CN112441073B - Urban rail train bypass system - Google Patents
Urban rail train bypass system Download PDFInfo
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- CN112441073B CN112441073B CN201910832088.6A CN201910832088A CN112441073B CN 112441073 B CN112441073 B CN 112441073B CN 201910832088 A CN201910832088 A CN 201910832088A CN 112441073 B CN112441073 B CN 112441073B
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- brake
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or vehicle train for signalling purposes ; On-board control or communication systems
- B61L15/0063—Multiple on-board control systems, e.g. "2 out of 3"-systems
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C17/00—Arrangement or disposition of parts; Details or accessories not otherwise provided for; Use of control gear and control systems
Abstract
The invention is suitable for the technical field of rail transit equipment manufacturing, and provides an urban rail train bypass system, which comprises: the train bypass switch is connected with the ATP removal switch at one end, is connected with a negative end of a power supply after being connected with bypass relays in a plurality of traction brake line bypasses of the train at the other end, and is used for controlling the bypass relays in the plurality of traction brake line bypasses of the train to be electrified and bypassing the corresponding fault relays when the train breaks down so as to enable the train to continue to run; by arranging the train bypass switch and the plurality of traction brake line bypasses on the urban rail train traction brake control system, when a train breaks down, a bypass relay in the plurality of traction brake line bypasses of the train can be controlled to be electrified, and the bypass relay bypasses the corresponding fault relay, so that the train can still run under the large bypass mode, corresponding braking can be applied, and the safe operation of the train is ensured.
Description
Technical Field
The invention belongs to the technical field of rail transit equipment manufacturing, and particularly relates to an urban rail train bypass system.
Background
The existing urban rail trains are all designed with traction brake control bypass systems, and the purpose of bypass design is to enable the trains to continue to run at a limited speed under emergency working conditions, so that the trains can not suddenly stop at non-platform positions or can not run due to traction brake problems.
In the prior art, only a parking brake bypass and a door closing bypass are usually arranged, when a parking brake ring release failure occurs, the bypass parking brake ring release can be bypassed through the parking brake bypass, so that a traction instruction train line is electrified, and the train continues to be pulled; when a fault that the left door and the right door cannot be closed occurs, the traction instruction train line can be powered on through the door closing bypass, and the train continues to be pulled. However, when a fault other than a failure in which the parking brake hoop relief cannot be closed and the left and right doors cannot be closed is listed, the train cannot continue to run.
Disclosure of Invention
In view of this, an embodiment of the present invention provides an urban rail train bypass system to solve the problem that a train cannot continue to run when faults other than the faults that a parking brake ring cannot be closed when released and left and right doors cannot be closed are listed in the prior art.
A first aspect of an embodiment of the present invention provides an urban rail train bypass system, including:
the train bypass switch is connected with the ATP removal switch at one end, is connected with a negative end of a power supply after being connected with bypass relays in a plurality of traction brake line bypasses of the train at the other end, and is used for controlling the bypass relays in the plurality of traction brake line bypasses of the train to be electrified and bypassing the corresponding fault relays when the train breaks down so as to enable the train to continue to run;
the other end of the ATP cut-off switch is connected with an emergency traction switch, an emergency brake button, a total wind under-voltage relay, a cab occupation relay and a cab key controller in sequence and then is connected to the positive end of the large bypass power supply;
the plurality of traction brake line bypasses of the train comprises: a traction command train line bypass, an emergency traction train line bypass, an emergency brake circuit bypass, a brake command train line bypass, and a brake bypass.
In an embodiment, the traction instruction train line bypass is configured to, when a train fails, if the train bypass switch is in the closed position and a main control handle in the traction instruction train line is in the DR position, power the traction instruction train line bypass, and the train continues to run through the traction instruction mode.
In one embodiment, the traction command train line bypass comprises: a first bypass relay and a second bypass relay;
the first bypass relay is connected in parallel with a circuit formed by connecting the cab occupation relay, the emergency brake controller and the vigilant button in series and is used for bypassing the cab occupation relay, the emergency brake controller and the vigilant button when the train bypass switch is arranged at a closed position and a main control handle in a traction instruction train line is arranged at a DR position;
the second bypass relay is connected in parallel with a circuit formed by serially connecting an ATO automatic input relay, a parking brake release controller, a left door closing controller, a right door closing controller, a signal cutting relay and a traction prohibition relay, and is used for bypassing the ATO automatic input relay, the parking brake release controller, the left door closing controller, the right door closing controller, the signal cutting relay and the traction prohibition relay when the train bypass switch is in a closed position and a main control handle in a traction instruction train line is in a DR position; and the second bypass relay is connected in parallel with a circuit formed by serially connecting the ATO automatic input relay, the parking brake release controller, the ATC enabling controller, the signal cut-off relay and the traction-forbidding relay, and is used for bypassing the ATO automatic input relay, the parking brake release controller, the ATC enabling controller, the signal cut-off relay and the traction-forbidding relay when the train bypass switch is arranged in a closing position and a main control handle in a traction instruction train line is arranged in a DR position.
