CN110816505B - Emergency brake extension control method based on vehicle coupling - Google Patents

Emergency brake extension control method based on vehicle coupling Download PDF

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Publication number
CN110816505B
CN110816505B CN201911125125.6A CN201911125125A CN110816505B CN 110816505 B CN110816505 B CN 110816505B CN 201911125125 A CN201911125125 A CN 201911125125A CN 110816505 B CN110816505 B CN 110816505B
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China
Prior art keywords
emergency brake
emergency
train
emergency braking
relay
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CN201911125125.6A
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CN110816505A (en
Inventor
丁朝奉
张凤丽
梁汝军
王春萌
施晓芳
张爱平
葛莲
丁贺敏
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CRRC Nanjing Puzhen Co Ltd
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CRRC Nanjing Puzhen Co Ltd
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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
    • B60T13/74—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 electrical assistance or drive
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L5/00—Current collectors for power supply lines of electrically-propelled vehicles
    • B60L5/18—Current collectors for power supply lines of electrically-propelled vehicles using bow-type collectors in contact with trolley wire
    • B60L5/22—Supporting means for the contact bow
    • B60L5/28—Devices for lifting and resetting the collector
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Abstract

The invention relates to an emergency brake extension control method based on vehicle coupling, which utilizes an emergency brake extension device, wherein the emergency brake extension device comprises an emergency brake extension loop, a first emergency brake extension train line and a second emergency brake extension train line which penetrate through the whole vehicle, and the emergency brake extension loop is provided with a protection circuit breaker, a diode, an emergency brake button normally open contact and an emergency brake extension relay which are sequentially connected in series; a normally open contact of the emergency braking extension relay is connected in series with the bow-lowering control circuit, and a normally closed contact of the emergency braking extension relay is respectively connected in series with a return line and a power supply negative line of the train emergency braking control circuit; and a normally closed contact of the emergency braking extension relay is connected in series into a control loop of a bypass cutting circuit of an emergency braking execution loop of the train. The invention solves the problem that emergency braking can not be synchronously applied after the urban rail vehicle is connected; the problem that the emergency braking control circuits of all trains are unavailable due to the failure of a certain train after the train is connected is avoided.

Description

Emergency brake extension control method based on vehicle coupling
Technical Field
The invention relates to an emergency braking expansion control method for a subway vehicle coupling, belonging to the technical field of urban rail vehicle control
Background
The emergency brake is a set of system for rapidly stopping in an emergency situation on a train, is one of the most important systems for train safety protection, and comprises two parts, namely an emergency brake control part and an emergency brake execution part, wherein the control part is realized by a train control system (including manual control), and the emergency brake execution part is generally completed by a train air brake (or other forms of systems such as hydraulic brake, magnetic track brake and the like or a system combining a plurality of types of brakes).
At present, emergency braking of urban rail vehicles is divided into two types, the first type is non-expansion control, each train still keeps the control of the emergency braking control circuit unchanged after the emergency braking control circuit is connected in series to form a control circuit after the emergency braking control circuit is connected in series, and the second type is expansion control. The first is that each train independently completes emergency brake control, and is not affected by train coupling, and the release of the emergency brake depends on the condition of the train. The second mode is that the emergency brake control circuits of all the coupled trains are connected in series and simultaneously control the coupled trains, and the emergency brake application and release are all affected by the conditions of the coupled trains.
The emergency braking control circuit of the urban rail vehicle generally adds all relevant conditions in a train into the control circuit, forms a loop for all the conditions, and sends an emergency braking instruction to the train control circuit as long as any one condition in the loop is not met to cause the loop to be disconnected.
The emergency braking control of the urban rail vehicle is divided into an expansion control and a non-expansion control after the urban rail vehicle is connected. After the train is connected, the control loop of each train is still kept unchanged without expanding the control, and the control loops are completely independent. The expansion control is that on the basis of the original train control loop, the emergency brake control loop of the coupled train is automatically connected in series into a control circuit according to the control of the devices such as a relay and the like, and the coupled train is controlled in a unified way.
The existing emergency brake control circuit has two problems according to expansion or not under the condition that a train is connected, wherein the first problem is caused by non-expansion, and the second problem is caused by expansion.
The first kind of problems are that when emergency braking needs to be applied manually in an emergency situation, the coupled trains cannot be applied synchronously, the emergency braking needs to be applied only through manual talkback in a train workshop, and the emergency braking is applied by drivers and passengers; when emergency braking is applied manually, a pantograph of a normal train cannot be lowered in time by a fault train, and if a front contact network fails, pantograph-catenary failure may be caused.
