CN110901611B - Emergency braking method for vehicle coupling - Google Patents
Emergency braking method for vehicle coupling Download PDFInfo
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- CN110901611B CN110901611B CN201911219012.2A CN201911219012A CN110901611B CN 110901611 B CN110901611 B CN 110901611B CN 201911219012 A CN201911219012 A CN 201911219012A CN 110901611 B CN110901611 B CN 110901611B
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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
- B60T7/00—Brake-action initiating means
- B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
- B60T7/124—Brakes for railway vehicles coming into operation in case of accident, derailment or damage of rolling stock or superstructure
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Abstract
The invention relates to an emergency braking method for vehicle coupling, which is realized by using an emergency braking control circuit, wherein the emergency braking control circuit comprises the following steps: the system comprises a coupler state detection circuit and a coupler state relay which are connected in series with a train power supply circuit, wherein a normally open contact of the coupler state relay is connected into an emergency braking train line in a cross parallel mode. Judging whether the coupler devices are unhooked through the coupler state relay, and applying emergency braking to the train if the coupler devices of the two trains are judged to be unhooked; when only the coupler device of one vehicle is judged to be unhooked, if the coupler state detection circuit fails, operating a bypass switch of the vehicle judged to be unhooked to enable the emergency braking train line to be kept electrified; if the coupler state detection circuit has no fault and only one coupler state relay has a fault, the train continues to operate, the faulty coupler state relay is replaced after the train returns to the warehouse, if both the two coupler state relays have faults, the braking system applies emergency braking, and the train waits for rescue.
Description
Technical Field
The invention relates to a state control and emergency circuit of a semi-automatic coupler or a full-automatic coupler of a railway vehicle, belonging to the technical field of emergency brake control circuits of railway vehicles.
Background
In railway vehicles, the coupler device is one of the most basic and important parts of the vehicle, and the function of the coupler device is as follows: the two carriages are connected, so that the machinery, the air/air path and the circuit are communicated, and the vehicle is integrated. With the rise of the attention of the society to the public transportation safety performance, a reasonably stable semi-automatic coupler monitoring circuit and a linkage circuit of an emergency loop of the semi-automatic coupler monitoring circuit become very important for the stable operation of vehicles.
The coupling state of the coupler is a precondition for the safe and normal running of the train, the coupler state monitoring circuit is used for ensuring that the vehicle can timely and rapidly make emergency measures, namely emergency braking, after the coupler is accidentally unhooked, and in addition, when the coupler state monitoring device breaks down, the vehicle circuit is required to ensure that the emergency braking of the train can be normally applied and relieved.
At present, a contact connector is adopted in an application circuit of coupler state monitoring in an emergency braking loop on a railway vehicle. Contact connector scheme: coupler states are serially connected into the emergency brake circuit by way of connector contacts. In the contact connector scheme, due to the fact that coupler relative movement is very frequent, contact abrasion of the connector is serious, loop conduction performance is affected, emergency braking is applied by a train accidentally, and availability of an emergency braking loop is affected.
The selection of a suitable available application circuit, both for normal feedback of the hook-coupled state and for ensuring the availability of an emergency circuit in case of a fault, is therefore a problem to be solved by the skilled person.
Disclosure of Invention
The present invention is directed to the above-mentioned problems of the prior art, and an object of the present invention is to provide an emergency braking method for a vehicle.
