission instruction of the vehicle is disconnected, the vehicle cannot be towed, and meanwhile, a driver can be prompted about a fault of a key electrical component.

The embodiment of the invention also discloses a safety control method of the automatic train protection system of the light rail vehicle, which is characterized in that the ATP emergency braking relay is connected with the emergency braking relay of the vehicle, and when the ATP fails, the ATP emergency braking relay loses power, so that the emergency braking relay of the vehicle loses power and the vehicle is emergently braked.

Specifically, the method described above may include the following:

when the vehicle is started,

the working mode of the driver is adjusted to the ATP mode,

controlling the ATP working contactor to be powered on, the ATP system to be powered on for self-checking, the ATP emergency braking relay to be powered on, the single-pulse time safety relay is powered off after 10 seconds, and the ATP isolation button is in a second state;

during the running process of the vehicle, the vehicle is in a running state,

In some preferred embodiments of the invention, the branch of the ATP all-service brake relay which is communicated with the traction command is provided with the normally closed switch controlled by the single-pulse time safety relay, and when the single-pulse time safety relay is electrified, the normally closed switch is opened, so that the branch which is allowed to carry out the traction command is opened, and the vehicle is not allowed to be towed.

The embodiment of the invention discloses a safety control circuit of an ATP system of a light rail vehicle, which is realized by the following main electrical components: the system comprises a driver controller, an ATP working contactor, an ATP isolation button, a single pulse time safety relay, an ATP emergency braking relay and the like. Specifically, the ATP system of the vehicle performs system self-check when the system is powered on for the first time. The self-checking is carried out on the premise that the vehicle has no braking command input, and the purpose of the self-checking is to detect whether an ATP system and a braking system of the vehicle work normally or not. If the self-checking is not passed, the ATP system or the braking system of the vehicle is in fault, and the vehicle cannot run online; if the vehicle passes the self-checking of the ATP system, the ATP system can carry out overspeed protection and safe distance protection on the vehicle when the vehicle runs. When the ATP system is in failure, the emergency brake of the vehicle can be triggered immediately, and the ATP system can provide final protection for the vehicle after the system failure without the participation of a driver even in the running process. The driver can then operate the manual isolation ATP system, and then the driver can move to the next station at a low speed to clear passengers and return to the warehouse for maintenance.

Examples

The embodiment discloses a vehicle, wherein a ground device of a signal system is arranged on a line of the vehicle, the ground device can communicate with a vehicle-mounted signal device, when the vehicle runs under different road conditions, such as downhill and turning, different speed-limiting requirements can be imposed on the vehicle due to running safety, and when the running speed of the vehicle exceeds the speed-limiting value, an ATP system can trigger a brake system of the vehicle to apply brake. If the vehicle does not stop immediately when the signal lights turn red, the braking system of the vehicle is also triggered.

The vehicle-mounted equipment of the ATP system mainly comprises an ATP control host, an ATP display screen, a full-service brake relay, an emergency brake relay, a speed sensor, a responder and other equipment. The all-common brake high level indicates triggering, and the emergency brake low level indicates triggering. Namely, under the condition that the normal ATP system does not apply the brake, the all-service brake relay is in the power-off state, and the emergency brake relay is in the power-on state.

Control circuit of ATP system as shown in fig. 1, the logic analysis of the control circuit of ATP system is as follows:

description of the drawings: ATP all service brake relay high indicates brake application and low indicates no application. The design of the emergency brakes of the vehicle is such that a high level indicates no application and a low level indicates application. Therefore, normally, the vehicle emergency brake relay EBR and the ATP emergency brake relay AEBR should be in an energized state.

1) The KEY of the driver controller is turned to the KEY ON position, the driver cab is activated, the CSR of the driver cab activation relay is electrified, and the CSR normally open contacts k1-k2 and k3-k4 are closed;

2) the mode switch on the driver is selected to the ATP mode. At the moment, the coil of the single-pulse time safety relay TDR is electrified, the normally open contact k1-k2 of the TDR is closed instantly, and the contact is automatically opened after 10s of time delay; at the moment, the ATPC coil of the ATP working contactor is not electrified, the ATPC normally-closed contacts b1-b2 are closed, the coil of the vehicle emergency braking relay EBR is electrified through the branch circuit 6, the vehicle is ensured not to have emergency braking instruction input, the vehicle is in a non-braking instruction state, and preparation is made for self-checking of an ATP system.