The second problem is that after expansion, if the emergency brake control loop of the train with a fault breaks down, the large emergency brake loop after coupling fails, the train after coupling cannot relieve emergency brake, even if the emergency brake control loop of the train with a fault by-pass is used, the emergency brake control mode after coupling adopts a non-expansion mode, and emergency brake can be applied only by a non-fault train when the emergency brake needs to be applied, so that a large pulling force is generated on the coupler, and equipment is damaged.
Disclosure of Invention
The invention mainly aims to solve the problems in the prior art, and provides an emergency brake extension control method based on vehicle coupling, so as to solve the problems that the car coupler equipment is damaged, a pantograph cannot be lowered in time to cause pantograph fault expansion, and the car coupler equipment is damaged due to fault expansion caused by the series connection of emergency brake control circuits of a train and a non-fault car emergency brake possibly caused by emergency brake due to the fact that emergency brake is not applied synchronously because emergency brake control is not extended in the prior art.
In order to solve the technical problem, the invention provides an emergency brake extension control method based on vehicle coupling, which is characterized in that: the emergency brake extension circuit is provided with a protection circuit breaker EMPBB, a normally open contact EMPB-1 of a diode D01 emergency brake button and an emergency brake extension relay EMPBR which are sequentially connected in series, the first emergency brake extension train line A is connected between a diode D01 and the normally open contact EMPB-1 of the emergency brake button, the second emergency brake extension train line B is connected between the normally open contact EMPB-1 of the emergency brake button and the emergency brake extension relay EMPBR, a pantograph reducing control circuit is additionally arranged in a pantograph control circuit of the train, the normally open contact EMPBR-4 of the emergency brake extension relay is connected into the pantograph reducing control circuit in series, and the first contact EMPBR-1 of the normally closed emergency brake extension relay, The second normally closed contact EMPBR-2 is respectively connected in series into a return line L3 of the train emergency braking control circuit and a power supply negative line circuit L8; a third normally closed contact EMPBR-3 of the emergency braking extension relay is connected in series into a control loop of a bypass cutting circuit of an emergency braking execution loop of the train; an emergency braking execution train line L1 is arranged in the emergency braking execution loop, emergency braking contactors EBK1 and EBK2 are connected in series in the power supply negative line loop L8, and normally open contacts EBK1-1 and EBK2-1 of the emergency braking contactors and a bypass cutting circuit are connected in parallel and then connected between a train power supply and the emergency braking execution train line L1;
after the vehicle is connected and hung, a first emergency braking extended train line A and a second emergency braking extended train line B penetrating through the whole vehicle are electrified, when emergency braking is needed to be applied, an emergency braking button EMPB activating a cab is pressed down, a normally open contact EMPB-1 of the cab is closed, an emergency braking extended relay EMPBR is electrified, a normally open contact EMPBR-4 of the emergency braking extended relay is closed, a pantograph lowering control loop is electrified, and pantograph lowering operation is executed; meanwhile, a first normally closed contact EMPBR-1 and a second normally closed contact EMPBR-2 of the emergency braking extension relay are disconnected, so that the emergency braking contactors EBK1 and EBK2 in the power supply negative line loop L8 are powered off, normally open contacts EBK1-1 and EBK2-1 of the emergency braking contactor are disconnected, and a third normally closed contact EMPBR-3 of the emergency braking extension relay is disconnected, so that a bypass cutting circuit of the emergency braking execution loop is disconnected, so that the emergency braking execution train line L1 is powered off, and the vehicle executes emergency braking;
each section of powered vehicle is provided with a traction inverter, and a first emergency braking signal input port of the traction inverter is connected with a second emergency braking expansion train line B through emergency braking expansion instruction transmission lines PRO-1 and PRO-2 and used for acquiring an emergency braking expansion instruction so as to disconnect the main circuit protection equipment of the vehicle;
each vehicle is provided with a brake control unit, and the brake control unit is connected with an emergency brake execution train line L1 through emergency brake execution instruction transmission lines PNE-1, PNE-2, PNE-3 and PNE-4 and is used for acquiring an emergency brake execution instruction and implementing emergency braking; the emergency brake execution train line L1 is connected with a train network through an emergency brake execution instruction network monitoring signal line TCMS-1 and is used for fault recording, fault analysis and fault processing; the second emergency brake signal input port of the traction inverter of each section of the powered vehicle is connected with an emergency brake execution train line L1 through an emergency brake execution signal transmission line PRO-3, and is used for acquiring an emergency brake execution instruction so as to disconnect the main circuit protection equipment of the vehicle.
