CN110942691B - Intelligent debugging and training system and method for urban railway passenger car brake control - Google Patents

Abstract

An intelligent debugging and training system for urban railway passenger car brake control comprises two main control units and an execution unit, wherein each main control unit comprises a touch display, a central processing unit, a brake control system operation panel, a brake control system state display panel, a driver controller, a wind source and a wind source control system; the execution unit 3 comprises the same components including a bicycle brake operation panel, a brake control unit, a parking brake execution mechanism and a service brake execution mechanism; the logic connection of the hardware enables the background support and the foreground functional hardware to be organically fused together, the master control vehicle controls the brake function annunciator instruction of the whole train, the single train receives the master control instruction, and the brake actuating mechanism of the single train is controlled to realize the brake function, so that the main function of the urban railway vehicle brake control system is embodied, and the special characteristic of the debugging skill of the urban railway vehicle is embodied. The simulation degree is high, and the training person can compile the debugging method of real device of instructing according to the debugging content of city railway vehicle, compares real vehicle training, and is simple and convenient, and is with low costs, avoids the problem that real vehicle training appears.

Description

Intelligent debugging and training system and method for urban railway passenger car brake control

Technical Field

The invention belongs to the technical field of urban rail transit vehicle debugging and maintenance operation skill training, and particularly relates to an intelligent debugging and training system for an urban rail vehicle brake control system, which can be used for training a debugging staff on the debugging skill of a vehicle brake control circuit and a brake control logic.

Background

With the rapid development of urban rail transit in China, the equipment level and the technical content of subways and light rail vehicles reach the world leading level. In the production and manufacturing links of the subway and light rail vehicles, vehicle debugging is one of the key links, and the key links relate to whether various functions of the subway and light rail vehicles can be normally realized and the safe and reliable operation of the subway and light rail vehicles. Therefore, the requirement on the skill level of staff in the debugging posts of subway and light rail vehicles is high.

The training work is always puzzled by the skill training of staff at the debugging posts of the subway and light rail vehicles. Generally, the traditional training for the post is only limited to the training of the drawing principle, and the training is not implemented basically. Because the cost of a single group of subway and light rail vehicles is about 500 plus 3000 ten thousand yuan, the training of the original vehicles has large risk, high cost, unallowable production period and a plurality of uncontrollable factors, and the control principle of the subway and light rail vehicles can not be further understood due to the limitation of a quality management process system. The situation seriously restricts the improvement of the operating skill level of debugging personnel, and the debugging personnel becomes a restriction factor of the production of subway and light rail vehicles.

Disclosure of Invention

The invention aims to provide a debugging training system with higher simulation degree, which has low requirements on fields and environment, consumes less energy and materials and is convenient for debugging staff to realize the training of debugging skills of a vehicle brake control system under the condition of separating from the subway and the existing light rail vehicle.

Another object of the present invention is to provide a method for training a commissioning person using the commissioning training system.

In order to achieve the purpose, the invention provides an intelligent debugging and training system for urban railway passenger car brake control, which is characterized in that: the system comprises two main control units and an execution unit, wherein each main control unit comprises a touch display, a central processing unit, a brake control system operation panel, a brake control system state display panel, a driver controller, an air source and an air source control system; the execution unit comprises 3 sets of same components, and each set of components comprises a bicycle brake operation panel, a brake control unit, a parking brake execution mechanism and a service brake execution mechanism; wherein, the connection relation among all parts is as follows:

the connection relationship among all parts of the main control unit is as follows: the touch display is connected with the central processing unit and displays the state information of the brake system, the driver controller and the brake control system operation panel are respectively connected with the central processing unit, and the position state of the driver controller and the switch operation state of the operation panel are transmitted to the central processing unit;

The connection relation among each set of components of the execution unit is as follows: the bicycle brake operation panel is connected with the brake control unit and transmits the instruction of the bicycle brake operation switch to the brake control unit; the brake control unit is connected with the parking brake actuating mechanism, controls an electric control element of the parking brake actuating mechanism, and controls compressed air to apply and relieve parking brake through the electric control element; the brake control unit is connected with the service brake actuating mechanism, controls an electric control element of the service brake actuating mechanism, and controls compressed air to apply and relieve service brake through the electric control element.

The connection relationship between each part of the main control unit and each part of the execution unit is as follows: the central processing unit, the driver controller, the brake control system operation panel and the brake control system state display panel are respectively connected with the three brake control units, position signals of the driver controller and switch signals on the brake control system operation panel are transmitted to the brake control units, and states of the three brake control units are transmitted to the central processing unit and displayed on the brake control system state display panel; the air source and the air source control system are connected with the three parking brake actuating mechanisms and the three service brake actuating mechanisms and provide compressed air for the parking brake actuating mechanisms and the service brake actuating mechanisms.

The air source and air source control system of the main control unit comprises an alternating-current air compressor, a simulation dryer, a total air pressure switch, a strong pump switch, a compressor starting contactor, a total air pressure low relay and a dryer starting contactor, wherein the simulation dryer is connected with the dryer starting contactor, and the dryer starting contactor controls the starting of the simulation dryer; the dryer starting contactor is connected with the compressor starting contactor and is controlled by the compressor starting contactor; the compressor starting contactor is connected with the air compressor and controls the air compressor to start and stop; the compressor starting contactor is connected with the total wind pressure low relay and the strong pump switch, and the total wind pressure low relay and the strong pump switch are connected in parallel to control the working condition of the compressor starting contactor; and the main wind pressure switch is connected with the main wind pressure low relay and controls the relay to act.

The brake control unit includes: the system comprises a logic controller, a proportional valve, a controller power supply module, a braking force analog quantity input terminal, a traction command input relay, a braking command input relay, a standby mode input relay, a forced release command input relay, an emergency braking command input relay, a control power supply input relay, a braking state 1 output relay, a braking state 2 output relay and a train zero-speed output relay, wherein the logic controller is connected with the proportional valve and controls the proportional valve to output compressed air according to the proportion; the braking force analog quantity input terminal, the traction command input relay, the braking command input relay, the standby mode input relay, the forced release command input relay, the emergency braking command input relay and the control power supply input relay are connected with the input port of the logic control unit, and externally input signals are transmitted to the logic control unit; the brake state 1 output relay, the brake state 2 output relay and the train zero-speed output relay are connected with the logic control unit and transmit output signals of the logic control unit to the outside.

The logic controller of the brake control unit executes the following functional logic: the main program carries out self-checking, after the self-checking is successful, emergency braking instruction judgment is carried out, when the emergency braking instruction =0, an emergency braking mode is entered, and the logic controller controls the proportional valve to output emergency braking pressure; when the emergency braking instruction =1, judging a standby mode instruction, when the standby mode instruction =1, entering a braking standby mode, and then judging the position of a handle of a driver controller, wherein when the position of the handle of the driver controller is more than 50% and less than or equal to 100% of a braking interval, the logic controller controls a proportional valve to output the maximum common brake, and when the position of the handle of the driver controller is less than or equal to 50% of the braking interval, the logic controller controls the proportional valve to output 50% of the common brake; when the standby mode instruction =0, judging a forced relieving instruction, and when the forced relieving instruction =1, performing forced relieving, wherein the logic controller controls the proportional valve to stop outputting compressed air, so that all brakes are relieved completely; when the forced relieving instruction =0, entering a common braking mode, entering different braking functions according to the position instruction of the driver, when the handle of the driver controller is at the maximum service braking position, the logic controller controls the proportional valve to output the maximum service braking air pressure, when the handle of the driver controller is in a braking interval and does not contain the maximum common braking position, the logic controller controls the proportional valve to output the air pressure of the common brake according to the position of the handle of the driver controller in the braking interval, the greater the braking grade of the handle is, the higher the pressure is, the smaller the braking grade of the handle is, the lower the pressure is, when the handle of the driver is at the idle position, the logic controller controls the proportional valve to output smaller and constant brake air pressure, when the handle of the driver controller is in a traction interval, the logic controller controls the proportional valve to stop outputting compressed air, and all braking is relieved completely.