In an embodiment, the emergency traction train line bypass is used for enabling the emergency traction mode train line, the emergency traction mode retrogression speed limit line and the 50% traction mode train line to be powered on and enabling the train to continuously run in the emergency traction mode when the train breaks down and if the train bypass switch is in the closed position.
In one embodiment, the emergency trainline bypass includes: a third bypass relay and a fourth bypass relay;
the third bypass relay is connected with the first cab occupation relay in parallel and used for bypassing the first cab occupation relay if the train bypass switch is in the closed position;
and the fourth bypass relay is connected in parallel with a circuit formed by connecting the emergency traction mode switch and the second cab occupation relay in series and is used for bypassing the emergency traction mode switch and the second cab occupation relay if the train bypass switch is arranged in a closed position.
In an embodiment, the emergency braking loop bypass is used for, when a train breaks down, if the train bypass switch is in a closed position and the emergency traction switch is in a closed position, the emergency braking loop bypass is powered on, the traction safety command obtains a high level, if a main control handle in a traction command train line is in a DR position, the traction command train line is powered on, and the train continues to run through a traction command mode.
In one embodiment, the emergency brake circuit bypass includes a fifth bypass relay;
the fifth bypass relay is connected in parallel with a circuit formed by connecting the third cab occupation relay, the first emergency brake button, the second emergency brake button and the safety loop bypass switch in series;
or one end of the fifth bypass relay is respectively connected with an automatic turn-back relay, a vigilance relay and a non-zero-speed relay, the other ends of the vigilance relay and the non-zero-speed relay are respectively connected with one ends of the automatic turn-back relay, a CC cabinet and an ATP cut-off switch after being connected with a direction handle, the other ends of the CC cabinet and the ATP cut-off switch are connected with a fourth cab occupation relay, and the other end of the fourth cab occupation relay is connected with the other end of the fifth bypass relay;
and the fifth bypass relay is used for bypassing a circuit connected with the fifth bypass relay in parallel when the train breaks down and the emergency traction switch is closed if the train bypass switch is closed.
In one embodiment, the brake command train line bypass includes: a sixth bypass relay and a seventh bypass relay;
after the sixth bypass relay and the first emergency braking relay are connected in parallel, one end of the sixth bypass relay is connected with the positive end of the power supply, and the other end of the sixth bypass relay is connected with one ends of the gateway valve and the intelligent valve; after the seventh bypass relay and the second emergency braking relay are connected in parallel, one end of the seventh bypass relay is connected with the negative end of the power supply, and the other end of the seventh bypass relay is connected with the other ends of the gateway valve and the intelligent valve;
and the brake command train line bypass is used for enabling the brake command train line bypass to be in a high level if the train bypass switch is in a closed position when the train breaks down, enabling the gateway valve and the intelligent valve to receive a command that the train has no emergency brake, and enabling the train to continue running if a main control handle in the traction command train line is in a DR position.
In one embodiment, the brake bypass is used for relieving service braking and quick braking if the train bypass switch is in the closed position and the main control handle in the traction instruction train line is in the DR position when the train breaks down, and controlling the train to continue running by controlling the direction handle.
In one embodiment, the brake bypass comprises: an eighth bypass relay, a ninth bypass relay, and a tenth bypass relay;
the eighth bypass relay is respectively connected with the vigilance relay and the non-zero speed relay in parallel and is used for bypassing the vigilance relay and the non-zero speed relay if the train bypass switch is in a closed position and a main control handle in a traction instruction train line is in a DR position when a train breaks down;
the ninth bypass relay is respectively connected with the first quick brake controller and the second quick brake controller in parallel and is used for bypassing the first quick brake controller if the train bypass switch is in a closed position and a main control handle in a traction instruction train line is in a DR position when a train breaks down;
the tenth bypass relay is connected in parallel with a circuit formed by connecting the ATO brake controller and the third quick brake controller in series, the third quick brake controller is connected with the fourth quick brake controller, the fourth quick brake controller is connected with the second quick brake controller, and when a train breaks down, if the train bypass switch is arranged in the closing position, and a main control handle in a traction instruction train line is arranged in the DR position, the ATO brake controller and the circuit formed by the second quick brake controller are bypassed.
Compared with the prior art, the embodiment of the invention has the following beneficial effects: by arranging the train bypass switch and the plurality of traction brake line bypasses on the urban rail train traction brake control system, when a train breaks down, a bypass relay in the plurality of traction brake line bypasses of the train can be controlled to be electrified, and the bypass relay bypasses the corresponding fault relay, so that the train can still run under the large bypass mode, corresponding braking can be applied, and the safe operation of the train is ensured.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings needed to be used in the embodiments or the prior art descriptions will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without inventive exercise.