3) When the holding braking of the vehicle is released, the RIOM outputs a high level signal (DO: ATPREADY), the ATPC coil of the ATP working contactor is controlled to be electrified, the ATPC normally open contact mk5-mk6 is closed (branch 2), the ATPC contactor is electrified and self-maintained, and the ATP system is electrified to start self-checking.

4) When an ATPC coil of the ATP working contactor is electrified, an ATPC normally closed contact b1-b2 is disconnected, and a normally open contact k1-k2 of a single pulse time relay TDR is automatically disconnected after being closed for 10 s; thereafter, the branch 6 is always in the open state and no longer controls the power supply to the emergency brake relay EBR coil of the vehicle.

5) The ATP system controls the releasing and applying of the emergency brake of the vehicle by controlling the power-on and power-off of an AEBR coil of an ATP emergency brake relay. Branch 4 is the main circuit for the ATP system to control the vehicle to apply the emergency brakes.

6) After the ATP system is successfully self-checked, the completion of the self-check is displayed on an ATP display screen, and the vehicle can be taken out of a warehouse and carried with passengers for operation.

7) Branch 1 and branch 5 are the isolation control circuits of the ATP system. If the ATP system has a fault in the running process of the vehicle, the AEBR coil of the ATP emergency braking relay is de-energized, the AEBR normally-open contacts k1-k2 on the branch circuit 4 are disconnected, the EBR coil of the vehicle emergency braking relay is de-energized, and the vehicle automatically applies emergency braking to ensure the running safety of the vehicle. Then, the driver can press an ATP isolation button ATPIB on the control console, normally open contacts k3-k4 of the ATPIB on the branch 7 are closed, and a button indicator light is turned on to indicate the action of the button; the normally closed contacts b1-b2 of the ATPIB on the branch circuit 1 are disconnected, so that the ATPC coil of the ATP working contactor can not be electrified any more, and the circuit isolation of an ATP system is realized; and an ATP isolation button ATPIB normally open contact k1-k2 on the branch 5 is closed, so that the vehicle can not have an emergency braking instruction from an ATP system any more, and the instruction isolation after the ATP system is in failure is realized.

8) In the extreme case considered, during the operation of the vehicle, the branch 6 fails doubly: when the single-pulse time safety relay TDR fails, the normally open contacts k1-k2 are closed in an adhesion manner; the ATP working contactor ATPC is in fault power loss, an ATPC normally closed contact is closed, under the condition, a branch circuit 6 is conducted, a normally open contact of an AEBR is in short circuit, control of an ATP system on emergency braking of a vehicle is isolated, at the moment, a single pulse time safety relay TDR normally closed contact b1-b2 on a branch circuit 8 is disconnected, a traction permission instruction of the vehicle is disconnected, the vehicle can not be dragged any more, meanwhile, a driver can be prompted that key electrical components are in fault, and safety protection is provided for the vehicle. The control circuit can still provide protection for the vehicle even in the extreme case of double failure of electrical components, and is a particularly safe control circuit.

In summary, according to the safety control circuit and the control method for the automatic train protection system and the vehicle using the same disclosed in the embodiments of the present invention, through the design of the control circuit of the ATP system, the requirement of the self-checking precondition of the ATP system is firstly satisfied, and a vehicle without a braking instruction is provided for the self-checking of the ATP system; secondly, the safety and the integrity of the ATP system of the vehicle are improved, even if the ATP system fails during the running of the vehicle, the ATP system can automatically trigger the emergency braking of the vehicle, and the final safety guarantee is provided for the vehicle; the control circuit perfects a control system of the vehicle, and can completely isolate the control of the ATP system on the vehicle after the ATP system fails, so that the failed ATP system is prevented from sending out wrong instructions to the vehicle; finally, the control circuit can still reduce the speed of the vehicle by cutting off the traction permission command even under the extreme condition that double faults occur to electrical components, so that the protection is provided for the vehicle, and the safety and the reliability of the vehicle are improved.