The service brake actuator includes: the brake system comprises a fixed base, a common brake cylinder, a dynamic brake pad and a static brake pad, wherein the fixed base consists of two plates which are arranged in an H shape and fixed on the base, and the middle of the fixed base is used for placing a simulated bogie wheel; the static brake pad is fixed on the H-shaped fixing plate of the fixing base, the dynamic brake pad is connected with the piston rod of the service brake cylinder, the cylinder is fixed on the H-shaped fixing plate of the fixing base, the static brake pad and the dynamic brake pad with the cylinder are installed on the H-shaped fixing base in a mirror image mode, and the friction surfaces of the two brake pads are opposite.

When compressed air is introduced into the service brake cylinder, the cylinder piston rod extends out to push the movable brake pad to extrude the simulated bogie wheel, the service brake applying function is implemented, when the compressed air is stopped being introduced into the service brake cylinder, the cylinder piston rod is retracted under the action of spring force, and the service brake relieving function is implemented.

The parking brake actuator includes: the parking brake device comprises a fixed base, a parking brake cylinder and a parking brake tread, wherein the fixed base is fixed on the base, and the brake tread is connected with a piston rod of the parking brake cylinder and fixes the cylinder on the fixed base.

When compressed air is introduced into the parking brake cylinder, the cylinder piston rod retracts to drive the brake tread to be separated from the tread of the simulated bogie wheel, the parking brake relieving function is implemented, and when the compressed air is stopped to be introduced into the parking brake cylinder, the cylinder piston rod extends out under the action of spring force, and the parking brake applying function is implemented.

The braking control system simulates the logic and action of the train braking system, the braking state can be sent to a device CCU module through a network interface, the state information of hardware of the braking control system is processed and is calculated and judged through train control software, and a corresponding control function is made according to an instruction and an angle signal sent by a main driver controller, so that the control function of full train Braking (BCU) is realized, the function of braking a traction motor is achieved, the control of train braking force is realized, and the function of relieving a braking unit when a driver handle fails is forcedly relieved.

An intelligent debugging and training method for urban railway passenger car brake control is characterized by comprising the following steps: the method comprises three parts, namely a method for debugging a wind source and a wind source control circuit, a method for debugging a control circuit of a parking brake actuating mechanism and a method for debugging a control circuit of a service brake actuating mechanism, wherein:

the method for debugging the air source and the air source control circuit comprises the following steps:

1. Visual inspection

Checking whether air inlets of the air compressors of the two main control units are free of blockage, and checking whether air passages of the three units are disconnected, wherein a control switch of the external air compressor is in a closed position;

2. air compressor normal start test

(1) In any master control unit cab, activating the train by using a driver key, confirming that the upper port line of the air compressor power supply circuit breaker has AC380V and the phase sequence is correct, and closing the air compressor power supply circuit breaker;

(2) confirming that the upper opening of the air compressor control circuit breaker is provided with DC110V, and closing the air compressor control circuit breaker;

(3) when the total air pressure is lower than 3.5 +/-0.2 bar, determining that the main air cylinder pressure low relay is electrified;

(4) confirming that an air compressor starting relay is electrified, and starting the air compressor;

(5) when the air compressor works, the motor is ensured to have no abnormal sound;

(6) confirming that a dryer starting relay is electrified, and starting the air source dryer of the air compressor;

(7) when the total wind pressure reaches 5.0 + -0.3 bar, the air compressor should stop working.

(8) When the air compressor and the air source dryer work normally, the state of the air compressor in the HMI is green;

3. forced air pumping test

(1) Charging air to 5.0 +/-0.3 bar, and stopping the air compressor;

(2) Pressing a forced start button of an air compressor in a cab of a main control unit;

(3) confirming that the air compressor starting relay is electrified, and starting the air compressor;

(4) loosening a forced start button of the air compressor, confirming that a start relay of the air compressor is powered off, and stopping the air compressor;

the debugging method of the control circuit of the parking brake actuating mechanism comprises the following steps:

1. control circuit debugging

(1) Activating the train by using a driver key in a cab of any master control unit;

(2) confirming that the upper port line of the parking brake control circuit breaker has DC110V, and closing a parking brake control switch;

(3) placing a parking brake application release switch of the main control unit at an 'application' position, and confirming that a parking brake electromagnetic valve of a brake control unit in an execution unit exhausts air;

(4) confirming that a parking brake actuating mechanism in the actuating unit applies parking brake, and receiving a parking brake application signal by an HMI of the main control unit;

(5) placing a parking brake application release switch at a release position, and confirming that a parking brake electromagnetic valve of an execution unit is charged with air;

(6) confirming that a parking brake actuating mechanism of the actuating unit relieves parking brake, and receiving a parking brake relieving signal by an HMI of the main control unit;

2. Parking brake bypass function

(1) Activating the train by using a driver key in a cab of any main control unit;

(2) placing the activated parking brake application mitigation switch of the master control unit in an "apply" position;

(3) confirming that a parking brake solenoid valve of a brake control unit BCU of an execution unit exhausts air; HMI displays all parking brake application signals;

(4) placing a parking brake bypass switch of the main control unit in a bypass mode, and confirming that all parking brake relieving signals are received on the HMI;

(5) placing parking brake bypass switch =26-S11 to "normal", receiving all parking brake apply signals on HMI;

(6) placing a parking brake application release switch at a release position, and receiving all parking brake release signals by the HMI;

thirdly, the debugging method of the control circuit of the service brake actuating mechanism comprises the following steps:

1. power supply measurement

(1) Master control unit

(1.1) confirming that the upper port lines of the two brake control power circuit breakers have DC 110V;

(1.2) closing the two brake control power circuit breakers;

(1.3) confirming that power + and power-of the Brake Control Unit (BCU) terminal bank has DC 110V;

(2) execution unit

(2.1) confirming that the upper port lines of the two brake control power circuit breakers have DC 110V;

(2.2) closing the two brake control power circuit breakers;

(2.3) confirming that power + and power-of the Brake Control Unit (BCU) terminal bank has DC 110V;

(3) after all plug power supplies are qualified in measurement, all plugs are connected;

2. service brake test

(1) Charging the total wind to 5.0 bar;

(2) moving the driver control handle of the driver controller to position B5, confirming that emergency braking should be alleviated when maximum service braking is applied;

(3) and moving a driver control handle of the driver controller in a braking interval and idle running, and confirming that the braking condition conforms to a braking curve on the HMI.

(4) When the vehicle applies the brake, the brake unreleasing indicator lamp on the vehicle side is confirmed to be turned on, and when the vehicle brake is relieved, the brake unreleasing indicator lamp on the vehicle side is confirmed to be turned off.