The present invention solves two problems:
1. the emergency brake can not be synchronously applied between different trains when the urban rail vehicles are rescued and hung or other trains need to be hung in a linkage way and then manually applied manually;
2. the failure of a certain train after being connected causes the failure of other non-failure train emergency brake control circuits, thereby causing the problem that all train emergency brake control circuits after being connected cannot be used.
The emergency brake extension circuit is automatically connected through a connector between full-automatic car couplers after a train is linked, when any one emergency brake button is pressed to be in an emergency brake application position, a normally open contact of the button is in a closed position, the emergency brake extension relay is electrified through the emergency brake extension circuit, so that the normally closed contact of the emergency brake extension relay is disconnected, an emergency brake control circuit and an emergency brake control circuit bypass cutting control circuit of each train are disconnected, each train synchronously sends out an emergency brake application instruction, the emergency brake execution circuit is powered off, and the train executes emergency braking. When the emergency brake button is positioned at an emergency brake application position, three normally closed contacts of the button are positioned at an open position, and an emergency brake control circuit of a train where the button is positioned at the application position and an emergency brake control circuit bypass cut-off control circuit are disconnected, so that the emergency brake application command of the train is sent out, the emergency brake execution circuit is powered off, and the train executes emergency braking. Meanwhile, the emergency brake extension relay is powered on, and a normally open contact of the emergency brake extension relay is closed, so that a pantograph descending control loop is powered on, a pantograph descending command is sent, and all coupled trains descend pantograph.
Drawings
Fig. 1 is a circuit diagram of an emergency brake extension circuit of the present invention.
Fig. 2 is a circuit diagram of an emergency brake actuation circuit of the present invention.
Fig. 3 is a circuit diagram of an emergency brake control loop of the present invention.
Fig. 4 is a control loop circuit diagram of a bypass cut-off circuit of the emergency brake actuation loop of the present invention.
Fig. 5 is a circuit diagram of a pantograph control loop of the present invention.
The numbers in the figures are as follows:
tc is trailer with cab, Mp is motor car with pantograph, M: railcar without pantograph, empcb: emergency brake extension circuit breaker, EMPBR: emergency brake extension relay, EMPBR-1: emergency braking extension relay first normally closed contact, EMPBR-2: emergency braking extension relay second normally closed contact, EMPBR-3: and a third normally closed contact of the emergency braking extension relay: EMPBR-4: emergency braking extension relay normally open contact, EMPB: emergency brake button, EMPB-1: emergency brake button normally open contact, EMPB-2: emergency brake button first normally closed contact, EMPB-3: emergency brake button second normally closed contact, EBTLCB: an emergency brake actuation train line circuit breaker; EBK 1: first emergency brake contactor, EBK 1-1: first emergency brake contactor normally open contact, EBK 2: second emergency brake contactor, EBK 2-1: second emergency brake contactor normally open contact, BBK: emergency brake bypass contactor, BBK-1: first normally open contact of emergency brake bypass contactor, BBK-2: emergency brake bypass contactor second normally open contact, EBR: an emergency braking relay; BBS: emergency brake bypass switch, PANTCB: pantograph control power supply circuit breaker, PCS-1: normally open contact of the rear bow lowering control switch, PCS-2: a normally open contact of the rear bow control switch is lifted; PCS-3: normally open contact of front bow control switch, PCS-4: normally open contact of the rising bow control switch, COR-1: a second normally open contact of the cab activation relay, COR-2: normally closed contact of cab activation relay, COR-3: a third normally open contact of the cab activation relay, and COR-4: cab activation relay first normally open contact, D01-D05: a diode; a: first emergency brake extended train line, B: second emergency brake extended train line, L1: emergency brake execution train line, L2: outgoing line of emergency brake train loop, L3: return line of emergency brake train loop, L4: front bow train line, L5: front bow train line, L6: rear bow lift train line, L7: rear bow train line, L8: a power supply negative line loop; PRO-1: emergency brake extension command transmission line, PRO-2: an emergency braking extension command transmission line; PRO-3: an emergency brake execution signal transmission line; PNE-1: emergency brake execution instruction transmission line, PNE-2: emergency brake execution instruction transmission line, PNE-3: emergency brake execution instruction transmission line, PNE-4: emergency brake execution instruction transmission line, TCMS-1: the emergency brake execution command network monitors the signal line.