It is specifically noted that the objects of the present invention are achieved by changing the types of components of the control circuit or the signal sources, and the present invention is also within the scope of the present application. The components or steps in the above embodiments may be intersected, replaced, added, or deleted, and therefore, the reasonable permutation and combination changes should also fall into the scope of the present invention, and the scope of the present invention should not be limited to the above embodiments.

The above is an exemplary embodiment of the present disclosure, and the order of disclosure of the above embodiment of the present disclosure is only for description and does not represent the merits of the embodiment. It should be noted that the discussion of any embodiment above is exemplary only, and is not intended to intimate that the scope of the disclosure, including the claims, of embodiments of the invention is limited to those examples, and that various changes and modifications may be made without departing from the scope, as defined in the claims. The functions, steps and/or actions of the method claims in accordance with the disclosed embodiments described herein need not be performed in any particular order. Furthermore, although elements of the disclosed embodiments of the invention may be described or claimed in the singular, the plural is contemplated unless limitation to the singular is explicitly stated.

Those of ordinary skill in the art will understand that: the discussion of any embodiment above is meant to be exemplary only, and is not intended to intimate that the scope of the disclosure, including the claims, of embodiments of the invention is limited to these examples; within the idea of an embodiment of the invention, also technical features in the above embodiment or in different embodiments may be combined and there are many other variations of the different aspects of an embodiment of the invention as described above, which are not provided in detail for the sake of brevity. Therefore, any omissions, modifications, substitutions, improvements, and the like that may be made without departing from the spirit and principles of the embodiments of the present invention are intended to be included within the scope of the embodiments of the present invention.

Claims

1. A safety control circuit of an automatic train protection system is characterized by comprising an ATP module and a vehicle emergency braking module, wherein,

the ATP module is connected with a vehicle emergency braking relay of the vehicle emergency braking module through an ATP emergency braking relay and used for enabling the ATP emergency braking relay to lose power when the ATP fails, so that the vehicle emergency braking relay loses power;

the ATP module comprises an ATP isolation button and an ATP working contactor,

2. The control circuit of claim 1, wherein the vehicle emergency braking module includes a single pulse time safety relay, the vehicle emergency braking relay being energized when the single pulse time safety relay is energized.

3. The control circuit of claim 2, wherein the ATP operated contactor is energized and the single pulse time safety relay is automatically de-energized after 10 seconds of energization.

4. The control circuit of claim 1, wherein the ATP module comprises a RIOM unit and an ATP working contactor, the ATP working contactor being controlled by the RIOM unit.

5. The control circuit of claim 1, wherein the vehicle emergency braking module comprises a driver emergency braking command relay, the vehicle emergency braking relay is powered on when the driver emergency braking command relay is in a first state, and the vehicle emergency braking relay is powered off when the driver emergency braking command relay is in a second state.

6. The control circuit of claim 2, wherein when the single pulse time safety relay is energized, the traction enable command of the vehicle is turned off and the vehicle cannot be towed.

7. A safety control method for an automatic protection system of a light rail vehicle train is characterized in that an ATP emergency braking relay is connected with a vehicle emergency braking relay, and when the ATP fails, the ATP emergency braking relay loses power, so that the vehicle emergency braking relay loses power to perform emergency braking on the vehicle; when the vehicle is started,

the working mode of the driver is adjusted to the ATP mode,

controlling the ATP working contactor to be electrified through the RIOM unit, enabling the ATP system to be electrified for self-checking, enabling the single-pulse time safety relay to be electrified after 10 seconds, enabling the ATP emergency braking relay to be electrified, and enabling the ATP isolation button to be in a second state;

during the running process of the vehicle, the vehicle is in a running state,

8. A vehicle, characterized in that it comprises a circuit according to any one of claims 1-6.