In order to solve the technical problems, the invention provides an emergency braking method for vehicle coupling, which is characterized in that: the emergency braking control circuit based on coupler coupling detection is used for realizing the emergency braking control circuit, and is suitable for vehicles with two emergency braking train lines, wherein the first emergency braking train line is controlled by a remote train to operate, and the second emergency braking train line is controlled by a local train to operate, and the emergency braking control circuit is characterized in that: the vehicle M1 of this side and the vehicle M2 of the contralateral side are all provided with independent emergency brake control circuit, and this emergency brake control circuit includes: the system comprises a coupler state detection circuit SCUP and a coupler state relay SCR which are connected in series with a train power supply circuit, and a coupler state monitoring bypass switch SCRBS which is connected in parallel with two ends of the coupler state detection circuit SCUP, wherein when the coupler state detection circuit SCUP detects that a coupler device is coupled, the coupler state relay SCR is driven to be electrified, and the coupler state relay SCR is provided with two normally open contacts; the first emergency braking train line L1 of the vehicle M1 at the side is connected with the second emergency braking train line L4 of the vehicle M2 at the opposite side through a coupler device or a jumper wire, and the second emergency braking train line L2 of the vehicle M1 at the side is connected with the first emergency braking train line L3 of the vehicle M2 at the opposite side through a coupler device or a jumper wire;
the first normally open contact SCR1-1 of the coupler state relay of the vehicle M1 at the side is connected in series with the second emergency braking train line L2 of the vehicle M1 at the side, the first normally open contact SCR2-1 of the coupler state relay of the vehicle M2 at the opposite side is connected in series with the second emergency braking train line L4 of the vehicle M2 at the opposite side, the second normally open contact SCR1-2 of the coupler state relay of the vehicle M1 at the side is connected in parallel with the first normally open contact SCR2-1 of the coupler state relay of the vehicle M2 at the opposite side, and two ends of the first normally open contact SCR2-1 of the coupler state relay of the vehicle M1 at the side and two ends of the second emergency braking train line L4 of the vehicle M2 at the opposite side are respectively connected with the first emergency braking train line L1 of the vehicle M1 at the side and the second emergency braking train line L4 of the vehicle M2 at the opposite side; the second normally open contact SCR2-2 of the coupler state relay of the opposite side vehicle M2 is connected with the first normally open contact SCR1-1 of the coupler state relay of the side vehicle M1 in parallel, and two ends of the second normally open contact SCR1-1 are respectively connected with the second emergency braking train line L2 of the side vehicle M1 and the first emergency braking train line L3 of the opposite side vehicle M2;
or the first normally open contact SCR1-1 of the coupler state relay of the vehicle M1 on the side is connected in series with the first emergency braking train line L1 of the vehicle M1 on the side, the first normally open contact SCR2-1 of the coupler state relay of the vehicle M2 on the opposite side is connected in series with the first emergency braking train line L4 of the vehicle M2 on the side, the second normally open contact SCR1-2 of the coupler state relay of the vehicle M1 on the side is connected in parallel with the first normally open contact SCR2-1 of the coupler state relay of the vehicle M2 on the opposite side, and two ends of the second normally open contact SCR1-2 are respectively connected with the second emergency braking train line L2 of the vehicle M1 on the side and the first emergency braking train line L3 of the vehicle M2 on the opposite side; the second normally open contact SCR2-2 of the coupler state relay of the opposite side vehicle M2 is connected with the first normally open contact SCR1-1 of the coupler state relay of the side vehicle M1 in parallel, and two ends of the second normally open contact SCR 352 are respectively connected with the first emergency braking train line L1 of the side vehicle M1 and the second emergency braking train line L4 of the opposite side vehicle M2;
the emergency braking method comprises the following steps:
judging whether the coupler device is unhooked through a coupler state relay (SCR), and judging whether the coupler device is unhooked if the coupler state relay (SCR) loses power; if the coupler devices of the vehicle (M1) at the side and the vehicle (M2) at the opposite side are judged to be unhooked, the train applies emergency braking; when only the car coupler device of the vehicle (M1) at the side or the car (M2) at the opposite side is judged to be unhooked, the output of the car coupler state detection circuit (SCUP) of the two cars is inconsistent, then whether the car coupler state detection circuit (SCUP) is in fault is detected, if the car coupler state detection circuit (SCUP) is in fault, a bypass switch (SCRBS) of the car judged to be unhooked is operated, the emergency braking train line is kept in power, the train continues to operate, and the car coupler state detection circuit (SCUP) is repaired after the car returns to a warehouse; if the coupler state detection circuit (SCUP) has no fault, the coupler state relay (SCR) judges whether the coupler state relay (SCR) of the unilateral vehicle has the fault, if only one coupler state relay (SCR) has the fault, the train continues to operate, the coupler state relay (SCR) with the fault is replaced after the train returns to the warehouse, if both the coupler state relays (SCR) have the fault, the braking system applies emergency braking, and the vehicle waits for rescue.