FIG. 1 is a schematic diagram of an urban rail train bypass system provided by an embodiment of the invention;
FIG. 2 is a schematic diagram of a process for traction command trainline bypass provided by an embodiment of the present invention;
FIG. 3 is a schematic diagram of an emergency haul train line bypass provided by an embodiment of the present invention;
FIG. 4 is an exemplary diagram of an emergency brake circuit bypass provided by an embodiment of the present invention;
FIG. 5 is a schematic illustration of a brake command trainline bypass provided by an embodiment of the present invention;
FIG. 6 is a schematic diagram of a brake bypass provided by an embodiment of the present invention.
Detailed Description
In the following description, for purposes of explanation and not limitation, specific details are set forth, such as particular system structures, techniques, etc. in order to provide a thorough understanding of the embodiments of the invention. It will be apparent, however, to one skilled in the art that the present invention may be practiced in other embodiments that depart from these specific details. In other instances, detailed descriptions of well-known systems, devices, circuits, and methods are omitted so as not to obscure the description of the present invention with unnecessary detail.
In order to explain the technical means of the present invention, the following description will be given by way of specific examples.
Fig. 1 is a schematic diagram of an urban rail train bypass system according to an embodiment of the present invention, which is described in detail as follows.
The urban rail train bypass system can be applied to a traction brake control system of an urban rail train, and as shown in fig. 1, the traction brake control system of the urban rail train can comprise a cab key controller, a cab occupation relay, a total wind under-voltage relay, an emergency brake button, an emergency traction switch, an automatic train protection system (ATP) cut-off switch, a network input module and a power supply.
The urban rail train bypass system may include: a train bypass switch 1 and a plurality of traction brake line bypasses 2.
The train bypass switch 1 is connected with the ATP removal switch at one end, is connected with a negative end of a power supply after being connected with bypass relays in a plurality of traction brake line bypasses 2 of a train at the other end, and is used for controlling the bypass relays in the plurality of traction brake line bypasses 2 of the train to be electrified when the train breaks down, and the bypass relays bypass corresponding fault relays to enable the train to continue to run;
the other end of the ATP cut-off switch is connected with an emergency traction switch, an emergency brake button, a total wind under-voltage relay, a cab occupation relay and a cab key controller in sequence and then is connected with the positive end of a power supply;
the plurality of traction brake line bypasses 2 of the train comprises: a traction command train line bypass 21, an emergency traction train line bypass 22, an emergency brake circuit bypass 23, a brake command train line bypass 24, and a brake bypass 25.
According to the urban rail train bypass system, the train bypass switch and the plurality of traction brake line bypasses are arranged on the urban rail train traction brake control system, when a train breaks down, bypass relays in the plurality of traction brake line bypasses of the train can be controlled to be powered on, the bypass relays bypass the corresponding fault relays, so that the train can still run under the large bypass mode, corresponding braking can be applied, and the safe operation of the train is guaranteed.
Optionally, the urban rail train bypass system shown in fig. 1 may further include train bypass indicator lights, where the train bypass indicator lights are respectively connected in parallel with the plurality of traction brake line bypasses, and are used for lighting the train bypass indicator lights when the train bypass switches are in the closed position, so as to indicate that the plurality of traction brake line bypasses are powered on.
It should be noted that, in this embodiment, when the cab key switch is set to the "ON" position, the driver occupies the relay to be closed, and the train bypass switch is operated to be effective.
Optionally, as shown in fig. 2, the traction command train line bypass schematic diagram may include: the Automatic Train parking brake system comprises a circuit breaker, a cab occupation relay, an emergency brake controller, an alert button, a main control handle, an Automatic Train Operation (ATO) Automatic input relay, a parking brake release controller, a left door closing controller, a right door closing controller, a signal cut-off relay, an ATC enabling controller, a signal cut-off relay, a traction prohibition relay, an ATO traction instruction output module, a parking brake bypass, a door closing bypass and a network input module.
As shown in fig. 2, one end of the breaker is connected to the positive terminal of the power supply, the other end is connected to the cab occupancy relay, the emergency brake controller, the alert button, the main Control handle, the ATO Automatic input relay, the parking brake release controller, the left door closed controller, the right door closed controller, the signal cut-off relay and the traction-prohibited relay in sequence, one end of the ATO traction instruction output module is connected between the emergency brake controller and the alert button, the other end of the ATO traction instruction output module is connected between the ATO Automatic input relay and the parking brake release controller, the parking brake bypass is connected in parallel with the parking brake release controller, the door closed bypass is connected in parallel with the circuits connected with the left door closed controller and the right door closed controller, and one end of the Train Automatic Train Control (ATC) enable controller is connected between the parking brake release controller and the left door closed controller, the other end of the ATC enabling controller is connected with a signal cutting relay, the signal cutting relay is connected between the signal cutting relay and the traction-forbidden relay, and the traction-forbidden relay is connected with the network input module.