The invention organically integrates the background support and the foreground functional hardware through the logic connection and the network connection of the hardware, the three units are arranged to accord with the layout mode arrangement of the main control vehicle and the executive vehicle of the urban railway vehicle, and the three same brake system components of the executive unit are arranged to embody the mode of the centralized and unified control of the brake system of the urban railway vehicle and the independent control of the single vehicle, namely, the main control vehicle controls the brake function annunciator instruction of the whole train, the single vehicle receives the main control instruction, and the brake executive mechanism of the single vehicle is controlled to realize the brake function, and the main function of the brake control system of the urban railway vehicle is embodied, and the unique characteristic of debugging skill of the urban railway vehicle is embodied. The simulation degree is high, and a trainer can compile a debugging method of the practical training device according to debugging contents of the urban railway vehicle, so that trainees can carry out standardized operation according to the debugging method; the three small and compact units are used for simulating and simulating the function of the brake system of the train of urban railway vehicles, the real vehicles are used for training, the parts are concentrated, the walking range is small, the walking time of personnel is saved, the influence of the training on the function and the performance of the real vehicles can be reduced, the unexpected quality problem of the vehicles is avoided, and the loss is reduced.

Drawings

FIG. 1 is a block diagram of a brake control system;

FIG. 2a is a schematic view of a sector of a brake controller handle of the brake control system;

FIG. 2b is a brake graph of the brake control unit;

FIG. 3a is a brake command current signal generator and circuit diagram of the driver controller;

FIG. 3b is a schematic illustration of a train line for a brake command current signal from the execution unit;

FIG. 4 is an internal schematic diagram of the brake control unit;

FIG. 5a is a circuit diagram of the traction and braking signals of the main control unit;

FIG. 5b is a circuit diagram of the traction and braking signals of the actuator;

FIG. 6a is a brake system reset, standby mode circuit diagram of the master control unit;

FIG. 6b is a brake system reset, standby mode circuit diagram of the execution unit;

FIG. 7a is a circuit diagram of a force mitigation circuit of a master control unit;

FIG. 7b is a circuit diagram of a force mitigation execution unit;

FIG. 8a is a circuit diagram of the total wind condition loop and the brake condition loop of the master control unit;

FIG. 8b is a circuit diagram of the total wind state loop and the brake state loop of the actuator;

FIG. 9a is a circuit diagram of a parking brake status loop of the master control unit;

FIG. 9b is a circuit diagram of an execution unit parking brake state loop;

FIG. 10a is a zero speed loop circuit diagram of the master control unit;

FIG. 10b is a zero speed relay control circuit diagram of the main control unit;

FIG. 10c is a zero speed loop circuit diagram of the execution unit;

FIG. 11a is a circuit diagram of a parking brake control circuit of the master control unit;

FIG. 11b is a circuit diagram of an execution unit parking brake control;

FIG. 12 is a brake control system power supply circuit diagram;

FIG. 13 is a circuit diagram of an air supply and air supply control system;

FIG. 14 is a schematic view of a conventional brake actuator;

FIG. 15 is a schematic view of a parking brake actuator;

FIG. 16 brake control unit functional logic diagram.

Detailed Description

Referring to fig. 1, the simulated braking control system is distributed among three cabinets, namely a main control cabinet 1, an execution cabinet and a main control cabinet 2. Wherein main control rack 1 and main control rack 2 include: the system comprises a touch display, a central processing unit, a brake control system operation panel, a brake control system state display panel, a driver controller, an air source and an air source control system; the execution cabinet comprises 3 sets of same distribution boards A, B, C, each set of distribution board comprises a bicycle brake operation panel, a Brake Control Unit (BCU), a parking brake execution mechanism and a service brake execution mechanism; wherein, the connection relation among all parts is as follows:

the connection relation among all parts of the main control cabinet is as follows: the touch display is connected with the central processing unit and displays the state information of the brake system, the driver controller and the operation panel of the brake control system are respectively connected with the central processing unit, and the position state of the driver controller and the switch operation state of the operation panel are transmitted to the central processing unit;

The connection relation among each set of components of the execution cabinet is as follows: the bicycle brake operating panel is connected with a Brake Control Unit (BCU), and the command of the bicycle brake operating switch is transmitted to the Brake Control Unit (BCU); the Brake Control Unit (BCU) is connected with the parking brake actuating mechanism, controls an electric control element of the parking brake actuating mechanism, and controls compressed air to apply and release parking brake through the electric control element; the brake control unit is connected with the service brake actuating mechanism, controls an electric control element of the service brake actuating mechanism, and controls compressed air to apply and relieve service brake through the electric control element.

The connection relation between each part of the main control cabinet and each part of the execution cabinet is as follows: the central processing unit, the driver controller, the brake control system operation panel and the brake control system state display panel are respectively connected with the three brake control units, position signals of the driver controller and switch signals on the brake control system operation panel are transmitted to the brake control units, and states of the three brake control units are transmitted to the central processing unit and displayed on the brake control system state display panel; the air source and the air source control system are connected with the three parking brake actuating mechanisms and the three service brake actuating mechanisms and provide compressed air for the parking brake actuating mechanisms and the service brake actuating mechanisms.

Referring to fig. 2a, the driver controller mainly includes a driver control handle, a driver key, a running direction switch, and a driver alert switch, and is responsible for sending a train activation instruction, a braking level instruction, and a train running direction instruction to a Brake Control Unit (BCU). When the handle is in the braking sector, the B1-B5 level position and the EB emergency braking position, the simulation device is in a braking state. With the change of the position of the handle, the driver generates a current I of 4-20 mA. The braking instruction is divided into a lazy line bit, a B1 level, a B2 level, a B3 level, a B4 level, a B5 level and an EB bit, wherein: idling, wherein I is more than 10mA and less than or equal to 12 mA; b1 grade, I is more than 9mA and less than or equal to 10 mA; b2 grade, I is more than 8mA and less than or equal to 9 mA; b3 grade, I is more than 7mA and less than or equal to 8 mA; b4 grade, I is more than 6mA and less than or equal to 7 mA; b5 grade, I is more than 5mA and less than or equal to 6 mA; EB bit, I is more than 4mA and less than or equal to 5mA

Referring to fig. 2b, the brake control unit outputs compressed air of different pressures according to a change in the current signal "I" from the driver controller. Wherein: i is more than 10mA and less than or equal to 12mA, and the brake pressure is output at 0.5 bar; i is more than 9mA and less than or equal to 10mA, and the brake pressure is output by 1.0 bar; i is more than 8mA and less than or equal to 9mA, and the brake pressure is output by 1.1 bar; i is more than 7mA and less than or equal to 8mA, and the brake pressure is output by 1.2 bar; i is more than 6mA and less than or equal to 7mA, and the brake pressure is output by 1.3 bar; i is more than 5mA and less than or equal to 6mA, and the brake pressure is output by 1.5 bar. I is more than 4mA and less than or equal to 5mA, and the brake pressure is output by 1.9 bar.

Referring to fig. 3a and 3B, the =24-a01 master control unit sends out a 4-20mA signal, which is transmitted to SK2-G, SK2-H terminals of Brake Control Units (BCUs) of =26-a01 respectively arranged in a switchboard a, a switchboard B and a switchboard B through train lines as braking force input signals.