When the coupler coupling is normal, the inductive proximity sensors located on the coupler knuckle and the central pivot are closed to drive the coupler state relay, and the normally open contacts of the coupler state relay ensure the closing of the corresponding nodes of the emergency braking loop in a cross parallel mode. After the coupler coupling is abnormally/accidentally unhooked, inductive proximity sensors of two adjacent car couplers are simultaneously disconnected, the state relays of the two car couplers lose power, and emergency braking is applied. Therefore, the emergency braking circuit cannot be unavailable due to sensor failure or single relay failure, and the reliability of the circuit is improved. Meanwhile, unnecessary jumper wires and components are reduced, and the coupling state of the car hook can be accurately reflected.
Compared with the prior art, the invention can realize linkage of accidental uncoupling of the car coupler and emergency braking.
Drawings
Fig. 1 is a schematic diagram of an emergency braking control circuit of the present invention.
Fig. 2 is a circuit diagram of an emergency brake train line of a coupled vehicle of the present invention.
FIG. 3 is a flow chart of an emergency braking method of a coupled vehicle of the present invention.
Detailed Description
The following description will explain the embodiments of the present invention by taking the two cars M1 and M2 coupled by a semi-automatic hook as an example, in conjunction with the accompanying drawings. In this embodiment, a semi-automatic coupler is adopted for coupling between the vehicle M1 on the side and the vehicle M2 on the opposite side, and the semi-automatic coupler is manufactured by fuyite and has a model number of 330.539. The invention is also suitable for the scheme of the full-automatic coupler.
The emergency braking method for the train coupling is realized by using an emergency braking control circuit based on the train coupling detection, and is suitable for the vehicles with two emergency braking train lines, wherein the first emergency braking train line is controlled by a remote train to operate, and the second emergency braking train line is controlled by a local train to operate. The vehicle M1 on the side and the vehicle M2 on the opposite side are each provided with an independent emergency brake control circuit. As shown in fig. 1, the emergency brake control circuit includes: the system comprises a coupler state monitoring circuit breaker SCCB, a coupler state detection circuit SCUP and a coupler state relay SCR which are connected in series with a train power supply circuit, wherein a train network TCMS monitors the state of the coupler state relay (SCR).
And when the coupler state detection circuit SCUP detects that the coupler device is coupled, the coupler state relay SCR is driven to be electrified. The emergency brake control circuit further comprises a coupler state monitoring bypass switch SCRBS connected in parallel at two ends of the coupler state detection circuit SCUP. When the coupler state detection circuit SCUP fault causes the output to be 0, the coupler state monitoring bypass switch SCRBS can be operated to bypass the fault signal.
The vehicle on the side M1 and the vehicle on the opposite side M2 both have a coupler state relay SCR, each having two normally open contacts. As shown in fig. 2, the first emergency braking train line L1 of the host vehicle M1 and the second emergency braking train line L4 of the opposite vehicle M2 are connected by a jumper (the semi-automatic coupler is connected to an electric line by a jumper, and the full-automatic coupler is connected to an electric line by an electric coupler device), and the second emergency braking train line L2 of the host vehicle M1 and the first emergency braking train line L3 of the opposite vehicle M2 are connected by a jumper.
In the embodiment, the first normally open contact SCR1-1 of the coupler state relay of the vehicle M1 on the side is connected in series with the second emergency braking train line L2 of the vehicle M1 on the side, and the first normally open contact SCR2-1 of the coupler state relay of the vehicle M2 on the opposite side is connected in series with the second emergency braking train line L4 of the vehicle M2 on the opposite side.
