CN109677385B - EMUs loopback rescue and use instruction conversion equipment - Google Patents
EMUs loopback rescue and use instruction conversion equipment Download PDFInfo
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- CN109677385B CN109677385B CN201811638569.5A CN201811638569A CN109677385B CN 109677385 B CN109677385 B CN 109677385B CN 201811638569 A CN201811638569 A CN 201811638569A CN 109677385 B CN109677385 B CN 109677385B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/66—Electrical control in fluid-pressure brake systems
- B60T13/665—Electrical control in fluid-pressure brake systems the systems being specially adapted for transferring two or more command signals, e.g. railway systems
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
- B60T17/18—Safety devices; Monitoring
- B60T17/22—Devices for monitoring or checking brake systems; Signal devices
- B60T17/228—Devices for monitoring or checking brake systems; Signal devices for railway vehicles
Abstract
The invention discloses a command conversion device for motor train unit feedback rescue, which comprises an electronic control unit, wherein the input end of the electronic control unit is connected with a pressure sensor, the output end of the electronic control unit is connected with an electro-pneumatic conversion valve, the electro-pneumatic conversion valve is respectively connected with a main air pipe and a relay valve, the relay valve is respectively connected with a mode switching valve and the main air pipe, the mode switching valve is respectively connected with a train pipe and the main air pipe, an emergency exhaust valve is respectively connected with the main air pipe and the train pipe, the train pipe is connected with an air cylinder, the air cylinder is connected with a pressure sensor, and the pressure sensor is used for collecting train pipe pressure and inputting pressure signals to the electronic control unit. The invention realizes the mutual rescue function between the single-tube motor train unit and the double-tube brake train unit, and has simple device interface and high integration level.
Description
Technical Field
The invention relates to a brake control system in rail transit, in particular to a command conversion device for motor train unit return rescue.
Background
The domestic motor train unit has two different air brake control modes: one is a single-pipe braking system, namely a straight-through type electro-pneumatic braking control system with air braking controlled by a single main air pipe; the other type is a double-pipe braking system, namely, an automatic air braking control system which can realize pure air braking through a train pipe besides a straight-through type electro-pneumatic braking control system with single main air pipe air supply control.
When the motor train unit is subjected to fireless loopback, fault rescue and the like, a locomotive or other motor train units need to carry out loopback or rescue (hereinafter referred to as rescued) on the motor train unit; or when other motor train units have faults, the motor train unit carries out rescue (hereinafter referred to as rescue).
Patent CN102975738B has realized the mutual rescue of single control EMUs with the EMUs of dual control, but has the following problem:
(1) the rescue and rescued functions are realized by the cut-off cock in the operation device, and the device is arranged under the vehicle, so that the vehicle on the line can be inconvenient to operate during rescue.
(2) When the locomotive or the rescue motor train unit is triggered to be in emergency when being rescued, the locomotive unit can not synchronously apply emergency brake; when the train set is triggered emergently, the locomotive or the rescue train set cannot synchronously apply emergency brake.
(3) During rescue: when the rescued motor train unit is triggered emergently, the motor train unit cannot synchronously trigger emergency braking.
(4) The emergency exhaust valve is controlled by the electronic control unit, and the control of the emergency exhaust valve cannot be realized when the electronic control unit fails.
(5) When the train pipe is broken and the like, the emergency brake cannot be triggered.
Disclosure of Invention
Aiming at the problems in the prior art, the invention provides the command conversion device for the motor train unit to return rescue, which realizes the mutual rescue function between the single-tube motor train unit and the double-tube brake train unit, has simple device interface and high integration level.
The purpose of the invention is realized by the following technical scheme.
The utility model provides a EMUs loopback rescue and use instruction conversion equipment, includes the electronic control unit, the input of electronic control unit is connected with pressure sensor, the output of electronic control unit is connected with the electricity and air-to-air change valve, the electricity and air-to-air change valve is connected with total tuber pipe and relay valve respectively, the relay valve is connected with mode diverter valve and total tuber pipe respectively, the mode diverter valve is connected with train pipe and total tuber pipe respectively, urgent exhaust valve is connected with total tuber pipe and train pipe respectively, be connected with the reservoir on the train pipe, the reservoir is connected with pressure sensor, pressure sensor is used for gathering the pressure of train pipe to input pressure signal to the electronic control unit.