Referring to fig. 4, a siemens S200, a main logic control unit in the Brake Control Unit (BCU), serves as a logic control unit, and an electronically controlled proportional valve serves as a brake pressure output control element. An external signal is accessed through an interface circuit, wherein SK2-G, SK2-H is a braking force analog quantity value input terminal; PL3-C is a standby mode signal input terminal; PL3-T is a traction command input terminal; PL3-J is a brake command input terminal; PL2-L and PL2-M are forced Release Command input terminals; PL2-E and PL2-F are emergency braking command signal input terminals, and when positive 110V is provided between the brake control unit PL2-E terminal and PL2-F, the brake control unit does not perform the emergency braking function, when the mushroom button is triggered, or an emergency braking loop will not be established due to low total wind pressure, driver alert trigger, etc., and 0V is provided between PL2-E and PL2-F of the brake control unit, initiating an emergency braking mode of the brake control unit; PL2-A and PL2-B are DC 110V control power supply input terminals; PL3-S and PL3-E are train zero-speed signals sent out by a simulated BCU; 01_ PL2-U, 01_ PL2-T, 02_ PL2-U, 02_ PL2-T are braking state signal output contacts, and are "1" when in the braking state. The pipeline pressure is controlled by an electric control proportional control valve to enable the friction braking mechanism to generate corresponding braking force, and the requirement of the braking curve of fig. 2b is met. The logic controller of the brake control unit executes the following functional logic (FIG. 16)

The logic controller of the brake control unit executes the following functional logic (see fig. 16): the main program carries out self-checking, after the self-checking is successful, emergency braking instruction judgment is carried out, when the emergency braking instruction =0, an emergency braking mode is entered, and the logic controller controls the proportional valve to output emergency braking pressure; when the emergency braking instruction =1, judging a standby mode instruction, when the standby mode instruction =1, entering a braking standby mode, and then judging the position of a handle of a driver controller, wherein when the position of the handle of the driver controller is more than 50% and less than or equal to 100% of a braking interval, the logic controller controls a proportional valve to output the maximum common brake, and when the position of the handle of the driver controller is less than or equal to 50% of the braking interval, the logic controller controls the proportional valve to output 50% of the common brake; when the standby mode instruction =0, judging a forced relieving instruction, and when the forced relieving instruction =1, performing forced relieving, wherein the logic controller controls the proportional valve to stop outputting compressed air, and relieving all brakes completely; when the forced relieving instruction =0, entering a common braking mode, entering different braking functions according to the position instruction of the driver, when the handle of the driver controller is at the maximum service braking position, the logic controller controls the proportional valve to output the air pressure of the maximum service braking, when the handle of the driver controller is in a braking interval (not containing the maximum common braking position), the logic controller controls the proportional valve to output the air pressure of the common brake according to the position of the handle of the driver controller in the braking interval, the greater the braking grade of the handle is, the higher the pressure is, the smaller the braking grade of the handle is, the lower the pressure is, when the handle of the driver is at the idle position, the logic controller controls the proportional valve to output smaller and constant brake air pressure, when the handle of the driver controller is in a traction interval, the logic controller controls the proportional valve to stop outputting compressed air, and all braking is relieved completely.

Referring to fig. 5a, when the handle of the driver controller is in the traction sector P, the 24502 traction signal line is positive 110V; 2403 brake signal line is positive 110V when ATP bypass switch =41-S01 is in the bypass state. When the handle of the driver controller is positioned in the braking sector B, the 24502 traction signal line is 0V; 2403 brake signal line is 0V when ATP bypass switch =41-S01 is in the bypass state. The brake signal is active low. The two signals are transmitted to the end connector as shown in fig. 5 a.

Referring to fig. 5B, the traction and braking signals from the master control unit are transmitted to the execution cabinet via the end connectors, and 1 Brake Control Unit (BCU) and service brake mechanism are arranged in the cabinet for the switchboard a, the switchboard B and the switchboard C. The PL3-T terminal of the brake control unit =26-a01 receives the traction signal, and when the traction signal is high, the brake control unit is prohibited from outputting the braking force. The PL3-J terminal receives a brake signal, and when the brake signal is at a low level, the brake control unit outputs brake pressure through the electric control proportional valve according to a brake curve, so that the service brake mechanism generates brake friction force.

Referring to fig. 6a, the =24-S02 standby mode button of the main control cabinet outputs a standby mode command when =24-S02 is pressed and self-locked, and is transmitted to the car-end connector through 24D 02.

Referring to fig. 6b, the standby mode signal of the execution cabinet is transmitted to the switchboard 1, the switchboard 3 and the Brake Control Unit (BCU) of the switchboard 2 in the execution cabinet via the end connector. The PL3-C terminal of the brake control unit =26-a01 receives the standby mode signal. When high, the brake control system is in a standby mode. In the standby mode, the brake control system will only output two brake pressures, namely: when the driver control handle is in the intervals of B1, B2 and B3, only the braking force output of B3 is executed; when the handle of the driver controller is in the interval of B4 and B5, the braking force output of B5 position is executed.

Referring to fig. 7a, =26-S03 are brake control system force release buttons, 26701 in this circuit is positive 110V, 26702 is 0V. When the =26-S03 button is pressed, a force release signal is transmitted to the vehicle end connector.

Referring to fig. 7b, the force relieving signal of the implementation cabinet is transmitted to the distribution board 1, the distribution board 3, and the Brake Control Unit (BCU) of the distribution board 2 in the implementation cabinet via the end connectors. The PL2-L and PL2-M terminals of brake control unit =26-a01 receive the forced mitigation signal. At a high level between PL2-L and PL2-M, the brake system is in a forced relaxed state. In the state of forced release, the braking function of the braking system is not affected, when the handle of the driver of the head vehicle is in a traction sector and an idle position, if the state of brake non-release occurs, the button =26-S03 is pressed to realize the brake system of forced release. When the handle of the driver controller of the head vehicle is in the braking position, the braking instruction sent by the handle is executed, and the releasing command is not executed even if the =26-S03 button is pressed.

Referring to fig. 8a, the total wind state circuit of the head car is composed of head relay =21-K05, total wind state relay =26-K05, and total wind bypass switch = 26-S05. The total wind status circuit of the implementation cabinet is composed of the train line and the total wind pressure switch =26-S06 in fig. 8 b.

The principle is as follows: when the cab of the main control cabinet 1 is activated, the =21-K05 relay which activates the cab is powered on, the normally open contact of the relay is closed, and the normally closed contact of the relay is opened. The positive 110V is transmitted to the vehicle end connector through 26901 and 26902, enters the execution cabinet through a vehicle end bridge wire, and when a pressure switch connected to a main air pipe detects that the total air pressure reaches 3.3bar, a normal open contact of 26-S06 is closed, and a train line is through. The positive 110V is transferred to the master control cabinet 2 via the train line and the train-end bridge line. Since the cab of the main control cabinet 2 is an unoccupied cab, the =21-K05 relay is not powered, the positive 110V is transmitted to 26904 via the normally closed contact thereof, the total wind state relay =26-K05 of the vehicle is activated, and meanwhile, the total wind state relay =26-K05 of the main control cabinet 1 is activated by returning to the main control cabinet 1 through the 26904 train line and the vehicle-end bridge line. The total wind state loop is established, which indicates that the pressure of a total wind pipe of the simulated vehicle is normal, a normally open contact of a total wind state relay =26-K05 is connected in series in a safety loop of the simulation system, and when the total wind pressure switch =26-S06 is disconnected when the total wind is at low pressure, the total wind state loop cannot be established, so that the safety loop cannot be established. After the cab of the main control cabinet 2 is activated, the logic is the same as that of the front cab.