The traction command train line bypass includes: a first bypass relay 211 and a second bypass relay 212.
The first bypass relay 211 is connected in parallel with a circuit formed by connecting the cab occupation relay, the emergency brake controller and the alert button in series, and is used for bypassing the cab occupation relay, the emergency brake controller and the alert button when the train bypass switch 1 is in a closed position and a main control handle in a traction instruction train line is in a DR position;
the second bypass relay 212 is connected in parallel with a circuit formed by connecting an ATO automatic input relay, a parking brake release controller, a left door closing controller, a right door closing controller, a signal cut-off relay and a traction prohibition relay in series, and is used for bypassing the ATO automatic input relay, the parking brake release controller, the left door closing controller, the right door closing controller, the signal cut-off relay and the traction prohibition relay when the train bypass switch 1 is in an on position and a main control handle in a traction instruction train line is in a DR position; and, the second bypass relay 212 is connected in parallel with a circuit formed by serially connecting an ATO automatic input relay, a parking brake release controller, an ATC enable controller, a signal cut-off relay, and a traction prohibition relay, and is configured to bypass the ATO automatic input relay, the parking brake release controller, the ATC enable controller, the signal cut-off relay, and the traction prohibition relay when the train bypass switch 1 is placed in a closed position and a master handle in a traction instruction train line is placed in a DR position.
Optionally, the traction instruction train line bypass is configured to, when the train breaks down, if the train bypass switch is in the closed position and the main control handle in the traction instruction train line is in the DR position, power the traction instruction train line bypass, and the train continues to run through the traction instruction mode.
Namely, the working principle of the traction instruction train line bypass is as follows: when the train bypass switch is turned to the bypass position, the traction instruction is only related to the master control handle of the driver controller and the bypass relay. When a fault occurs, the train bypass switch in fig. 1 is turned to the on position, a plurality of traction brake line bypasses (bypass relays) of the train are powered on, the traction instruction train line bypass in fig. 2 directly enables the traction instruction train line to be powered on through the closed bypass relay, and the train can be pushed to the DR position to run the train by operating the main control handle in fig. 3.
As shown in fig. 3, the emergency traction train line bypass schematic diagram is provided, wherein the emergency traction train line includes a circuit breaker, an emergency traction mode switch, a first cab occupancy relay, a second cab occupancy relay, a main control handle, a backward relay, an emergency traction mode train line, an emergency traction mode retrogression speed limit line, and a 50% traction mode train line.
As shown in fig. 3, one end of the circuit breaker is connected to the positive terminal of a power supply, the other end of the circuit breaker is sequentially connected with an emergency traction mode switch and a first cab occupation relay, the other end of the emergency traction mode switch is connected with a second cab occupation relay and a network input module, the other end of the first cab occupation relay is connected with two main control handles, the other end of one main control handle is connected with a 100% braking mode train line, the other end of the other main control handle is connected with a traction network module, the other end of the second cab occupation relay is respectively connected with a backward relay and the traction network module, the other end of the backward relay is connected with an emergency traction mode retrogression speed limit line and the traction network module, and the traction network module is different in corresponding traction instructions under different carriages. In addition, one end of the GateWay module is connected between the second cab occupation relay and the backward relay, and the other end of the GateWay module is connected with a 100% braking mode train line behind the main control handle.
As shown in fig. 3, the emergency traction train line bypass 22 includes: a third bypass relay 221 and a fourth bypass relay 222;
the third bypass relay 221 is connected in parallel with the first cab occupation relay and is used for bypassing the first cab occupation relay if the train bypass switch is in the on position;
the fourth bypass relay 222 is connected in parallel with a circuit formed by connecting the emergency traction mode switch and the second cab occupation relay in series, and is used for bypassing the emergency traction mode switch and the second cab occupation relay if the train bypass switch is in a closed position.
Optionally, the emergency traction train line bypass 22 is configured to, when the train breaks down, if the train bypass switch is in the closed position, power is supplied to the emergency traction mode train line, the emergency traction mode retrogression speed limit line, and the 50% traction mode train line, and the train continues to run through the emergency traction mode. Namely, when the train bypass switch is turned to the bypass position, the two cab occupation relays of the emergency traction command line are both bypassed, and the emergency traction mode is activated. When a fault occurs, the train bypass switch in fig. 1 is turned to the on position, the traction brake line bypass (bypass relay) is electrified, the third bypass relay 221 and the fourth bypass relay 222 in fig. 3 are electrified, the emergency traction mode train line, the emergency traction mode regressive speed limit and 50% traction are electrified, and the train can run in the emergency traction mode.