Be equipped with between total tuber pipe and the electricity air-to-air conversion valve and cut the cock, be equipped with two on the train pipe and cut the cock, two are cut and are connected with the reservoir between the cock, be equipped with the drainage cock on the reservoir, cut the cock in the device and be used for when device inner part trouble, cut BP pressure gas circuit.
And a dust filter is arranged between the cut-off cock and the electro-pneumatic conversion valve and used for filtering and drying the pressure air of the vehicle main air pipe.
The relay valve is respectively connected with the mode switching valve and the main air pipe through a throttle bolt, and the throttle bolt is arranged between the air cylinder and the train pipe.
A pressure test port is arranged between the electro-pneumatic conversion valve and the relay valve, and a pressure test port is arranged at the interface of the air reservoir and the train pipe.
The electronic control unit is used for calculating and outputting a service brake level (such as level 1-7) according to a train pipe air pressure value, namely a BP pressure value, acquired by the pressure sensor when the train is rescued, and outputting an electrical signal to control the train to apply emergency brake through vehicle electrical logic when the BP pressure value is abnormally reduced; receiving a service brake electrical instruction (such as 1-7 levels) sent by the train during rescue, calculating and controlling the electro-pneumatic conversion valve to output pilot pressure of the relay valve, and controlling a BP pressure value to implement equivalent decompression amount; the electronic control unit detects faults of components and self control in the device, and detects the abnormity of a mode switching valve command and an emergency braking command.
The condition of abnormal decompression of the BP pressure value is as follows: when the BP pressure reaches a, 0< a <600kPa during static state (such as speed less than 5 km/h) or when the BP pressure value is reduced to b under non-emergency braking in operation (such as speed more than 5 km/h), b <430kPa is judged to be abnormal decompression of the BP pressure value.
The electro-pneumatic conversion valve is used for outputting corresponding pressure air according to an electric command of the electronic control unit and providing the pressure air for the relay valve.
The relay valve is used for carrying out flow amplification according to the pressure air output by the electro-pneumatic conversion valve and carrying out air supply and exhaust on the BP pressure air circuit.
The mode switching valve comprises an electromagnetic valve A and a large-flow pneumatic valve B, and the power-on and power-off state of the electromagnetic valve A is controlled through an electric instruction of vehicle mode switching, so that the connection and the exhaust of a gas circuit in the electromagnetic valve A are controlled, and the large-flow pneumatic valve B is controlled to be used as a pilot pressure to realize the connection and the disconnection of a BP pressure gas circuit.
The emergency exhaust valve comprises a solenoid valve C and a large-flow exhaust valve D, and the power-on and power-off state of the solenoid valve C is controlled through a vehicle emergency braking electric instruction, so that the connection and exhaust of a gas circuit in the solenoid valve C are controlled, and the large-flow exhaust valve D is controlled by pilot pressure to realize the sealing and quick exhaust of BP pressure air.
Compared with the prior art, the invention has the advantages that:
(1) through the bidirectional conversion between the electric command and the pressure of the train pipe, the mutual rescue between the single-pipe motor train unit and the double-pipe brake train unit is realized, the device interface is simple, and the integration level is high.
(2) Under the rescue and rescue mode, the mutual transmission of emergency braking instructions between the rescue vehicle and the rescued vehicle can be realized, and the method specifically comprises the following steps:
the rescued mode comprises the following steps: when the locomotive group triggers emergency braking, the emergency braking can be synchronously transmitted to a locomotive or a motor train unit for implementing rescue; when the locomotive or the rescue motor train unit triggers emergency braking, the motor train unit can also synchronously apply the emergency braking.
A rescue mode: when the rescued motor train unit triggers emergency braking, the emergency braking can be synchronously transmitted to the motor train unit; when the motor train unit triggers emergency braking, the rescued motor train unit can also synchronously apply the emergency braking.
(3) When the train pipe is broken and other working conditions exist, the abnormal pressure reduction of the train pipe is recognized, and the emergency braking of the vehicle is triggered.