In the braking state loop, the relay =32-K05 is an on-train relay, when the master control cabinet 1 activates the device, the relay =32-K05 of the master control cabinet 1 is activated, and the relay =32-K05 of the master control cabinet 2 is not activated, otherwise, the same applies.

Taking the master control cabinet 1 as an example, when the braking control system is in the braking state, PL2-T and PL2-U contacts of the braking units are closed, in the figure, PL2-T and PL2-U contacts =26-a01 are 01_ PL2-T and 01_ PL2-U in =26-a01, and PL2-T and PL2-U contacts =26-a02 are also integrated into =26-a01 as 02_ PL2-T and 02_ PL2-U (refer to fig. 4).

Taking the master control cabinet 1 as an example, when the brake control system is in the release state, =26-K01, =26-K02 will not be activated by the BCU. Positive 110V is passed to the vehicle end connector via the closed =32-K05 normally open contact to 26a01, and since the relay =26-K01, =26-K02 normally closed contact is on state when in the mitigation state, positive 110V is passed to the vehicle end connector via 26a 03.

Referring to fig. 8B, the positive 110V is transmitted to the brake control system execution cabinet via the vehicle-end bridge wire, and if the service brake mechanisms of the distribution board a, the distribution board B, and the distribution board C of the execution cabinet are all in a release state, the positive 110V is transmitted to the main control cabinet 2 via three sets of relays =26-K01, =26-K02 normally closed contacts and vehicle-end connectors, and the vehicle-end bridge wire. Since relay =32-K05 of master cabinet 2 is in a de-energized state, positive 110V activates relay =26-K03 via its normally closed contacts while activating relay =26-K03 through 24a05 and the 24a05 trainline of the actuating cabinet back to master cabinet 1.

So far a brake release state loop is established. The loop will not be established when either brake mechanism is in a non-relaxed state. =26-K03 will illuminate the brake non-mitigation indicator light =45-H02 in the signal simulation system. If the loop fails, confirming that all braking mechanisms are in a released state can be achieved by rotating the brake release state, bypass transfer switch =26-S14 to the bypass position, allowing positive 110V to directly activate relay =26-K03 without going through the loop.

A service brake application loop takes master control cabinet 1 activation as an example, positive 110V is connected to 26a06 via closed relay =32-K05 normally open contact, and relay =26-K01, =26-K02 normally open contact is closed when the brake control system is in a braking state. Positive 110V via 26a08 to the vehicle end connector. And the vehicle end bridge wire is passed through to the execution cabinet.

When the service brake mechanisms of the cabinet switchboard 1, the switchboard 3 and the switchboard 2 are all in the brake state, the relays =26-K01 and =26-K02 are in the closed state. Positive 110V connects to master control cabinet 2 activation relay =26-K04 via the normally open contacts and car end connectors of the relay closures described above and returns the cabinet trainline to master control cabinet 1 activation relay =26-K04 through 26a10 and car end bridgewire, 26a 10. The service brake application loop is now established. When a certain brake unit fails and brake can not be applied, the service brake application bypass switch can be rotated to the bypass position, so that bypass of the service brake application state of the corresponding unit can be realized, and the establishment of the whole loop cannot be influenced.

Relay =26-K04 may be activated directly when a loop problem occurs by rotating the service brake apply bypass switch to the bypass position.

The relays =26-K01, =26-K02 in each brake control system unit also controls red brake status indicator lights =26-H01 (left side of the simulation) and =26-H02 (right side of the simulation), which light up when the brake control system is in the brake applied state.

Referring to fig. 9a, taking the master control cabinet 1 as an example of activation, the relay is activated for the train since relay = 32-K02. The active end can be activated only when the train is powered on. Positive 110V through normally open contacts closed via relay =32-K02 to 26K02 and the vehicle end connector.

Referring to FIG. 9b, positive 110V is through the end bridge, 26K02 to the status contact of the 3 parking brake mechanisms. Closure of =26-Y01 indicates that the corresponding parking brake mechanism is in a released state. That is, a parking brake state loop may be established with all parking brake mechanisms in a released state. Positive 110V goes via 26K02 to the car end connector.

Through the vehicle-end bridge wire, positive 110V enters the main control cabinet 2. Since relay =32-K02 of master control cabinet 2 is inactive, positive 110V activates relay =26-K09 of the host vehicle via the 26K02, relay =32-K02 normally closed contacts, while activating relay =26-K09 via the end bridge, intermediate train line 26K03 back to master control cabinet 1. To this point a parking brake state loop is established.

When the loop cannot be established, check confirms that parking brake is released because parking brake bypass switch =26-S11 may be rotated to the bypass position due to line reasons. Relay =26-K09 can be activated directly without going through the loop.

Activation and deactivation of relay =26-K09 may control parking brake unremittance indicator =45-H03 to be extinguished and lit. Meanwhile, the normally open contact of the traction safety loop is connected in series, so that traction cannot be applied when the brake control system is in a parking brake state.

Referring to fig. 10a and 10b, taking the master cabinet 1 bit activated car as an example, since the head relay =21-K05 is in an activated state, the positive 110V is connected to the car end connector through 26J01 via the normally open contact of the already closed relay = 21-K05.

Referring to fig. 10c, the positive 110V is routed through the end bridge to the center car simulation cabinet. The PL3-S, PL3-E zero speed contacts of the three brake control units implementing the cabinet are shown in series with each other. The contact point is that the brake control system detects that the speed value of the system is closed less than 5 km/h. I.e. when the detected speed of all brake control units is below 5km/h plus 110V passes 3 zero speed contacts to 26J01 and transmits a signal to the master control cabinet 2.

At master control cabinet 2, positive 110V via 26J01 and relay =21-K05 normally closed contacts to 26J04, with ATP cut relay =45-K10 activated, zero speed relay =45-K05, =45-K06 and to the car end connector are activated. And returning to the master control cabinet 1 through the train-end passing line to the execution cabinet train line 26J 04.

With the positive 110V of the master cabinet 1 via 26J04, the zero speed relay =45-K05, =45-K06 is activated on condition that the ATP cut relay =45-K10 is activated.

The zero speed signal is applied to driver alertness, door systems and emergency braking loops.

Referring to fig. 11a, taking the master control cabinet 1 as an example of an activation vehicle, since the master control cabinet 1 head relay =21-K04 is in an activated state, positive 110V is normally open to 26502 via the relay = 24-K04. Rotary parking brake control switch = 26-S01. When rotated to the right, contacts 1-2 are closed and positive 110V goes through 26504 to the end connector, and when rotated to the left, contacts 3-4 are closed and positive 110V goes through 26503 to the end connector.

Referring to fig. 11B, when the main control cabinet 1 rotates the parking brake control switch =26-S01 to the right, positive 110V transmits a parking brake application signal through the train line 26504 to the 14 and 5 terminals of the parking brake devices =26-Y01 in the brake control units of the cabinet panel a, panel B, and panel C, and the parking brake devices =26-Y01 are applied.

When the main control cabinet 1 rotates the parking brake control switch =26-S01 to the left, the positive 110V transmits the parking brake release signal through the train line 26503 to the terminals 13 and 4 of the parking brake devices =26-Y01 in the brake control units of the cabinet switchboard a, switchboard B and switchboard C, and the parking brake devices =26-Y01 generate the release action.

Parking brake control switch =26-S01 is a three-position self-resetting rotary switch.