As shown in fig. 4, the emergency brake circuit bypass schematic diagram, wherein the emergency brake circuit may include a third cab occupancy relay, an emergency brake button, a safety circuit bypass switch, an auto-turn-back relay, a vigilance relay, a non-zero speed relay, a directional handle, a Call Control (CC) cabinet, an ATP cut-off switch, a fourth cab occupancy relay, a network Control relay, a low total wind pressure bypass, an overspeed relay, a zero speed relay, and an emergency brake relay.
As shown in fig. 4, one end of the third cab occupation relay is connected with the positive end of the power supply, and the other end of the third cab occupation relay is connected with the zero-speed relay and the emergency brake relay respectively after being sequentially connected with the two emergency brake buttons and the safety circuit bypass switch; one end of the automatic turn-back relay is connected with the positive end of the power supply, and the other end of the automatic turn-back relay is respectively connected with the CC cabinet, the ATP cut-off switch and the network, wherein the network is effective at a low level; one end of the parallel circuit of the alert relay and the non-zero-speed relay is connected with the positive end of the power supply, the other end of the parallel circuit is connected with the direction handle, and the other end of the direction handle is respectively connected with the CC cabinet, the ATP cut-off switch and the network; the other end of the CC cabinet and the other end of the ATP removal switch are both connected with a fourth cab occupation relay, the other end of the fourth cab occupation relay is respectively connected with a zero-speed relay, an emergency brake relay and an emergency brake button, the emergency brake button is sequentially connected with another emergency brake button, a network control relay, a total wind pressure low bypass, an overspeed relay and a network, and the network is effective at a low level; the other end of the zero-speed relay and the other end of the emergency braking relay are respectively connected with an emergency braking relay and then are respectively connected with the CC cabinet and then are connected with the negative pole end of the power supply, and the ATP removing switch is connected on the CC cabinet in parallel.
Alternatively, as shown in fig. 4, the emergency brake circuit bypass 23 may include a fifth bypass relay 231. The fifth bypass relay 231 is connected in parallel with a circuit formed by connecting the third cab occupation relay, the first emergency brake button, the second emergency brake button and the safety loop bypass switch in series;
or, one end of the fifth bypass relay 231 is connected to the automatic turn-back relay, the vigilance relay and the non-zero-speed relay respectively, and the other ends of the vigilance relay and the non-zero-speed relay are connected to the direction handle and then connected to one ends of the automatic turn-back relay, the CC cabinet and the ATP cut-off switch respectively, and the other ends of the CC cabinet and the ATP cut-off switch are connected to a fourth cab occupancy relay, and the other end of the fourth cab occupancy relay is connected to the other end of the fifth bypass relay;
and the fifth bypass relay 231 is used for bypassing a circuit connected in parallel with the fifth bypass relay if the train bypass switch is in the closed position and the emergency traction switch is in the closed position when the train breaks down.
Emergency braking, once triggered, can only be relieved under stationary conditions of the train. Optionally, the emergency braking loop bypass 23 is configured to, when the train breaks down, if the train bypass switch is in the closed position and the emergency traction switch is in the closed position, power the emergency braking loop bypass, obtain a high level for a traction safety instruction, and if a main control handle in the traction instruction train line is in the DR position, power the traction instruction train line, and continue to run through the traction instruction mode. That is, when the train bypass switch in fig. 1 reaches the "on" position and the emergency traction switch is in the "on" position, the fifth bypass relay in fig. 4 is powered on, and then the emergency brake relay is powered on, and at this time, the train is in the speed limit mode (the general speed is about 10KM/H), and the emergency brake loop is activated at the same time. The low level of a common emergency braking relay is triggered, and the high level is relieved. The emergency brake relay is electrified, the circuits in fig. 2 and 3 are both high level, the emergency brake circuit is also high level, the train has no emergency brake, at the moment, the main control handle in fig. 3 is operated, the corresponding traction safety command obtains high level, the train can run, and therefore the problem of traction safety low level caused by the fault of the emergency brake circuit is solved.
The brake command train bypass schematic as shown in fig. 5, wherein the brake command train line may include: the intelligent emergency brake system comprises two emergency brake relays, a gateway valve and an intelligent valve, wherein the gateway valve and the intelligent valve are connected in a Tc vehicle, an MP vehicle and an M vehicle, the Tc vehicle is a trailer with a cab, the MP vehicle is a motor car without the cab and a pantograph, and the M vehicle is a motor car without the cab and the pantograph.
As shown in fig. 5, one end of the first emergency brake relay is connected to the positive terminal of the power supply, the second emergency brake relay is connected to the negative terminal of the power supply, one end of the gateway valve and one end of the intelligent valve are connected to the first emergency brake relay, and the other end of the gateway valve and the other end of the intelligent valve are connected to the second emergency brake relay.