(4) The rescued/rescue mode switching is controlled by equipment outside the device, so that the automatic switching between the rescue function and the rescued function is realized, and the invariance caused by the cut-off of a plug door in the device under the operation vehicle is avoided;
(5) the emergency exhaust valve is controlled by the electrical logic of the vehicle, so that the running reliability of the vehicle is improved;
(6) the rescue working condition is that when the components in the device are in fault, the plug valve can be cut off to realize the operation in a degradation mode;
(7) the detection of the command abnormity of the vehicle in the rescue/rescue mode, the detection of the emergency braking abnormity and the detection of the pressure abnormity of the train pipe are realized.
(8) The mode switching of the BP pressure in the relieving state to 600kPa or 500kPa can be realized in the rescuing or rescued mode.
Drawings
FIG. 1 is a schematic structural diagram of the present invention.
In the figure: 1. the system comprises an electronic control unit 2, a dust filter 3, an electro-pneumatic change-over valve 4, a relay valve 5, a mode switching valve 6, emergency exhaust valves 7, 15 and 16, a cut-off cock 8, an air cylinder 9, pressure sensors 10 and 11, throttle plugs 12 and 13, a pressure test port 14, a drainage cock 17, a main air pipe 18 and train pipes.
Detailed Description
The invention is described in detail below with reference to the drawings and specific examples.
As shown in fig. 1, the command conversion device for the motor train unit to return for rescue comprises an electronic control unit 1, wherein an input end of the electronic control unit 1 is connected with a pressure sensor 9, an output end of the electronic control unit 1 is connected with an electro-pneumatic switching valve 3, the electro-pneumatic switching valve 3 is respectively connected with a main air pipe 17 and a relay valve 4, the relay valve 4 is respectively connected with a mode switching valve 5 and the main air pipe 17, the mode switching valve 5 is respectively connected with a train pipe 18 and the main air pipe 17, an emergency exhaust valve 6 is respectively connected with the main air pipe 17 and the train pipe 18, an air cylinder 8 is connected to the train pipe 18, the air cylinder 8 is connected with a pressure sensor 9, and the pressure sensor 9 is used for acquiring the pressure of the train pipe 18 and inputting a pressure signal to the electronic control unit 1.
Be equipped with between total tuber pipe 17 and the electricity air-to-air change valve 3 and cut cock 15, be equipped with two on the train pipe 18 and cut cock 7 and 16, two are cut and are connected with reservoir 8 between cock 7 and the 16, be equipped with drainage cock 14 on the reservoir 8, cut cock 7 in the device is used for when device inner part trouble, cuts BP pressure gas circuit.
And a dust filter 2 is arranged between the cut-off cock 15 and the electro-pneumatic conversion valve 3, and the dust filter 2 is used for filtering and drying the pressure air of the vehicle main air pipe 17.
The relay valve 4 is respectively connected with the mode switching valve 5 and the main air pipe 17 through a throttle bolt 10, and a throttle bolt 11 is arranged between the air cylinder 8 and the train pipe 18.
A pressure test port 12 is arranged between the electro-pneumatic conversion valve 3 and the relay valve 4, and a pressure test port 13 is arranged at the interface of the air cylinder 8 and the train pipe 18. Pressure test ports 12 and 13: the pressure testing, the maintenance, the test and the troubleshooting are convenient.
The electronic control unit 1 is used for calculating and outputting a service brake level (such as level 1-level 7) according to the air pressure value of the train pipe 18, namely a BP pressure value, acquired by the pressure sensor 9 when the train is rescued, and outputting an electric signal to control the train to apply emergency brake through the electric logic of the train when the BP pressure value is abnormally reduced; during rescue, a service brake electrical instruction (such as 1-7 levels) sent by the train is received, and the pilot pressure of the relay valve 4 output by the electro-pneumatic conversion valve 3 is calculated and controlled, so that the BP pressure value is controlled to implement a corresponding decompression amount; the method can realize the switching of a mode with a relieved state BP pressure value of 600kPa or a mode with a relieved state BP pressure value of 500kPa in a rescue or rescued mode, the electronic control unit 1 detects faults of components and self control in the device, and the electronic control unit 1 detects the abnormity of a command of a mode switching valve 5 and an emergency braking command.