The second normally open contact SCR1-2 of the coupler state relay of the vehicle M1 at the side is connected with the first normally open contact SCR2-1 of the coupler state relay of the vehicle M2 at the opposite side in parallel, and two ends of the normally open contact SCR 352 are respectively connected with the first emergency braking train line L1 of the vehicle M1 at the side and the second emergency braking train line L4 of the vehicle M2 at the opposite side. The second normally open contact SCR2-2 of the coupler state relay of the opposite side vehicle M2 is connected with the first normally open contact SCR1-1 of the coupler state relay of the side vehicle M1 in parallel, and two ends of the second normally open contact SCR 352 are respectively connected with the second emergency braking train line L2 of the side vehicle M1 and the first emergency braking train line L3 of the opposite side vehicle M2.
As shown in fig. 2, the coupler state relay second normally open contact SCR1-2 of the vehicle M1 on the present side is connected to the first parallel circuit L5, the coupler state relay second normally open contact SCR2-2 of the vehicle M2 on the opposite side is connected to the second parallel circuit L6, and the first parallel circuit L5 and the second parallel circuit L6 are connected by a jumper wire.
The train power supply supplies power to a coupler state detection circuit SCUP, which has two inductive proximity sensors SS1, SS2 separately provided at the coupler knuckle and the center pivot. When the coupler device is coupled, the two inductive proximity sensors SS1 and SS2 are close, and a coupler state detection circuit SCUP drives a coupler state relay SCR to be electrified; when the coupler device is unhooked, the two proximity sensors are separated, the output of the coupler state detection circuit SCUP is 0, and the coupler state relay SCR loses power.
Alternatively, the first normally open contact of the coupler state relay may be disposed in a first emergency brake train line of the corresponding vehicle, and then the second normally open contact of the coupler state relay may be connected in parallel with the first normally open contact of the coupler state relay of the opposite vehicle. Specifically, a first normally open contact SCR1-1 of a coupler state relay of the vehicle M1 at the side is connected in series with a first emergency braking train line L1 of the vehicle M1 at the side, a first normally open contact SCR2-1 of a coupler state relay of the vehicle M2 at the opposite side is connected in series with a first emergency braking train line L4 of the vehicle M2 at the side, a second normally open contact SCR1-2 of the coupler state relay of the vehicle M1 at the side is connected in parallel with a first normally open contact SCR2-1 of a coupler state relay of the vehicle M2 at the opposite side, and two ends of the second normally open contact SCR1-2 are respectively connected with a second emergency braking train line L2 of the vehicle M1 at the side and a first emergency braking train line L3 of the vehicle M2 at the opposite side; the second normally open contact SCR2-2 of the coupler state relay of the opposite side vehicle M2 is connected with the first normally open contact SCR1-1 of the coupler state relay of the side vehicle M1 in parallel, and two ends of the second normally open contact SCR 352 are respectively connected with the first emergency braking train line L1 of the side vehicle M1 and the second emergency braking train line L4 of the opposite side vehicle M2.
As shown in fig. 3, the emergency braking control method of the present invention is as follows:
judging whether the coupler device is unhooked through the coupler state relay SCR, and judging whether the coupler device is unhooked if the coupler state relay SCR loses power; if the coupler devices of the vehicle M1 on the side and the vehicle M2 on the opposite side are judged to be unhooked, the train applies emergency braking; when only the coupler device of the vehicle M1 at the side or the vehicle M2 at the opposite side is judged to be unhooked, the output of the coupler state detection circuit SCUP of the two vehicles is inconsistent, then whether the coupler state detection circuit SCUP is in fault is detected, if the coupler state detection circuit SCUP is in fault, a bypass switch SCRBS of the vehicle judged to be unhooked is operated, the emergency braking train line is kept electrified, the train continues to operate, and the coupler state detection circuit SCUP of the vehicle is repaired after the train returns to the garage; if the coupler state detection circuit SCUP has no fault, the coupler state relay SCR judges whether the coupler state relay SCR of the unilateral vehicle has a fault, if only one coupler state relay SCR has a fault, the train continues to operate, the faulty coupler state relay SCR is replaced after the train returns to the warehouse, if both the two coupler state relays SCR have faults, the braking system applies emergency braking, and the vehicle waits for rescue.