Referring to fig. 12, a dc 110V power source is supplied from a circuit breaker = 26-F01. Due to the importance of the brake control system, circuit breaker =26-F01 adds an auxiliary contact for feeding back the breaker state to the system.

Referring to fig. 13, the air source and the air source control system of the main control unit include an ac air compressor, a simulation dryer, a total air pressure switch, a strong pump switch, a compressor starting contactor, a total air pressure low relay, and a dryer starting contactor, the air source uses a low-power ac air compressor, and provides 0 MPa-0.6 MPa compressed air for the device, and the air source control system are used for the parking brake mechanism and the service brake mechanism of the execution unit to operate.

The simulated dryer 23-A02 is connected with a dryer starting contactor 23-K01, and the dryer starting contactor controls the starting of the simulated dryer; the dryer starting contactor 23-K01 is connected with the compressor starting contactor 23-K02 and is controlled by the compressor starting contactor; the compressor starting contactor 23-K02 is connected with the air compressor 23-A02M and controls the air compressor to start and stop; the compressor starting contactor 23-K02 is connected with a total wind pressure low relay 23-K03 and is connected with a strong pump switch 23-S01, and the total wind pressure low relay and the strong pump switch are connected in parallel to control the working condition of the compressor starting contactor; and a main wind pressure switch UP3 is connected with the main wind pressure low relay 23-K03, and the main wind pressure switch controls the action of the relay.

The working process is as follows: the power supply circuit breaker of the air compressor is a =23-F02 circuit breaker, and the =23-K02 contactor is controlled by the control circuit to start the air compressor. The control circuit of the air source is powered by =23-F01, when the output pressure of the air compressor is lower than 3.5bar only when the pressure switch-UP 3 detects, the pressure switch controls the total air pressure low relay =23-K03 to be powered on, and the =23-K03 controls the air compressor starting contactor =23-K02 to be powered on and closed, so that the air compressor is started; when the output pressure of the air compressor is higher than 5.0bar, the-UP 3 pressure switch is controlled to be disconnected, the total wind pressure low relay =23-K03 is powered off, and the operation of the air compressor is stopped. When the air compressor is started, the dryer starting relay =23-K01 is electrified, and the air compressor air source dryer =23-a02 starts to work. The air source dryer of the device replaces the actual dryer with an indicator light.

Referring to fig. 14, the service brake actuator includes: the simulated bogie motor 10, the fixed base, the base 9, the service brake cylinder 3, the dynamic brake pad 5 and the static brake pad 6, 11 are cylinder air inlets, wherein the fixed base is composed of two fixed plates 8 which are arranged in an H shape and fixed on the base, and the middle of the fixed base is used for placing simulated bogie wheels; the static brake pad is fixed on the H-shaped fixing plate of the fixing base, the dynamic brake pad is connected with the piston rod of the service brake cylinder, the cylinder is fixed on the H-shaped fixing plate of the fixing base, the static brake pad and the dynamic brake pad with the cylinder are installed on the H-shaped fixing base in a mirror image mode, and the friction surfaces 4 of the two brake pads are opposite.

When compressed air is introduced into the service brake cylinder, the cylinder piston rod extends out to push the movable brake pad to extrude the simulated bogie wheel 7, the service brake applying function is implemented, when the compressed air is stopped being introduced into the service brake cylinder, the cylinder piston rod is retracted under the action of spring force, and the service brake relieving function is implemented.

Referring to FIG. 15, the parking brake actuator includes: the fixed base 15, the base 16, the parking brake cylinder 14 and the parking brake treads 12 and 13 are air inlets of the cylinders, wherein the fixed base is fixed on the base, and the brake treads are connected with a piston rod of the parking brake cylinder and fix the cylinder on the fixed base.

When compressed air is introduced into the parking brake cylinder, the cylinder piston rod retracts to drive the brake tread to be separated from the tread of the simulated bogie wheel 17, the parking brake relieving function is implemented, and when the compressed air is stopped being introduced into the parking brake cylinder, the cylinder piston rod extends out under the action of spring force, and the parking brake applying function is implemented.

The debugging method of the urban railway passenger car brake control system comprises the following steps: the method comprises a method for debugging the wind source and the wind source control circuit, a method for debugging the parking brake control circuit and a method for debugging the service brake control circuit.

1. The debugging method of the air source and the air source control circuit comprises the following steps:

1.1, appearance inspection

And (3) checking that air inlets of the air compressors of the main control cabinet 1 and the main control cabinet 2 are free of blockage, air paths of the three units are free of disconnection, and a control switch of the external air compressor is in a closed position.

1.2 air compressor Normal Start test

1.2.1, in any master control cabinet cab, activating a train by using a driver key, confirming that air compressor power supply circuit breakers =23-F02 have AC380V according to the numbers of upper opening lines 31201, 31202 and 31203, ensuring correct phase sequence, and closing the air compressor power supply circuit breakers = 23-F02;

1.2.2, confirming that a DC110V is arranged at the upper port of an air compressor control circuit breaker =23-F01, and closing the air compressor control circuit breaker = 23-F01;

1.2.3, when the total wind pressure is lower than 3.5 +/-0.2 bar, determining that the main air cylinder pressure low relay is electrified;

1.2.4, confirming that a starting relay of the air compressor is electrified, and starting the air compressor;

1.2.5, confirming that the motor has no abnormal sound when the air compressor works;

1.2.6, confirming that a dryer starting relay =23-K01 is electrified, and starting the air source dryer of the air compressor;

1.2.7, when the total wind pressure reaches 5.0 +/-0.3 bar, the air compressor stops working.

1.2.8, when the air compressor and the air dryer are operating normally, the air compressor is shown normal in the HMI.

1.3 forced air test

1.3.1, charging the total wind pressure to be more than 5.0 +/-0.3 bar, and stopping the air compressor;

1.3.2, pressing a forced starting button of an air compressor in a cab of the main control unit;

1.3.3, confirming that an air compressor starting relay =23-K02 is electrified, and starting the air compressor to work;

and 1.3.4, releasing a forced starting button of the air compressor, confirming that the starting relay =23-K02 loses power, and stopping the air compressor.

2. The debugging method of the parking brake control circuit comprises the following steps:

2.1 control Circuit debugging

2.1.1, activating the train by using a driver key in a cab of any master control cabinet;

2.1.2, confirming that an upper port line 32101 of the park brake control circuit breaker with the =26-F03 has a DC110V, and closing the park brake control switch with the = 26-F03;

2.1.3, placing a parking brake application release switch of the main control unit at an 'application' position, and confirming parking brake electromagnetic valves of a distribution board A, a distribution board B and a Brake Control Unit (BCU) of a distribution board C of the execution unit to exhaust air;

2.1.4, confirming that the parking brake actuating mechanisms of the distribution board A, the distribution board B and the distribution board C of the actuating unit apply parking brakes, and receiving a parking brake application signal by the HMI of the main control unit;

2.1.5, placing a parking brake application release switch at a release position, and confirming that the parking brake solenoid valves of a distribution board A, a distribution board B and a distribution board C of an execution unit are charged with air;

2.1.6, confirming that the parking brake actuators of the distribution board A, the distribution board B and the distribution board C of the execution unit release parking brake, and receiving a parking brake release signal by the HMI of the main control unit.