The condition of abnormal decompression of the BP pressure value is as follows: when the BP pressure reaches a, 0< a <600kPa during static state (such as speed less than 5 km/h) or when the BP pressure value is reduced to b under non-emergency braking in operation (such as speed more than 5 km/h), b <430kPa is judged to be abnormal decompression of the BP pressure value.
The electro-pneumatic switching valve 3 is configured to output corresponding pressure air according to an electrical command of the electronic control unit 1 and supply the pressure air to the relay valve 4.
The relay valve 4 is used for carrying out flow amplification according to the pressure air output by the electro-pneumatic conversion valve 3 and carrying out air supply and exhaust on the BP pressure air circuit.
The mode switching valve 5 comprises an electromagnetic valve A and a large-flow pneumatic valve B, and controls the power-on and power-off state of the electromagnetic valve A through an electric instruction of vehicle mode switching, so that the connection and the exhaust of a gas path in the electromagnetic valve A are controlled, and the large-flow pneumatic valve B is controlled to be used as a pilot pressure to realize the connection and the disconnection of a BP pressure gas path.
The emergency exhaust valve 6 comprises an electromagnetic valve C and a large-flow exhaust valve D, and the power-on and power-off state of the electromagnetic valve C is controlled through a vehicle emergency braking electric instruction, so that the connection and exhaust of a gas path in the electromagnetic valve C are controlled, and the large-flow exhaust valve D is controlled through pilot pressure to realize the sealing and rapid exhaust of BP pressure air.
The working principle of the device is as follows:
1. the rescued mode comprises the following steps:
(1) according to the BP pressure mode of the locomotive or the motor train unit for implementing rescue, the BP pressure in the relieving state is selected to be 600kPa mode or 500kPa mode through the electronic control unit 1.
(2) The mode switching valve 5 is controlled to be powered on or powered off through a rescued/rescue mode switch on the vehicle, so that the high-flow pneumatic valve B cuts off a BP pressure gas circuit at the position, and meanwhile, the electronic control unit 1 identifies the rescued mode through vehicle electrical signals.
(3) The electronic control unit 1 collects a BP pressure value through the pressure sensor 9, calculates and outputs an electric instruction (such as 1-7 levels) of a service brake level.
(4) The electronic control unit 1 acquires a BP pressure value through the pressure sensor 9, when the electronic control unit 1 judges that the BP pressure is abnormally reduced or the motor train unit/locomotive is rescued to trigger emergency braking, an electric command signal is output to control the train to apply the emergency braking through vehicle electric logic, and meanwhile, the vehicle electric signal controls the emergency exhaust valve 6 to exhaust air quickly.
(5) When the locomotive group applies emergency braking, the electric signal of the locomotive controls the emergency exhaust valve 6 to exhaust air rapidly, and the emergency braking signal is transmitted to the locomotive or the rescue motor train unit through the reduced BP pressure value.
(6) When the components in the device fail (such as the mode switching valve 5 or the emergency exhaust valve 6 are abnormal or the control signal thereof is abnormal, and the like, so as to cause continuous exhaust), the BP pressure gas circuit at the position can be cut off by operating the cut-off cock 7 to operate;
(7) the electronic control unit 1 detects and records the abnormality of the mode switching command according to the received vehicle rescue mode electric signal and the power-on or power-off state of the mode switching valve 5.
(8) The electronic control unit 1 detects and records the emergency braking command abnormity according to the received vehicle emergency braking electric signal and the power-on or power-off state of the emergency exhaust valve 6.
(9) The electronic control unit 1 detects and stores faults of control processes and components in the device.
2. A rescue mode:
(1) according to the BP pressure mode of the rescued vehicle, the mode of 600kPa or the mode of 500kPa in the remission state BP pressure is selected by the electronic control unit 1.
(2) The mode switching valve 5 is controlled to be powered on or powered off through a rescue/rescue mode switch on the vehicle, so that the high-flow pneumatic valve B is connected with a BP pressure gas circuit at the position, and meanwhile, the electronic control unit 1 identifies as a rescue mode through a vehicle electric signal.
(3) The dust filter 2 filters and dries the pressure air of the vehicle main air duct 17.