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 (5)
1. An emergency braking method for vehicle coupling, characterized in that: the emergency brake control circuit based on the hook coupling detection is applicable to vehicles with two emergency brake train lines, wherein the first emergency brake train line is controlled by a remote train to operate, the second emergency brake train line is controlled by a local train to operate, the local vehicle (M1) and the opposite vehicle (M2) are both provided with independent emergency brake control circuits, and the emergency brake control circuits comprise: the system comprises a coupler state detection circuit (SCUP) and a coupler state relay (SCR) which are connected in series with a train power supply circuit, and a coupler state monitoring bypass switch (SCRBS) which is connected in parallel with two ends of the coupler state detection circuit (SCUP), wherein when the coupler state detection circuit (SCUP) detects that a coupler device is coupled, the coupler state relay (SCR) is driven to be electrified, and the coupler state relay (SCR) is provided with two normally open contacts; the first emergency braking train line (L1) of the vehicle (M1) at the side is connected with the second emergency braking train line (L4) of the vehicle (M2) at the opposite side through a coupler device or a jumper, and the second emergency braking train line (L2) of the vehicle (M1) at the side is connected with the first emergency braking train line (L3) of the vehicle (M2) at the opposite side through a coupler device or a jumper;
a first normally open contact (SCR 1-1) of a coupler state relay of a vehicle (M1) at the side is connected in series with a second emergency braking train line (L2) of the vehicle (M1) at the side, a first normally open contact (SCR 2-1) of a coupler state relay of a vehicle (M2) at the opposite side is connected in series with a second emergency braking train line (L4) of a vehicle (M2) at the opposite side, a second normally open contact (SCR 1-2) of the coupler state relay of the vehicle (M1) at the side is connected in parallel with a first normally open contact (SCR 2-1) of a coupler state relay of the vehicle (M2) at the opposite side, and two ends of the first normally open contact (SCR 1) of the vehicle (M1) at the side and a second emergency braking train line (L4) of the vehicle (M2) at the opposite side are respectively connected with the first emergency braking train line (L1) of the vehicle (M1) at the side; a second normally open contact (SCR 2-2) of a coupler state relay of the opposite side vehicle (M2) is connected with a first normally open contact (SCR 1-1) of a coupler state relay of the side vehicle (M1) in parallel, and two ends of the second normally open contact are respectively connected with a second emergency braking train line (L2) of the side vehicle (M1) and a first emergency braking train line (L3) of the opposite side vehicle (M2);
or the first normally open contact (SCR 1-1) of the coupler state relay of the vehicle (M1) at the side is connected in series with the first emergency braking train line (L1) of the vehicle (M1) at the side, the first normally open contact (SCR 2-1) of the coupler state relay of the vehicle (M2) at the opposite side is connected in series with the first emergency braking train line (L4) of the vehicle (M2) at the side, the second normally open contact (SCR 1-2) of the coupler state relay of the vehicle (M1) at the side is connected in parallel with the first normally open contact (SCR 2-1) of the coupler state relay of the vehicle (M2) at the side, and the two ends of the second emergency braking train line (L2) of the vehicle (M1) at the side and the first emergency braking train line (L3) of the vehicle (M2) at the opposite side respectively; a second normally open contact (SCR 2-2) of a coupler state relay of the opposite side vehicle (M2) is connected with a first normally open contact (SCR 1-1) of a coupler state relay of the side vehicle (M1) in parallel, and two ends of the second normally open contact are respectively connected with a first emergency braking train line (L1) of the side vehicle (M1) and a second emergency braking train line (L4) of the opposite side vehicle (M2);
the emergency braking method comprises the following steps:
judging whether the coupler device is unhooked through a coupler state relay (SCR), and judging whether the coupler device is unhooked if the coupler state relay (SCR) loses power; if the coupler devices of the vehicle (M1) at the side and the vehicle (M2) at the opposite side are judged to be unhooked, the train applies emergency braking; when only the car coupler device of the vehicle (M1) at the side or the car (M2) at the opposite side is judged to be unhooked, the output of the car coupler state detection circuit (SCUP) of the two cars is inconsistent, then whether the car coupler state detection circuit (SCUP) is in fault is detected, if the car coupler state detection circuit (SCUP) is in fault, a bypass switch (SCRBS) of the car judged to be unhooked is operated, the emergency braking train line is kept in power, the train continues to operate, and the car coupler state detection circuit (SCUP) is repaired after the car returns to a warehouse; if the coupler state detection circuit (SCUP) has no fault, the coupler state relay (SCR) judges whether the coupler state relay (SCR) of the unilateral vehicle has the fault, if only one coupler state relay (SCR) has the fault, the train continues to operate, the coupler state relay (SCR) with the fault is replaced after the train returns to the warehouse, if both the coupler state relays (SCR) have the fault, the braking system applies emergency braking, and the vehicle waits for rescue.