Detailed Description
The following explains the present invention by taking 6 marshalling (Tc + Mp + M + Tc) subway trains as an example, with reference to the drawings. Tc represents a trailer with cab, Mp represents a railcar with pantograph, M represents a railcar without pantograph, each railcar has a traction inverter, and all vehicles are provided with a brake control unit.
The present embodiment is implemented using an emergency brake extension apparatus as shown in fig. 1 to 5, based on an emergency brake extension control method of a vehicle hitching. The emergency brake extension device includes: an emergency brake extension loop connected with a train power line is additionally arranged on a head train of the train, a first emergency brake extension train line A and a second emergency brake extension train line B which penetrate through the whole train are additionally arranged, a protection circuit breaker EMPBB and an emergency brake extension relay EMPBR connected with the protection circuit breaker EMPBB are additionally arranged in an electric cabinet of a cab, and the protection circuit breaker PBPBCB, a diode D01, a normally open contact EMPB-1 of an emergency brake button EMPB on a driver console and the emergency brake extension relay EMPBR are sequentially connected in series to form the emergency brake extension loop. The first emergency braking extension train line A is connected between the diode D01 and the emergency braking button normally open contact EMPB-1, and the second emergency braking extension train line B is connected between the emergency braking button normally open contact EMPB-1 and the emergency braking extension relay EMPBR. The first emergency braking extended train line A and the second emergency braking extended train line B of the two trains are correspondingly connected through the butt joint of the car couplers. Therefore, after the train is connected and hung, the first emergency braking extension train lines A of all the vehicles are powered, when any one emergency braking button normally-open contact EMPB-1 is closed, the second emergency braking extension train lines B of all the vehicles are powered, the emergency braking extension relays EMPBR of all the vehicles are powered, and therefore one driver cab can conduct emergency braking control on the trains when the vehicles are connected and hung. A pantograph control loop is additionally arranged in a pantograph control loop of the train, and a normally open contact EMPBR-4 of an emergency braking extension relay is connected into the pantograph control loop in series. And a first normally closed contact EMPBR-1 and a second normally closed contact EMPBR-2 of the emergency braking extension relay are respectively connected into a return line L3 and a power supply negative line L8 of the train emergency braking control circuit in series. And connecting the third normally closed contact EMPBR-3 of the emergency brake extension relay in series into a control loop of a bypass cutting circuit of an emergency brake execution loop of the train. An emergency braking execution train line L1 is arranged in the emergency braking execution loop, a first emergency braking contactor EBK1 and a second emergency braking contactor EBK2 are connected in series in the power supply negative line loop L8, and a normally open contact EBK1-1 of the first emergency braking contactor, a normally open contact EBK2-1 of the second emergency braking contactor and a bypass cutting circuit are connected in parallel and then connected between a train power supply and the emergency braking execution train line L1.
After the vehicle is connected and hung, a first emergency braking extended train line A and a second emergency braking extended train line B penetrating through the whole vehicle are electrified, when emergency braking is needed to be applied, an emergency braking button EMPB activating a cab is pressed down, a normally open contact EMPB-1 of the cab is closed, an emergency braking extended relay EMPBR is electrified, a normally open contact EMPBR-4 of the emergency braking extended relay is closed, a pantograph lowering control loop is electrified, and pantograph lowering operation is executed; meanwhile, the first normally closed contact EMPBR-1 and the second normally closed contact EMPBR-2 of the emergency braking extension relay are disconnected, so that the emergency braking contactors EBK1 and EBK2 in the power supply negative line loop L8 are powered off, the normally open contacts EBK1-1 and EBK2-1 of the emergency braking contactor are disconnected, meanwhile, the third normally closed contact EMPBR-3 of the emergency braking extension relay is disconnected, so that the bypass cutting circuit of the emergency braking execution loop is disconnected, the emergency braking execution train line L1 is powered off, and the vehicle executes emergency braking.
As shown in fig. 1, a first emergency brake signal input port of a traction inverter of a motor car Mp, M is connected to a second emergency brake extension train line B through emergency brake extension instruction transmission lines PRO-1, PRO-2, for obtaining an emergency brake extension instruction, thereby disconnecting a main circuit protection device of the vehicle.
As shown in fig. 2, the brake control unit arranged in each vehicle is connected with an emergency brake execution train line L1 through emergency brake execution instruction transmission lines PNE-1, PNE-2/PNE-3, PNE-4, and is used for acquiring an emergency brake execution instruction and implementing emergency braking; the emergency brake execution train line L1 is connected with a train network through an emergency brake execution instruction network monitoring signal line TCMS-1 and is used for fault recording, fault analysis and fault processing; the second emergency brake signal input port of each motor car traction inverter is connected with an emergency brake execution train line L1 through an emergency brake execution signal transmission line PRO-3 and used for obtaining an emergency brake execution instruction so as to disconnect the main circuit protection equipment of the vehicle.