(4) The electronic control unit 1 receives a service brake electrical command (such as 1-7 levels) sent by the vehicle, calculates and controls the electric air-to-air converter valve 3 to output pilot pressure of the relay valve 4, the relay valve 4 amplifies the flow of pressure air output by the electric air-to-air converter valve 3, and outputs BP pressure to supply and exhaust air to and from the rescued vehicle through the mode switching valve 5 and the stop cock 7.
(5) The electronic control unit 1 acquires a BP pressure value through the pressure sensor 9, outputs an electrical command signal to control the train to apply emergency braking through vehicle electrical logic when the electronic control unit 1 judges that the BP pressure is abnormally reduced or the rescued vehicle triggers emergency braking, and controls the emergency exhaust valve 6 to exhaust air quickly through the vehicle electrical signal.
(6) When the motor train unit applies emergency braking, the electric signal of the motor train unit controls the emergency exhaust valve 6 to exhaust air rapidly, and the emergency braking signal is transmitted to the rescued motor train unit through the reduced BP pressure value.
(7) The electronic control unit 1 detects and records the abnormality of the mode switching command according to the received vehicle rescue mode electric signal and the power-on or power-off state of the mode switching valve 5.
(8) The electronic control unit 1 detects and records the emergency braking command abnormity according to the received vehicle emergency braking electric signal and the power-on or power-off state of the emergency exhaust valve 6.
(9) The electronic control unit 1 detects and stores faults of control processes and components in the device.
Claims (18)
1. A command conversion device for motor train unit feedback rescue is characterized by comprising an electronic control unit, wherein the input end of the electronic control unit is connected with a pressure sensor, the output end of the electronic control unit is connected with an electro-pneumatic conversion valve, the electro-pneumatic conversion valve is respectively connected with a main air pipe and a relay valve, the relay valve is respectively connected with a mode switching valve and the main air pipe, the mode switching valve is respectively connected with a train pipe and the main air pipe, an emergency exhaust valve is respectively connected with the main air pipe and the train pipe, the train pipe is connected with an air cylinder, the air cylinder is connected with a pressure sensor, the pressure sensor is used for acquiring the pressure of the train pipe and inputting a pressure signal to the electronic control unit, and the mode switching valve is used for switching a rescued mode and a rescue mode; the rescued mode is as follows: 1) according to a BP pressure mode of a locomotive or a motor train unit for implementing rescue, selecting a 600kPa mode or a 500kPa mode of BP pressure in a relieving state through an electronic control unit; 2) the mode switching valve is controlled to be powered on or powered off through a rescued/rescue mode switch on the vehicle, so that the high-flow pneumatic valve B cuts off a BP pressure gas circuit at the position, and meanwhile, the electronic control unit identifies the mode as a rescued mode through vehicle electrical signals; 3) the electronic control unit acquires a BP pressure value through a pressure sensor, calculates and outputs an electrical instruction of a common brake level; 4) the electronic control unit acquires a BP pressure value through a pressure sensor, outputs an electrical command signal to control the train to apply emergency braking through vehicle electrical logic when the electronic control unit judges that the BP pressure is abnormally reduced or the motor train unit/locomotive is rescued to trigger emergency braking, and simultaneously controls an emergency exhaust valve to exhaust air quickly through the vehicle electrical signal; 5) when the locomotive group applies emergency braking, the electrical signal of the locomotive controls the emergency exhaust valve to exhaust air rapidly, and the emergency braking signal is transmitted to the locomotive or the rescue motor train unit through the reduced BP pressure value; 6) when the components in the device fail, the BP pressure gas circuit at the position of the cut-off cock is cut off by operating the cut-off cock to operate; 7) the electronic control unit detects and records the abnormity of the mode switching instruction according to the received vehicle rescued mode electric signal and the power-on or power-off state of the mode switching valve; 8) the electronic control unit detects and records the abnormal emergency braking instruction according to the received vehicle emergency braking electric signal and the power-on or power-off state of the emergency exhaust valve; 9) the electronic control unit detects and stores faults of control processes and components in the device; the rescue mode is as follows: 1) according to the BP pressure mode of the rescued vehicle, selecting the BP pressure in the relieving state to be a 