2. The emergency braking method of a vehicle hitch as claimed in claim 1, wherein: the emergency brake control circuit further includes a coupler state monitoring circuit breaker (SCCB) connected in series between the train power supply and a coupler state detection circuit (SCUP).
3. The emergency braking method of a vehicle hitch as claimed in claim 1, wherein: the train power supply supplies power to a coupler state detection circuit (SCUP), the coupler state detection circuit (SCUP) is provided with two proximity sensors, when the coupler device is coupled, the two proximity sensors are close, and the coupler state detection circuit (SCUP) drives a coupler state relay (SCR) to be powered; when the coupler device is unhooked, the two proximity sensors are separated, the output of a coupler state detection circuit (SCUP) is 0, and a coupler state relay (SCR) loses power.
4. The emergency braking method of a vehicle hitch as claimed in claim 1, wherein: the train network TCMS monitors the state of the coupler status relay (SCR).
5. The emergency braking method of a vehicle hitch as claimed in claim 1, wherein: the second normally open contact (SCR 1-2) of the coupler state relay of the vehicle (M1) on the side is connected with a first parallel circuit (L5), the second normally open contact (SCR 2-2) of the coupler state relay of the vehicle (M2) on the opposite side is connected with a second parallel circuit (L6), and the first parallel circuit (L5) and the second parallel circuit (L6) are connected through a coupler device or a jumper wire.
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| CN201911219012.2A CN110901611B (en) | 2019-12-03 | 2019-12-03 | Emergency braking method for vehicle coupling |
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| CN201911219012.2A CN110901611B (en) | 2019-12-03 | 2019-12-03 | Emergency braking method for vehicle coupling |
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| CN112109681A (en) * | 2020-09-18 | 2020-12-22 | 中车株洲电力机车有限公司 | Reconnection train and hook-breaking protection method and circuit thereof |
| CN113562028B (en) * | 2021-07-08 | 2023-06-30 | 中车南京浦镇车辆有限公司 | Rail vehicle contact type obstacle detection circuit and obstacle detection method |
| CN113911167B (en) * | 2021-10-26 | 2023-11-28 | 中车南京浦镇车辆有限公司 | Overspeed protection control circuit suitable for unmanned vehicle |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| DE3117729A1 (en) * | 1981-05-05 | 1982-12-02 | Mannesmann Rexroth GmbH, 8770 Lohr | "Tear-off protection for a trailer brake system" |
| CN2050397U (en) * | 1989-07-13 | 1990-01-03 | 张凤祥 | Alarm braking device for automobile deflating tyre, releasing tyre and unhooking of two-wheeler |
| CN107867280B (en) * | 2017-11-10 | 2020-06-23 | 中车株洲电力机车有限公司 | Vehicle coupling control circuit, emergency stop braking method and rail transit vehicle |
| CN207607484U (en) * | 2017-12-18 | 2018-07-13 | 北京北汽摩有限公司 | Tractor-trailer sure brake system |
| CN108791259B (en) * | 2018-05-31 | 2020-06-16 | 中车青岛四方机车车辆股份有限公司 | Train redundant braking device and method |
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