CN113665549B - Locomotive vehicle braking method and device based on vehicle-mounted ATP (automatic train protection) equipment and LKJ (Link keying) equipment - Google Patents
Locomotive vehicle braking method and device based on vehicle-mounted ATP (automatic train protection) equipment and LKJ (Link keying) equipment Download PDFInfo
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- CN113665549B CN113665549B CN202110861482.XA CN202110861482A CN113665549B CN 113665549 B CN113665549 B CN 113665549B CN 202110861482 A CN202110861482 A CN 202110861482A CN 113665549 B CN113665549 B CN 113665549B
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- vehicle
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- mounted atp
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/66—Electrical control in fluid-pressure brake systems
- B60T13/68—Electrical control in fluid-pressure brake systems by electrically-controlled valves
- B60T13/683—Electrical control in fluid-pressure brake systems by electrically-controlled valves in pneumatic systems or parts thereof
Abstract
The invention relates to a locomotive vehicle braking method and a locomotive vehicle braking device based on a vehicle-mounted ATP (automatic train protection) device and an LKJ (Link K switching) device, wherein the method meets the requirement of hot standby redundancy in the vehicle-mounted ATP device, and realizes normal application of emergency braking when a single-system vehicle-mounted ATP device fails; meanwhile, the system is compatible with the LKJ equipment, the train is controlled by the vehicle-mounted ATP equipment and the LKJ equipment together through software and hardware switching, and the braking right switching of the vehicle-mounted ATP equipment and the LKJ equipment is realized under different control section levels. Compared with the prior art, the invention has the advantages of high safety and the like.
Description
Technical Field
The invention relates to a rail transit signal system, in particular to a rolling stock braking method and device based on vehicle-mounted ATP equipment and LKJ equipment.
Background
According to the requirements of the technical conditions of the existing railway general companies, all motor train units are provided with safety type vehicle-mounted ATP equipment, the braking logics of the safety type vehicle-mounted ATP equipment are power-off braking logics, but at present, china still has tens of thousands of rolling stocks (non-motor train units), and the rolling stocks generally adopt a mode of applying braking by power-on. When the locomotive needs to be braked, the electricity is obtained to drive the electromagnetic valve, and the brake valve is controlled to release air to apply the brake. If the locomotive needs to meet power-off braking, a conversion circuit needs to be additionally built on the braking side of the locomotive, so that low level output during braking of the vehicle-mounted ATP equipment is converted into high level to be output to the locomotive, but a relay is simply added on the locomotive side without monitoring the relay, the failure risk of the relay is increased, a braking command cannot be sent to the braking end of the locomotive, and the driving safety is seriously influenced.
Therefore, the prior art has the following defects: the power-off brake of the vehicle-mounted ATP equipment is only adapted to a motor train unit train, and the locomotive train generally uses power-on brake logic; the unsafe electric braking scheme of additionally arranging the relay at the locomotive side influences the driving safety.
Disclosure of Invention
The invention aims to overcome the defects of the prior art and provide a rolling stock braking method and device based on vehicle-mounted ATP equipment and LKJ equipment, which have high safety.
The purpose of the invention can be realized by the following technical scheme:
according to one aspect of the invention, a locomotive vehicle braking method based on a vehicle-mounted ATP device and an LKJ device is provided, the method meets the requirement of hot standby redundancy in the vehicle-mounted ATP device, and the emergency braking can be normally applied when the single-train vehicle-mounted ATP device fails; meanwhile, the system is compatible with the LKJ equipment, the train is controlled by the vehicle-mounted ATP equipment and the LKJ equipment together through software and hardware switching, and the braking right switching of the vehicle-mounted ATP equipment and the LKJ equipment is realized under different control section levels.
As a preferable technical scheme, the vehicle-mounted ATP equipment adopts two paths of emergency braking outputs.
Preferably, the vehicle-mounted ATP device monitors states of an emergency braking relay and a braking right switching relay inside the vehicle-mounted ATP device.
Preferably, the vehicle-mounted ATP device monitors an emergency braking of the LKJ device.
Preferably, after the LKJ device applies the brake, if the vehicle-mounted ATP device does not acquire the emergency brake application of the LKJ device, the vehicle-mounted ATP device acquires the brake control right and adds the emergency brake, thereby ensuring the train safety.
Preferably, the vehicle-mounted ATP device applies braking when power is supplied, and can ensure the output of emergency braking when a fault occurs.