600kPa mode or a 500kPa mode through an electronic control unit; 2) the mode switching valve is controlled to be powered on or powered off through a rescued/rescue mode switch on the vehicle, so that the high-flow pneumatic valve B is communicated with a BP pressure gas circuit at the position, and meanwhile, the electronic control unit identifies as a rescue mode through vehicle electrical signals; 3) the dust filter is used for filtering and drying the pressure air of the main air pipe of the vehicle; 4) the electronic control unit receives a service brake electrical command sent by the vehicle, calculates and controls the electro-pneumatic conversion valve to output pilot pressure of the relay valve, the relay valve amplifies flow of pressure air output by the electro-pneumatic conversion valve, and outputs BP pressure to supply and exhaust air to the rescued vehicle through the mode switching valve and the cut-off cock; 5) the electronic control unit acquires a BP pressure value through a pressure sensor, outputs an electrical command signal to control the train to apply emergency braking through vehicle electrical logic when the electronic control unit judges that the BP pressure is abnormally reduced or the rescued vehicle triggers emergency braking, and simultaneously controls an emergency exhaust valve to exhaust air quickly through the vehicle electrical signal; 6) when the motor train unit applies emergency braking, the electric signal of the motor train unit controls the emergency exhaust valve to exhaust air rapidly, and the emergency braking signal is transmitted to the rescued motor train unit through the reduced BP pressure value; 7) the electronic control unit detects and records the abnormity of the mode switching instruction according to the received vehicle rescue mode electrical signal and the power-on or power-off state of the mode switching valve; 8) the electronic control unit detects and records the abnormal emergency braking instruction according to the received vehicle emergency braking electric signal and the power-on or power-off state of the emergency exhaust valve; 9) and the electronic control unit detects and stores the faults of the control process and the components in the device.
2. The command conversion device for motor train unit loopback rescue according to claim 1, characterized in that a cutoff cock is arranged between the main air pipe and the electro-pneumatic switching valve, two cutoff cocks are arranged on the train pipe, an air cylinder is connected between the two cutoff cocks, a drainage cock is arranged on the air cylinder, and one of the cutoff cocks is used for cutting off a BP pressure air circuit when a component in the device fails.
3. The command conversion device for motor train unit feedback rescue as claimed in claim 2, wherein a dust filter is disposed between the shutoff valve and the electro-pneumatic switching valve, and the dust filter is used for filtering and drying the compressed air in the main air duct of the motor train unit.
4. The command conversion device for motor train unit loopback rescue according to claim 1, characterized in that the relay valve is respectively connected with the mode switching valve and the main air pipe through a throttle bolt, and a throttle bolt is arranged between the air cylinder and the train pipe.
5. The command conversion device for motor train unit loopback rescue according to claim 1, wherein a pressure test port is arranged between the electro-pneumatic switching valve and the relay valve, and a pressure test port is arranged at an interface of the air cylinder and a train pipe.
6. The command conversion device for motor train unit back rescue according to any one of claims 1-5, wherein the electronic control unit is configured to calculate and output a service brake level according to a train pipe air pressure value, namely a BP pressure value, collected by the pressure sensor in the rescue mode.
7. The command conversion device for motor train unit back rescue as claimed in any one of claims 1-5, wherein the electronic control unit is configured to receive a service brake electrical command from the train during the rescue mode, calculate and control the electro-pneumatic switching valve to output the pilot pressure of the relay valve, thereby controlling the BP pressure value to implement the corresponding decompression amount.
8. The command conversion device for motor train unit back rescue according to any one of claims 1-5, wherein the electronic control unit outputs an electrical signal to control the train to apply emergency braking through the vehicle electrical logic when detecting abnormal pressure reduction of the BP pressure value in the rescue or rescued mode.
9. The command conversion device for motor train unit return rescue as claimed in claim 8, wherein the condition of abnormal decompression of the BP pressure value is as follows: and in the static state, the BP pressure reaches a, 0< a <600kPa, or in the operation, when the BP pressure value is reduced to be below b under the condition of meeting the non-emergency braking, b <430kPa, and the BP pressure value is judged to be abnormally reduced.