As shown in figure 5, the pantograph control loop comprises a front pantograph control switch normally open contact PCS-4 and a rear pantograph control switch normally open contact PCS-2 which are respectively connected with a front pantograph lifting train line L4 and a rear pantograph lifting train line L6, and a front pantograph control switch normally open contact PCS-3 and a rear pantograph control switch normally open contact PCS-1 which are respectively connected with a front pantograph lifting train line L5 and a rear pantograph lifting train line L7, wherein the front pantograph control switch normally open contact PCS-2 and the rear pantograph control switch normally open contact PCS-1 are connected with a train power supply through a diode D02, a first normally open contact COR-4 of a driver room activation relay and a pantograph control power supply circuit breaker PANTCB. The normally open contacts PCS-4 and PCS-3 of the front pantograph rising control switch and the front pantograph falling control switch are connected with a train power supply through a diode D03, a first normally open contact COR-4 of a cab activation relay and a pantograph control power supply circuit breaker PANTCB. The pantograph control loop comprises an emergency brake extension relay normally open contact EMPBR-4 and diodes D04 and D05 which are connected in series between a pantograph control power supply circuit breaker PANTCB and a front pantograph descending train line L5 and a rear pantograph descending train line L7.
As shown in fig. 3, the emergency brake control circuit comprises an outgoing line L2 of the emergency brake train loop, a return line L3 of the emergency brake train loop and a power supply negative line circuit L8, and a cab activation relay second normally open contact COR-1 and an emergency brake button first normally closed contact EMPB-2 are connected in series between the train power supply and the outgoing line L2; the power supply negative line loop L8 comprises a first normally closed contact EMPBR-1 of an emergency braking expansion relay EMPBR, a third normally open contact COR-3 of a cab activation relay, a first emergency braking contactor EBK1, a second emergency braking contactor EBK2 and a second normally closed contact EMPBR-2 of the emergency braking expansion relay EMPBR, which are sequentially connected with the return line L3 in series, and a line between the first normally closed contact EMPBR-1 of the emergency braking expansion relay and the third normally open contact COR-3 of the cab activation relay is connected to the second normally open contact COR-1 of the cab activation relay through the normally closed contact COR-2 of the cab activation relay.
As shown in FIG. 2, the emergency brake execution circuit comprises an emergency brake execution train line breaker EBTLCB, a first emergency brake contactor normally open contact EBK1-1, a second emergency brake contactor normally open contact EBK2-1 and an emergency brake relay EBR which are sequentially connected in series with a train power supply. And an emergency brake execution train line L1 is connected between an emergency brake relay EBR and a normally open contact EBK2-1 of the second emergency brake contactor, when the emergency brake execution train line L1 is electrified, the vehicle relieves the emergency brake, the emergency brake relay EBR is electrified at the moment, and an emergency brake application instruction is given to a vehicle system. The bypass cutting circuit of the emergency brake execution loop comprises a first normally open contact BBK-1 and a second normally open contact BBK-2 of the emergency brake bypass contactor, which are connected in parallel at two ends of a normally open contact EBK1-1 and a normally open contact EBK2-1 of the first emergency brake contactor and the second emergency brake contactor. As shown in fig. 4, the control circuit of the bypass cutting circuit of the emergency brake execution circuit includes an emergency brake bypass switch BBS, a second normally closed contact EMPB-3 of the emergency brake button, a third normally closed contact EMPBR-3 of the emergency brake extension relay, and an emergency brake bypass contactor BBK, which are sequentially connected in series with the train power supply. When the emergency brake release is disabled due to a failure of the control circuit shown in fig. 3, the emergency brake execution train line L1 and the emergency brake relay EBR in fig. 2 can be powered on by closing the emergency brake bypass switch BBS.
Specifically, in this embodiment, the emergency brake button EMPB is specifically a YSK2283 bistable self-locking mushroom-type button. Emergency brake extensionThe relay EMPBR is an FD 670-H4V-XUUUZ type six-contact emergency brake extension relay. The emergency brake button EMPB (YSK 2283 bistable self-locking mushroom type button) has the action of 5 multiplied by 104A minor characteristic. The contact material is silver palladium alloy, and the contact rated current value is 110 VDC/1A. The FD670-H4V-XUUZ type six-contact emergency braking extension relay adopts a double-break contact structure and has a structure of 1 multiplied by 106A secondary electrical operating characteristic. Wherein, the surface of the contact material is plated with gold, and the totally-enclosed gas arc extinguishing structure is adopted.