2.2 parking brake bypass function

2.2.1, activating the train by using a driver key in a cab of any master control unit;

2.2.2, placing the activated parking brake application release switch of the main control unit in an 'application' position;

2.2.3, confirming the stop brake electromagnetic valve of the distribution board A, the distribution board B and the Brake Control Unit (BCU) of the execution unit to exhaust; HMI displays all parking brake application signals;

2.2.4, placing a parking brake bypass switch =26-S11 of the master control cabinet in a bypass mode, and confirming that all parking brake release signals are received on the HMI;

2.2.5, place parking brake bypass switch =26-S11 to "normal", receive all parking brake apply signals on HMI;

and 2.2.6, placing the parking brake application release switch in a release position, and receiving all parking brake release signals by the HMI.

3. The debugging method of the common brake control circuit comprises the following steps:

3.1 Power supply measurement

3.1.1, Master control Unit

3.1.1.1, confirming that there is DC110V on the brake control power supply 1 breaker =26-F01 upper port line 32101;

3.1.1.2, confirming that the brake control power supply 2 breaker =26-F02 has DC110V on the upper port line 32101;

3.1.1.3, close brake control power supply 1 circuit breaker =26-F01 and brake control power supply 2 circuit breaker = 26-F02;

3.1.1.4, confirming that there is DC110V at bit A (+) and bit B (-) of the Brake Control Unit (BCU) PL2 terminal block;

3.1.1.5, confirming that A bits (+) and B of terminal row of Brake Control Unit (BCU) PL2 are (-) has DC 110V;

3.1.2 switchboard A, switchboard B, switchboard C of execution unit

3.1.2.1, confirming that the brake control power supply 1 breaker =26-F01 has DC110V on the upper port line 32101; 3.1.2.2, confirming that the brake control power supply 2 breaker =26-F02 has DC110V on the upper port line 32101;

3.1.2.3, closing brake control power supply 1 circuit breaker =26-F01 and brake control power supply 2 circuit breaker = 26-F02;

3.1.2.4, confirming that there is DC110V at bit A (+) and bit B (-) of the Brake Control Unit (BCU) PL2 terminal block;

3.1.2.5, confirming that there is DC110V at bit A (+) and bit B (-) of the Brake Control Unit (BCU) PL2 terminal block;

and 3.1.3, connecting all the plugs after all the plug power supplies are qualified in measurement.

3.2 service brake test

3.2.1, filling the total wind to 5.0 bar;

3.2.2, moving the driver control handle of the driver controller to position B5, and confirming that the emergency brake is relieved when the maximum service brake is applied;

3.2.3, moving a driver control handle of the driver controller in a braking area and an idle running area, and confirming that the braking condition conforms to a braking curve on the HMI.

And 3.2.4, when the vehicle applies the brake, confirming that the brake unreleasing indicator lamp on the vehicle side is on, and when the vehicle brake is relieved, confirming that the brake unreleasing indicator lamp on the vehicle side is off.

In addition, the reserved interface can realize that the training examination questions are selected by adopting a database, and the simulation device fails by activating the fault setting relay, so that the function is lost. The training personnel input the fault code through the answering machine after analyzing and measuring, and judge whether the answer is correct through comparing with the database.

Claims (6)

1. An intelligent debugging and training method for urban railway passenger car brake control is applied to an intelligent debugging and training system for urban railway passenger car brake control, and is characterized in that: the intelligent debugging and training system for the urban railway passenger car brake control comprises two main control units and an execution unit, wherein each main control unit comprises a touch display, a central processing unit, a brake control system operation panel, a brake control system state display panel, a driver controller, an air source and an air source control system; the execution unit comprises 3 sets of same components, and each set of components comprises a bicycle brake operation panel, a brake control unit, a parking brake execution mechanism and a service brake execution mechanism; wherein, the connection relation among all parts is as follows:

The connection relationship among all parts of the main control unit is as follows: the touch display is connected with the central processing unit and displays the state information of the brake system, the driver controller and the operation panel of the brake control system are respectively connected with the central processing unit, and the position state of the driver controller and the switch operation state of the operation panel are transmitted to the central processing unit;

the connection relation among each set of components of the execution unit is as follows: the bicycle brake operating panel is connected with the brake control unit, and transmits the instruction of the bicycle brake operating switch to the brake control unit; the brake control unit is connected with the parking brake actuating mechanism, controls an electric control element of the parking brake actuating mechanism, and controls compressed air to apply and relieve parking brake through the electric control element; the brake control unit is connected with the service brake actuating mechanism, controls an electric control element of the service brake actuating mechanism, and controls compressed air to apply and relieve service brake through the electric control element;

the connection relationship between each part of the main control unit and each part of the execution unit is as follows: the central processing unit, the driver controller, the brake control system operation panel and the brake control system state display panel are respectively connected with the three brake control units, position signals of the driver controller and switch signals on the brake control system operation panel are transmitted to the brake control units, and states of the three brake control units are transmitted to the central processing unit and displayed on the brake control system state display panel; the air source and air source control system is connected with the three parking brake actuating mechanisms and the three service brake actuating mechanisms and provides compressed air for the parking brake actuating mechanisms and the service brake actuating mechanisms;

The training method comprises the following steps: the method comprises three parts, namely a method for debugging a wind source and a wind source control circuit, a method for debugging a parking brake actuating mechanism control circuit and a method for debugging a service brake actuating mechanism control circuit, wherein:

the debugging method of the air source and the air source control circuit comprises the following steps:

(1) visual inspection

Checking whether air inlets of the air compressors of the two main control units are free of blockage or not, and whether air paths of the three units are disconnected or not, wherein a control switch of the external air compressor is in a closed position;

(2) air compressor normal start test

(2.1) in any master control unit cab, activating the train by using a driver key, confirming that an upper port line of the air compressor power supply circuit breaker has AC380V and the phase sequence is correct, and closing the air compressor power supply circuit breaker;

(2.2) confirming that the upper port line of the air compressor control circuit breaker has DC110V, and closing the air compressor control circuit breaker;

(2.3) when the total wind pressure is lower than 3.5 +/-0.2 bar, determining that the main air cylinder pressure low relay is electrified;

(2.4) confirming that the air compressor starting relay is electrified, and the air compressor starts to work;

(2.5) confirming that the motor has no abnormal sound when the air compressor works;

(2.6) confirming that the dryer starting relay is electrified, and starting the air source dryer of the air compressor to work;

(2.7) when the total wind pressure reaches 5.0 +/-0.3 bar, stopping the air compressor;

(2.8) when the air compressor and the air source dryer work normally, the state of the air compressor in the HMI is green;

(3) forced air pumping test

(3.1) charging air to the total air pressure of more than 5.0 +/-0.3 bar, and stopping the air compressor;

(3.2) pressing a forced start button of the air compressor in the cab of the main control unit;

(3.3) confirming that the air compressor starting relay is electrified, and the air compressor starts to work;

(3.4) loosening a forced start button of the air compressor, confirming that a start relay of the air compressor is powered off, and stopping the air compressor;

the debugging method of the control circuit of the parking brake actuating mechanism comprises the following steps:

(1) control circuit debugging

(1.1) activating the train by using a driver key in a cab of any master control unit;

(1.2) confirming that the upper port line of the parking brake control circuit breaker has DC110V, and closing a parking brake control switch;

(1.3) placing a parking brake application release switch of the main control unit at an 'application' position, and confirming the parking brake electromagnetic valve of the brake control unit in the execution unit to exhaust air;

(1.4) confirming that a parking brake actuating mechanism in the actuating unit applies parking brake, and receiving a parking brake application signal by the HMI of the main control unit;