10. The command conversion device for motor train unit feedback rescue according to any one of claims 1-5, characterized in that in the rescue or rescued mode, the switching of the mode with the relieved state BP pressure value of 600kPa or 500kPa can be realized.
11. The command conversion device for motor train unit back rescue according to any one of claims 1-5, wherein the electronic control unit detects faults of components in the device and self control.
12. The command conversion device for motor train unit rescue according to any one of claims 1-5, wherein the electronic control unit detects abnormality of the mode switching valve command and the emergency brake command.
13. The command converting device for motor train unit back rescue as claimed in any one of claims 1 to 5, wherein the electro-pneumatic switching valve is configured to output corresponding pressure air according to an electrical command of the electronic control unit and provide the pressure air to the relay valve.
14. The command conversion device for motor train unit back rescue according to any one of claims 1-5, wherein the relay valve is used for amplifying the flow rate according to the pressure air output by the electro-pneumatic switching valve and supplying and exhausting air to and from the BP pressure pipeline.
15. The command conversion device for motor train unit back rescue according to any one of claims 1-5, wherein the mode switching valve comprises a solenoid valve A and a high flow pneumatic valve B.
16. The command conversion device for motor train unit feedback rescue as claimed in claim 15, wherein the power-on/off state of the solenoid valve a is controlled by an electrical command for switching the vehicle mode, so as to control the on/off of the gas path in the solenoid valve a, and the pilot pressure is used to control the high-flow pneumatic valve B to switch on/off the BP pressure gas path.
17. The command conversion device for motor train unit back rescue according to any one of claims 1-5, wherein the emergency exhaust valve comprises an electromagnetic valve C and a high flow exhaust valve D.
18. The command conversion device for motor train unit feedback rescue as claimed in claim 17, wherein the power-on/off state of the solenoid valve C is controlled by a vehicle emergency braking electric command, so that the connection and exhaust of the gas circuit in the solenoid valve C are controlled, and the pilot pressure controls the large-flow exhaust valve D to realize the sealing and rapid exhaust of BP pressure air.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201811638569.5A CN109677385B (en) | 2018-12-29 | 2018-12-29 | EMUs loopback rescue and use instruction conversion equipment |
| PCT/CN2019/104659 WO2020134180A1 (en) | 2018-12-29 | 2019-09-06 | Instruction conversion device for return and rescue of multi-unit train |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201811638569.5A CN109677385B (en) | 2018-12-29 | 2018-12-29 | EMUs loopback rescue and use instruction conversion equipment |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN109677385A CN109677385A (en) | 2019-04-26 |
| CN109677385B true CN109677385B (en) | 2021-12-31 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201811638569.5A Active CN109677385B (en) | 2018-12-29 | 2018-12-29 | EMUs loopback rescue and use instruction conversion equipment |
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| Country | Link |
|---|---|
| CN (1) | CN109677385B (en) |
| WO (1) | WO2020134180A1 (en) |
Families Citing this family (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109677385B (en) * | 2018-12-29 | 2021-12-31 | 南京中车浦镇海泰制动设备有限公司 | EMUs loopback rescue and use instruction conversion equipment |
| CN110667608B (en) * | 2019-09-20 | 2021-12-24 | 中车青岛四方机车车辆股份有限公司 | Train loopback system and method and train |
| CN110667638B (en) * | 2019-10-17 | 2020-08-21 | 青岛思锐科技有限公司 | Air brake control unit, brake control system and brake control method |
| CN112829733B (en) * | 2019-11-22 | 2022-07-26 | 中车唐山机车车辆有限公司 | Emergency braking control device, emergency braking system and railway vehicle |
| CN111976688B (en) * | 2020-09-07 | 2022-06-14 | 中车株洲电力机车有限公司 | Rail transit vehicle and brake cylinder pressure control system and method thereof |
| CN113060177B (en) * | 2021-03-31 | 2022-12-16 | 中车青岛四方车辆研究所有限公司 | Locomotive brake cylinder control system and control method |
| CN113911094B (en) * | 2021-11-02 | 2022-08-02 | 湖南三一中型起重机械有限公司 | Fault detection method and device for brake system and working machine |
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| CN109677385A (en) | 2019-04-26 |
| WO2020134180A1 (en) | 2020-07-02 |
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