And if the cab at the side is in an activated state, the cab activation relay at the side is electrified.
When the emergency brake button EMPB for activating the cab is not pressed down, the normally open contact EMPB-1 of the emergency brake button in fig. 1 is disconnected, the emergency brake expansion is not powered, and the emergency brake expansion relays EMPBR of all vehicles are not powered. In fig. 5, the normally open contact EMPBR-4 of the emergency brake extension relay is open and the pantograph control loop is open. The first normally open contact COR-4 of the cab activation relay is in a closed state, and a driver can normally operate the lifting bow by operating lifting bow switches (PCS-1, PCS-2, PCS-3 and PCS-4) on a driver table. The second normally open contact COR-1 of the cab activation relay is closed, the normally closed contact COR-2 of the cab activation relay is opened, and the third normally open contact COR-3 of the cab activation relay is closed. As shown in fig. 3, when the emergency brake button EMPB is not pressed, the emergency brake button first normally closed contact EMPB-2 is in a closed state, the emergency brake extension relay first normally closed contact EMPBR-1 and the emergency brake extension relay second normally closed contact EMPBR-2 are both in a closed state, and the train power is led to the opposite side vehicle through the outgoing line L2 of the emergency brake train loop and then returned to the return line L3 of the emergency brake train loop, so that the power supply negative line loop is supplied with power, and the first emergency brake contactor EBK1 and the second emergency brake contactor EBK2 are powered on. Thereby closing the first emergency brake contactor normally open contact EBK1-1 and the second emergency brake contactor normally open contact EBK2-1 in fig. 2, so that the emergency brake execution train line L1 is energized and the emergency brake is not applied. As shown in fig. 4, when the emergency brake bypass switch is activated, the normally open contact is in the closed position, and when the emergency brake button EMPB activating the cab is not pressed, the second normally closed contact EMPB-3 of the emergency brake button and the third normally closed contact EMPBR-3 of the emergency brake extension relay are both in the closed state, so that the control circuit of the bypass cutting circuit of the emergency brake execution circuit is powered (i.e. the emergency brake bypass contactor BBK is powered); the first normally open contact BBK-1 of the emergency brake bypass contactor and the second normally open contact BBK-2 of the emergency brake bypass contactor in the fig. 2 are closed, and the bypass cutting circuit of the emergency brake execution loop is electrified, so that the emergency brake execution train line L1 is electrified, the relay EBR is in an electrified state, and the emergency brake is in a release state.
When an emergency brake button EMPB for activating the cab is pressed down, a normally open contact EMPB-1 of the emergency brake button in the cab is closed, an emergency brake extension relay EMPBR is electrified, and an emergency brake application instruction is transmitted to an emergency brake extension circuit and each vehicle traction inverter. As shown in fig. 5, the normally open contact EMPBR-4 of the emergency brake extension relay is closed, the pantograph control loop in the pantograph control loop of the train is powered on, the front pantograph descending train line L5 and the rear pantograph descending train line L7 are powered on, and the front pantograph descending and rear pantograph descending operations are performed. Meanwhile, the emergency brake button first normally-closed contact EMPB-2 in fig. 3 is opened, so that the outgoing line L2 is de-energized, and the power supply negative line loop L8 is not energized because the cab activation relay normally-closed contact COR-2 is in an open state. And the first normally closed contact EMPB-2 of the emergency brake button is in an open state, so that the first emergency brake contactor EBK1 and the second emergency brake contactor EBK2 are ensured not to be electrified. Thereby opening the normally open contacts EBK1-1 of the first emergency brake contactor and EBK2-1 of the second emergency brake contactor in fig. 2. As shown in fig. 4, when the emergency brake button EMPB activating the cab is pressed, the second normally closed contact EMPB-3 of the emergency brake button and the third normally closed contact EMPBR-3 of the emergency brake extension relay are both in an open state, so that the control circuit of the bypass cut circuit of the emergency brake execution circuit is powered off (i.e., the emergency brake bypass contactor BBK is powered off); so that the first normally open contact BBK-1 of the emergency brake bypass contactor and the second normally open contact BBK-2 of the emergency brake bypass contactor in fig. 2 are disconnected. Thereby de-energizing emergency brake actuation train line L1 in fig. 2, applying the emergency brake, and emergency brake relay EBR giving an indication of the emergency brake.