The brake command train line bypass 24 includes: a sixth bypass relay 241 and a seventh bypass relay 242;
after the sixth bypass relay 241 is connected with the first emergency braking relay in parallel, one end of the sixth bypass relay is connected with the positive end of the power supply, and the other end of the sixth bypass relay is connected with one ends of the gateway valve and the intelligent valve; one end of the seventh bypass relay 242 is connected with the negative end of the power supply after being connected with the second emergency braking relay in parallel, and the other end of the seventh bypass relay is connected with the other ends of the gateway valve and the intelligent valve;
and the brake command train line bypass 24 is used for enabling the brake command train line bypass to be in a high level if the train bypass switch is in a closed position when the train breaks down, enabling the gateway valve and the intelligent valve to receive a command that the train has no emergency brake, and enabling the train to continue running if a main control handle in the traction command train line is in a DR position. That is, when the train bypass switch in fig. 1 reaches the "on" position, the relay contact in the emergency braking command line is bypassed by the large bypass relay contact, so that the train cannot be moved due to the failure of the emergency braking relay. When a fault occurs, the sixth bypass relay and the seventh bypass relay are powered on, the braking command shown in fig. 5 indicates that the train line is at a high level, the corresponding gateway valve and the corresponding intelligent valve receive a command that the train has no emergency braking, and the train can run by operating the main control handle shown in fig. 3.
The brake bypass scheme is shown in fig. 6, wherein the brakes may include a service brake and a quick brake, the service brake is a brake implemented by air brake (brake system management) and electric brake (traction system management), the brake force of the service brake is lower than that of the quick brake, i.e. the brake distance is longer, and the service brake can be released and applied in the train non-prohibition mode. The quick braking is braking implemented by air braking (braking system management) and electric braking (traction system management), the braking force of the quick braking is the same as that of the emergency braking, but the quick braking can be relieved in a train non-prohibition mode. The brake line comprises an alert relay, a non-zero speed relay, an automatic turn-back relay, a direction handle, two groups of main control handles, an ATO brake relay, a quick brake relay, a common brake relay, a gateway valve, an intelligent valve and a brake release controller.
As shown in fig. 6, one end of the automatic turn-back relay, the alert relay and the non-zero-speed relay is connected to the positive end of the power supply, the other end of the alert relay and the other end of the non-zero-speed relay are connected to the two sets of master control handle groups after being connected to the direction handles, and the other end of the automatic turn-back relay is connected to the two sets of master control handle groups respectively, wherein each set of master control handle group may include two master control handles; the other end of the first quick brake controller is connected between the second quick brake controller and the fourth quick brake controller, namely the second quick brake controller is connected with the first quick brake controller in parallel; the other end of the fourth rapid braking controller is connected with one end of a network or gateway valve and used for sending a rapid braking instruction, and the other end of the third rapid braking controller is connected with the other end of the network or gateway valve; the other end of the first rapid braking controller and the other end of the second rapid braking controller are connected with the rapid braking relay and then connected with the negative end of the power supply; the gateway valve is connected with a brake release controller, and the other end of the brake release controller is connected to the negative end of the power supply; the gateway valve is connected to a CAN bus, an intelligent valve is connected to the CAN bus, a brake release controller is connected to the intelligent valve, and the other end of the brake release controller is connected to the negative end of a power supply; and the MP vehicle and the M vehicle are both connected with an intelligent valve on the CAN bus, the intelligent valve is connected with a brake release controller, and the M vehicle is also connected with a gateway valve, wherein the connection mode of the gateway valve is the same as that of the gateway valve on the Tc vehicle.
As shown in fig. 6, the brake bypass 25 includes: an eighth bypass relay 251, a ninth bypass relay 252, and a tenth bypass relay 253;
the eighth bypass relay 251 is respectively connected with the alert relay and the non-zero speed relay in parallel, and is used for bypassing the alert relay and the non-zero speed relay if the train bypass switch is in a closed position and a main control handle in a traction instruction train line is in a DR position when a train breaks down;
the ninth bypass relay 252 is connected in parallel with the first rapid brake controller and the second rapid brake controller, respectively, and is used for bypassing the first rapid brake controller if the train bypass switch is in the closed position and the main control handle in the traction instruction train line is in the DR position when the train breaks down;
the tenth bypass relay 253 is connected in parallel with a circuit formed by connecting the ATO brake controller and the third quick brake controller in series, the third quick brake controller is connected with the fourth quick brake controller, the fourth quick brake controller is connected with the second quick brake controller in series, and when a train breaks down, if the train bypass switch is arranged in the closing position, and a main control handle in a traction instruction train line is arranged in the DR position, the ATO brake controller and the circuit formed by the second quick brake controller are bypassed.