(1.5) placing a parking brake applying relieving switch at a relieving position, and confirming that a parking brake electromagnetic valve of an execution unit is charged with air;

(1.6) confirming that a parking brake actuating mechanism of the actuating unit relieves parking brake, and receiving a parking brake relieving signal by an HMI of the main control unit;

(2) parking brake bypass function

(2.1) activating the train by using a driver key in a cab of any master control unit;

(2.2) placing the activated parking brake application release switch of the master control unit in an "apply" position;

(2.3) confirming that a parking brake solenoid valve of a brake control unit BCU of the execution unit exhausts air; HMI displays all parking brake application signals;

(2.4) placing a parking brake bypass switch of the main control unit in a bypass mode, and confirming that all parking brake release signals are received on the HMI;

(2.5) placing the parking brake bypass switch to be normal, and receiving all parking brake applying signals on the HMI;

(2.6) placing the parking brake application release switch at a 'release' position, and receiving all parking brake release signals by the HMI;

the debugging method of the control circuit of the service brake actuating mechanism comprises the following steps:

(1) power supply measurement

(1.1) Main control Unit

(1.1.1) confirming that the brake control power supply 1 has DC110V on the upper port line of the breaker;

(1.1.2) confirming that the brake control power supply 2 has DC110V on the upper port line of the breaker;

(1.1.3) closing the brake control power supply 1 circuit breaker and the brake control power supply 2 circuit breaker;

(1.1.4) confirm that the power source + and power source-of the brake control unit BCU terminal bank has DC 110V;

(1.2) switchboard 1, switchboard 3, switchboard 2 of execution Unit

(1.2.1) confirming that the brake control power supply 1 has DC110V on the upper port line of the breaker; (1.2.2) confirming that the brake control power supply 2 has DC110V on the upper port line of the breaker;

(1.2.3) closing the brake control power supply 1 circuit breaker and the brake control power supply 2 circuit breaker;

(1.2.4) confirm that the power source + and power source-of the brake control unit BCU terminal bank has DC 110V;

(1.3) connecting all the plugs after all the plug power supplies are qualified in measurement;

(2) service brake test

(2.1) charging the total wind to 5.0 bar;

(2.2) moving the driver control handle of the driver controller to position B5, confirming that emergency braking should be relieved when maximum service braking is applied;

(2.3) moving a driver control handle of the driver controller to move in a braking interval and an idle running position, and confirming that the braking condition conforms to a braking curve on the HMI;

and (2.4) when the vehicle applies the brake, confirming that the brake unreleasing indicator lamp on the vehicle side is on, and when the vehicle brake is relieved, confirming that the brake unreleasing indicator lamp on the vehicle side is off. .

2. The intelligent debugging and training method for urban railway passenger vehicle brake control according to claim 1, characterized in that: the air source and air source control system of the main control unit comprises an alternating-current air compressor, a simulation dryer, a total air pressure switch, a strong pump switch, a compressor starting contactor and a total air pressure low relay, wherein the dryer starting contactor is connected with the simulation dryer starting contactor, and the dryer starting contactor controls the starting of the simulation dryer; the dryer starting contactor is connected with the compressor starting contactor and is controlled by the compressor starting contactor; the compressor starting contactor is connected with the air compressor and controls the air compressor to start and stop; the compressor starting contactor is connected with the total wind pressure low relay and the strong pump switch, and the total wind pressure low relay and the strong pump switch are connected in parallel to control the working condition of the compressor starting contactor; and the main wind pressure switch is connected with the main wind pressure low relay and controls the relay to act.

3. The intelligent debugging and training method for urban railway passenger car brake control according to claim 1, characterized in that: the brake control unit in the execution unit includes: the system comprises a logic controller, a proportional valve, a controller power supply module, a braking force analog quantity input terminal, a traction command input relay, a braking command input relay, a standby mode input relay, a forced release command input relay, an emergency braking command input relay, a control power supply input relay, a braking state 1 output relay, a braking state 2 output relay and a train zero-speed output relay, wherein the logic controller is connected with the proportional valve and controls the proportional valve to output compressed air according to the proportion; the braking force analog quantity input terminal, the traction command input relay, the braking command input relay, the standby mode input relay, the forced release command input relay, the emergency braking command input relay and the control power supply input relay are connected with the input port of the logic control unit, and externally input signals are transmitted to the logic control unit; the brake state 1 output relay, the brake state 2 output relay and the train zero-speed output relay are connected with the logic control unit and transmit output signals of the logic control unit to the outside.

4. The intelligent debugging and training method for urban railway passenger car brake control according to claim 3, characterized in that: the logic controller executes the following functional logic: the main program carries out self-checking, after the self-checking is successful, emergency braking instruction judgment is carried out, when the emergency braking instruction =0, an emergency braking mode is entered, and the logic controller controls the proportional valve to output emergency braking pressure; when the emergency braking instruction =1, judging a standby mode instruction, when the standby mode instruction =1, entering a braking standby mode, and then judging the position of a handle of a driver controller, wherein when the position of the handle of the driver controller is more than 50% and less than or equal to 100% of a braking interval, the logic controller controls a proportional valve to output the maximum common brake, and when the position of the handle of the driver controller is less than or equal to 50% of the braking interval, the logic controller controls the proportional valve to output 50% of the common brake; when the standby mode instruction =0, judging a forced relieving instruction, and when the forced relieving instruction =1, performing forced relieving, wherein the logic controller controls the proportional valve to stop outputting compressed air, so that all brakes are relieved completely; when the forced relieving instruction =0, entering a service braking mode, wherein the service braking mode enters different braking functions according to the position instruction of the driver, when the handle of the driver controller is at the maximum service braking position, the logic controller controls the proportional valve to output the maximum service braking air pressure, when the handle of the driver controller is in a braking interval and does not contain the maximum common braking position, the logic controller controls the proportional valve to output the air pressure of the common brake according to the position of the handle of the driver controller in the braking interval, the greater the braking grade of the handle is, the higher the pressure is, the smaller the braking grade of the handle is, the lower the pressure is, when the handle of the driver is at the idle position, the logic controller controls the proportional valve to output smaller and constant brake air pressure, when the handle of the driver controller is in a traction interval, the logic controller controls the proportional valve to stop outputting compressed air, and all braking is relieved completely.

5. The intelligent debugging and training method for urban railway passenger car brake control according to claim 1, characterized in that: the service brake actuating mechanism comprises a fixed base, a service brake cylinder, a dynamic brake pad and a static brake pad, wherein the fixed base consists of two fixed plates which are arranged in an H shape and fixed on the base, and the middle of the fixed base is used for placing simulated bogie wheels; the static brake pad is fixed on the H-shaped fixing plate of the fixing base, the dynamic brake pad is connected with the piston rod of the service brake cylinder, the cylinder is fixed on the H-shaped fixing plate of the fixing base, the static brake pad and the dynamic brake pad with the cylinder are installed on the H-shaped fixing base in a mirror image mode, and the friction surfaces of the two brake pads are opposite.

6. The intelligent debugging and training method for urban railway passenger car brake control according to claim 1, characterized in that: the parking brake actuating mechanism comprises a fixed base, a parking brake cylinder and a parking brake tread, wherein the fixed base is fixed on the base, and the parking brake tread is connected with a piston rod of the parking brake cylinder and fixes the cylinder on the fixed base.

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