When the train is linked, the expansion of the train fault caused by the fault of the emergency braking control loop of the fault train can be avoided; if emergency needs to be manually applied in case of emergency, an emergency brake button EMPB on any driver console can be directly pressed to an application position, so that the emergency brake extension relay EMPBR is electrified, a normally open contact of the emergency brake extension relay EMPBR is closed, and a normally closed contact is opened, so that a pantograph descending control loop is closed, an emergency brake control loop is opened, and an emergency brake bypass cutting loop is cut off, so that the emergency brake execution loop is electrified, so that a train is controlled to synchronously apply emergency brake, and the damage of a car coupler caused by large pulling force is avoided.
In addition to the above embodiments, the present invention may have other embodiments. All technical solutions formed by adopting equivalent substitutions or equivalent transformations fall within the protection scope of the claims of the present invention.

Claims (6)

1. An emergency brake extension control method based on vehicle coupling is characterized in that: this is achieved using an emergency brake extension device comprising: the emergency brake extension circuit is connected with a train power line and is positioned on a head train, and a first emergency brake extension train line (A) and a second emergency brake extension train line (B) which penetrate through the whole train, wherein the emergency brake extension circuit is provided with a protection circuit breaker (EMPBCB), a diode (D01), an emergency brake button normally open contact (EMPB-1) and an emergency brake extension relay (EMPBR) which are sequentially connected in series; the first emergency braking extended train line (A) is connected between a diode (D01) and an emergency braking button normally open contact (EMPB-1), and the second emergency braking extended train line (B) is connected between the emergency braking button normally open contact (EMPB-1) and an emergency braking extended relay (EMPBR); a pantograph control loop is additionally arranged in a pantograph control loop of the train, a normally open contact (EMPBR-4) of the emergency braking expansion relay is connected into the pantograph control loop in series, and a first normally closed contact (EMPBR-1) and a second normally closed contact (EMPBR-2) of the emergency braking expansion relay are respectively connected into a return line (L3) and a power supply negative line loop (L8) of the emergency braking control loop of the train in series; a third normally closed contact (EMPBR-3) of the emergency braking extension relay is connected in series into a control loop of a bypass cutting circuit of an emergency braking execution loop of the train; an emergency brake execution train line (L1) is arranged in the emergency brake execution loop, emergency brake contactors (EBK 1 and EBK 2) are connected in series in the power supply negative line loop (L8), and normally open contacts (EBK 1-1 and EBK 2-1) of the emergency brake contactors and a bypass cutting circuit are connected in parallel and then connected between a train power supply and the emergency brake execution train line (L1);
after the vehicle is connected, a first emergency braking extended train line (A) and a second emergency braking extended train line (B) penetrating through the whole vehicle are electrified, when emergency braking is needed to be applied, an emergency braking button (EMPB) for activating a cab is pressed down, a normally open contact (EMPB-1) of the emergency braking extended relay is closed, an emergency braking extended relay (EMPBR) is electrified, a normally open contact (EMPBR-4) of the emergency braking extended relay is closed, a pantograph lowering control loop is electrified, and pantograph lowering operation is executed; simultaneously, a first normally closed contact (EMPBR-1) and a second normally closed contact (EMPBR-2) of the emergency braking extension relay are disconnected, so that the emergency braking contactors (EBK 1 and EBK 2) in the power supply negative line loop (L8) are powered off, the normally open contacts (EBK 1-1 and EBK 2-1) of the emergency braking contactors are disconnected, and a third normally closed contact (EMPBR-3) of the emergency braking extension relay is disconnected, so that a bypass cut circuit of the emergency braking execution loop is disconnected, so that the emergency braking execution train line (L1) is powered off, and the vehicle executes emergency braking;
each section of powered vehicle is provided with a traction inverter, a first emergency brake signal input port of the traction inverter is connected with a second emergency brake extension train line (B) through emergency brake extension instruction transmission lines (PRO-1 and PRO-2) and used for obtaining an emergency brake extension instruction so as to disconnect the main circuit protection equipment of the vehicle;
each vehicle is provided with a brake control unit, and the brake control unit is connected with an emergency brake execution train line (L1) through emergency brake execution instruction transmission lines (PNE-1, PNE-2, PNE-3 and PNE-4) and is used for acquiring an emergency brake execution instruction and implementing emergency braking; the emergency brake execution train line (L1) is connected with a train network through an emergency brake execution instruction network monitoring signal line (TCMS-1) and is used for fault recording, fault analysis and fault processing; a second emergency brake signal input port of the traction inverter of each section of the powered vehicle is connected with an emergency brake execution train line (L1) through an emergency brake execution signal transmission line (PRO-3) and used for acquiring an emergency brake execution instruction so as to disconnect a main circuit protection device of the vehicle;