Alternatively, as shown in fig. 6, when the vehicle is operated in the large bypass mode, the braking force is only one step, and the application of the braking force is only related to the positions of the direction handle and the main control handle. The direction handle is a running direction control handle of the train, when the handle is operated at the position F, the train runs forwards, and when the handle is operated at the position R, the train runs backwards, namely the reverse state is realized.
When breaking down, through the analysis of above-mentioned figure 1 to figure 5, corresponding trouble relay all can the bypass through bypass relay and falls, only remains direction handle and master control handle in figure 6, can alleviate common braking and quick braking through master control handle, through direction handle control driving direction, the train can drive a vehicle.
According to the urban rail train bypass system, by introducing the large bypass circuit, when a train breaks down, the bypass relays in the plurality of traction brake line bypasses of the train can be controlled to be electrified, and the bypass relays bypass the corresponding fault relays, so that the train can run in a short time in the large bypass mode, and the train fault troubleshooting time is shortened.
When a fault occurs, in the prior art, a parking brake bypass, a door closing bypass, an emergency traction mode switch and a safety loop bypass need to be operated, the time of each bypass switch is added up to about 0.1S, the emergency traction mode loop cannot be ensured to be electrified after all the bypasses are broken, if faults except the bypasses are required to be checked step by step, the consumed time cannot be confirmed, the urban rail train bypass system directly adopts a large bypass circuit, the bypass relays in a plurality of traction brake line bypasses of a train can be controlled to be electrified, the bypass relays bypass corresponding fault relays, the train can still run in the large bypass mode, the fault checking time of the train is greatly shortened, and the train runs in a short time.
The above-mentioned embodiments are only used for illustrating the technical solutions of the present invention, and not for limiting the same; although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; such modifications and substitutions do not substantially depart from the spirit and scope of the embodiments of the present invention, and are intended to be included within the scope of the present invention.
Claims (10)
1. An urban rail train bypass system, comprising:
the train bypass switch is connected with an ATP (automatic train protection) cut-off switch at one end and connected with a negative end of a power supply after being respectively connected with bypass relays in a plurality of traction brake line bypasses of a train at the other end, and is used for controlling the bypass relays in the plurality of traction brake line bypasses of the train to be electrified and bypassing corresponding fault relays when the train breaks down so as to enable the train to continue to run;
the other end of the ATP cut-off switch is connected with an emergency traction switch, an emergency brake button, a total wind under-voltage relay, a cab occupation relay and a cab key controller in sequence and then is connected to the positive end of the large bypass power supply;
the plurality of traction brake line bypasses of the train comprises: a traction command train line bypass, an emergency traction train line bypass, an emergency brake circuit bypass, a brake command train line bypass, and a brake bypass.
2. The urban rail train bypass system according to claim 1, wherein the traction command train line bypass is configured to, when a train fails, if the train bypass switch is in a closed position and a master control handle in the traction command train line is in a DR position, power is supplied to the traction command train line bypass, and the train continues to run in the traction command mode.
3. The urban rail train bypass system according to claim 1 or 2, wherein the traction command train line bypass comprises: a first bypass relay and a second bypass relay;
the first bypass relay is connected in parallel with a circuit formed by connecting the cab occupation relay, the emergency brake controller and the vigilant button in series and is used for bypassing the cab occupation relay, the emergency brake controller and the vigilant button when the train bypass switch is arranged at a closed position and a main control handle in a traction instruction train line is arranged at a DR position;
the second bypass relay is connected in parallel with a circuit formed by connecting an automatic train operation ATO input relay, a parking brake release controller, a left door closing controller, a right door closing controller, a signal cutting relay and a traction prohibition relay in series, and is used for bypassing the ATO automatic input relay, the parking brake release controller, the left door closing controller, the right door closing controller, the signal cutting relay and the traction prohibition relay when the train bypass switch is in an on position and a main control handle in a traction instruction train line is in a DR position; and the second bypass relay is connected in parallel with a circuit formed by serially connecting the ATO automatic input relay, the parking brake release controller, the train automatic control ATC enabling controller, the signal cut-off relay and the traction prohibition relay, and is used for bypassing the ATO automatic input relay, the parking brake release controller, the ATC enabling controller, the signal cut-off relay and the traction prohibition relay when the train bypass switch is arranged in the closing position and the master control handle in the traction instruction train line is arranged in the DR position.
4. The urban rail train bypass system according to claim 1, wherein the emergency traction train line bypass is configured to, when a train fails, if the train bypass switch is in a closed position, power is supplied to the emergency traction mode train line, the emergency traction mode retrograde speed limit line, and the 50% traction mode train line, and the train continues to run in the emergency traction mode.