the pantograph control loop comprises normally open contacts (PCS-4 and PCS-2) of pantograph-lifting control switches connected with pantograph-lifting train lines (L4 and L6) and normally open contacts (PCS-3 and PCS-1) of pantograph-lowering control switches connected with pantograph-lowering train lines (L5 and L7), wherein the normally open contacts (PCS-4 and PCS-2) of the pantograph-lifting control switches and the normally open contacts (PCS-3 and PCS-1) of the pantograph-lowering control switches are connected with a train power supply through diodes (D02 and D03), a first normally open contact (COR-4) of a driver room activation relay and a pantograph control power supply circuit breaker (PANTCB), and the pantograph control loop comprises a normally open contact (EMPBR-4) of an emergency braking expansion relay and a diode (D04) which are connected in series between the pantograph control power supply circuit breaker (PANTCB) and the pantograph-lowering train lines (L5 and L7), and the pantograph control loop comprises a normally open contact (EMPBR-4) of the emergency braking expansion relay and the diode (D04), D05) In that respect
2. The vehicle hitching-based emergency brake extension control method according to claim 1, characterized in that: the protection circuit breaker (empcb) is located in the cab electrical cabinet and the emergency brake button (EMPB) is located on the driver's console.
3. The vehicle hitching-based emergency brake extension control method according to claim 1, characterized in that: the emergency braking control circuit comprises an outgoing line (L2), a return line (L3) and a power supply negative line circuit (L8), and a second normally open contact (COR-1) of a cab activation relay and a first normally closed contact (EMPB-2) of an emergency braking button are connected between a train power supply and the outgoing line (L2) in series; the power supply negative line loop (L8) comprises a first normally closed contact (EMPBR-1) of an emergency braking extension relay (EMPBR), a third normally open contact (COR-3) of a cab activation relay, an emergency braking contactor (EBK 1, EBK 2) and a second normally closed contact (EMPBR-2) of the emergency braking extension relay, wherein the first normally closed contact (EMPBR-1) of the emergency braking extension relay and the third normally open contact (COR-3) of the cab activation relay are sequentially connected in series with a return line (L3), and a line between the first normally closed contact (EMPBR-1) of the emergency braking extension relay and the third normally open contact (COR-3) of the cab activation relay is connected to the second normally open contact (COR-1) of the cab activation relay through the normally closed contact (COR-2) of the cab activation relay.
4. The vehicle hitching-based emergency brake extension control method according to claim 1, characterized in that: the emergency brake execution loop comprises an emergency brake execution train line breaker (EBTLCB) sequentially connected with a train power supply in series, normally open contacts (EBK 1-1 and EBK 2-1) of an emergency brake contactor and an Emergency Brake Relay (EBR); the emergency braking execution train line (L1) is connected between an Emergency Braking Relay (EBR) and normally open contacts (EBK 1-1 and EBK 2-1) of an emergency braking contactor, when the emergency braking execution train line (L1) loses electricity, the vehicle applies emergency braking, the Emergency Braking Relay (EBR) loses electricity at the moment, when the emergency braking execution train line (L1) is electrified, the vehicle relieves the emergency braking, and the Emergency Braking Relay (EBR) is electrified at the moment; the bypass cutting circuit of the emergency brake execution circuit comprises normally open contacts (BBK-1 and BBK-2) of emergency brake bypass contactors (EBK 1-1 and EBK 2-1) which are connected in parallel at two ends of normally open contacts (EBK 1-1 and EBK 2) of the emergency brake contactors (EBK 1 and EBK 2), and a control circuit of the bypass cutting circuit of the emergency brake execution circuit comprises an emergency Brake Bypass Switch (BBS), an emergency brake extension relay third normally closed contact (EMPBR-3) and an emergency brake bypass contactor (BBK) which are sequentially connected with a train power supply in series.
5. The vehicle hitching-based emergency brake extension control method according to claim 1, characterized in that: the control circuit of the bypass cutting circuit of the emergency braking execution circuit is also connected with a second normally closed contact (EMPB-3) of the emergency braking button in series.
6. The vehicle hitching-based emergency brake extension control method according to claim 1, characterized in that: the first emergency braking extended train line (A) and the second emergency braking extended train line (B) of the two trains are correspondingly connected through the butt joint of the car couplers.
CN201911125125.6A 2019-11-18 2019-11-18 Emergency brake extension control method based on vehicle coupling Active CN110816505B (en)

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