5. The urban rail train bypass system according to claim 1 or 4, wherein the emergency trainline bypass comprises: a third bypass relay and a fourth bypass relay;
the third bypass relay is connected with the first cab occupation relay in parallel and used for bypassing the first cab occupation relay if the train bypass switch is in the closed position;
and the fourth bypass relay is connected in parallel with a circuit formed by connecting the emergency traction mode switch and the second cab occupation relay in series and is used for bypassing the emergency traction mode switch and the second cab occupation relay if the train bypass switch is arranged in a closed position.
6. The urban rail train bypass system according to claim 1, wherein the emergency brake circuit bypass is configured to, when a train has a fault, obtain a high level for a traction safety command if the train bypass switch is in an on position and the emergency traction switch is in an on position, obtain a high level for a traction command train line if a master handle in the traction command train line is in a DR position and obtain an on power for the traction command train line, and continue to run through the traction command mode.
7. The urban rail train bypass system according to claim 1 or 6, wherein the emergency brake circuit bypass comprises a fifth bypass relay;
the fifth bypass relay is connected in parallel with a circuit formed by connecting the third cab occupation relay, the first emergency brake button, the second emergency brake button and the safety loop bypass switch in series;
or one end of the fifth bypass relay is respectively connected with an automatic turn-back relay, a vigilance relay and a non-zero-speed relay, the other ends of the vigilance relay and the non-zero-speed relay are respectively connected with one ends of the automatic turn-back relay, a call control CC cabinet and an ATP cut-off switch after being connected with a direction handle, the other ends of the CC cabinet and the ATP cut-off switch are connected with a fourth cab occupation relay, and the other end of the fourth cab occupation relay is connected with the other end of the fifth bypass relay;
and the fifth bypass relay is used for bypassing a circuit connected with the fifth bypass relay in parallel when the train breaks down and the emergency traction switch is closed if the train bypass switch is closed.
8. The urban rail train bypass system according to claim 1, wherein the brake command train line bypass comprises: a sixth bypass relay and a seventh bypass relay;
after the sixth bypass relay and the first emergency braking relay are connected in parallel, one end of the sixth bypass relay is connected with the positive end of the power supply, and the other end of the sixth bypass relay is connected with one ends of the gateway valve and the intelligent valve; after the seventh bypass relay and the second emergency braking relay are connected in parallel, one end of the seventh bypass relay is connected with the negative end of the power supply, and the other end of the seventh bypass relay is connected with the other ends of the gateway valve and the intelligent valve;
and the brake command train line bypass is used for enabling the brake command train line bypass to be in a high level if the train bypass switch is in a closed position when the train breaks down, enabling the gateway valve and the intelligent valve to receive a command that the train has no emergency brake, and enabling the train to continue running if a main control handle in the traction command train line is in a DR position.
9. The urban rail train bypass system according to claim 1, wherein the brake bypass is used for controlling the train to continue running through the control direction handle if the train bypass switch is in the closed position and the main control handle in the traction command train line is in the DR position when the train breaks down, thereby relieving service braking and quick braking.
10. The urban rail train bypass system according to claim 1 or 9, wherein the brake bypass comprises: an eighth bypass relay, a ninth bypass relay, and a tenth bypass relay;
the eighth bypass relay is respectively connected with the vigilance relay and the non-zero speed relay in parallel and is used for bypassing the vigilance relay and the non-zero speed relay if the train bypass switch is in a closed position and a main control handle in a traction instruction train line is in a DR position when a train breaks down;
the ninth bypass relay is respectively connected with the first quick brake controller and the second quick brake controller in parallel and is used for bypassing the first quick brake controller if the train bypass switch is in a closed position and a main control handle in a traction instruction train line is in a DR position when a train breaks down;
the tenth bypass relay is connected in parallel with a circuit formed by connecting the ATO brake controller and the third quick brake controller in series, the third quick brake controller is connected with the fourth quick brake controller, the fourth quick brake controller is connected with the second quick brake controller, and when a train breaks down, if the train bypass switch is arranged in the closing position, and a main control handle in a traction instruction train line is arranged in the DR position, the ATO brake controller and the circuit formed by the second quick brake controller are bypassed.
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| CN201910832088.6A CN112441073B (en) | 2019-09-04 | 2019-09-04 | Urban rail train bypass system |
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| CN201910832088.6A CN112441073B (en) | 2019-09-04 | 2019-09-04 | Urban rail train bypass system |
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| CN113002589B (en) * | 2021-03-23 | 2022-11-18 | 中车青岛四方机车车辆股份有限公司 | Train traction control method and device, train, electronic device and storage medium |
| CN112918510A (en) * | 2021-03-23 | 2021-06-08 | 中车青岛四方机车车辆股份有限公司 | Train control circuit, train and train control method |
| 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 |
| CN114750803B (en) * | 2022-05-23 | 2024-03-01 | 中车青岛四方机车车辆股份有限公司 | Direction control system and method in running process of rail transit vehicle and vehicle |
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