According to another aspect of the invention, the device for the locomotive vehicle braking method based on the vehicle-mounted ATP device and the LKJ device comprises the vehicle-mounted ATP device and the LKJ device, the vehicle-mounted ATP device comprises an emergency braking relay and a braking right switching relay, and the braking right switching relay is respectively connected with the emergency braking relay and the LKJ device.
The vehicle-mounted ATP equipment outputs two paths of EB signals to control a coil of the emergency braking relay, an emergency braking power supply is connected to a normally closed contact of the coil, the coil outputs the EB signals when the coil defaults to be at a low level, and the coil does not output the EB signals when the coil is at a high level.
As a preferable technical solution, the vehicle-mounted ATP device outputs a braking right switching command to control two paths of braking right switching relays to control emergency braking outputs at different operation levels, a braking right switching signal on a coil of the braking right switching relay is a low level to indicate that the vehicle-mounted ATP device controls the emergency braking outputs, and a high level to indicate that the LKJ device controls the emergency braking outputs.
According to the optimal technical scheme, under the ATP vehicle control level, the system is not down, if all the brake right switching relays fail, the vehicle-mounted ATP equipment outputs emergency brake, but because the relays fail, the EB output is not recognized by the vehicle, the vehicle does not release the EB, the vehicle-mounted ATP equipment does not obtain emergency brake feedback and reaches the set time, the vehicle-mounted ATP equipment judges that the EB fails and the system is down, meanwhile, a man-machine interface DMI prompts that the communication with the vehicle-mounted ATP equipment is interrupted, the driver end needs to add the emergency brake, and the manual switching isolating switch is changed into the LKJ equipment vehicle control after the vehicle is stopped.
Compared with the prior art, the invention has the following advantages:
1. by the invention, when the vehicle-mounted ATP equipment fails, high level can be output to the locomotive to give emergency braking, so that the failure-safety principle is met;
2. the invention monitors the states of the emergency braking relay and the braking right switching relay, and avoids the braking failure caused by the fault of a key relay;
3. the invention has the compatibility of switching between the vehicle-mounted ATP equipment and the LKJ;
4. the invention has the capability of manually switching the LKJ vehicle control when the vehicle-mounted ATP equipment fails.
Drawings
FIG. 1 is a schematic diagram of the apparatus of the present invention;
FIG. 2 is a schematic diagram of the security analysis of the present invention.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. All other embodiments, which can be obtained by a person skilled in the art without any inventive step based on the embodiments of the present invention, shall fall within the scope of protection of the present invention.
The invention provides a rolling stock braking scheme based on vehicle-mounted ATP equipment and LKJ equipment, which is used for meeting the requirement of safe running of rolling stocks. On the basis of meeting the SIL4 fault-safety principle, an electric braking scheme is provided according to the actual installation conditions of the vehicle. The scheme meets the requirement of hot standby redundancy in the train control vehicle-mounted ATP equipment, and realizes normal application of emergency braking when a single system fails; meanwhile, the LKJ system is compatible, the train can be controlled by the vehicle-mounted ATP equipment and the LKJ equipment together through software and hardware switching, the brake right switching between the vehicle-mounted ATP equipment and the LKJ is realized under different control section levels, meanwhile, the monitoring on the LKJ emergency brake is increased, after the LKJ brake is applied, if the vehicle-mounted ATP equipment does not acquire the emergency brake application, the vehicle-mounted ATP equipment can acquire the brake control right, the emergency brake is added, and the safety of the train is guaranteed.
The invention also comprises the following features:
1. the train control vehicle-mounted ATP equipment adopts two paths of emergency brake outputs, and a redundant structure is used, so that emergency brake failure caused by single-path output failure is avoided;
2. the train control vehicle-mounted ATP equipment monitors the states of an emergency braking relay and a braking right switching relay, and brake failure caused by failure of a key relay is avoided;
3. the train control vehicle-mounted ATP equipment can be compatible with the LKJ to control the vehicle, so that different control levels can be applied in different vehicle control sections, the LKJ brake output can be monitored, and the driving safety can be guaranteed;
4. the train control vehicle-mounted ATP equipment applies braking when power is on, and meanwhile, the output of emergency braking can be ensured when a fault occurs, so that the fault-safety principle is met.
Through the scheme design of the train control vehicle-mounted ATP equipment, when the vehicle-mounted ATP equipment fails, emergency braking can be output, so that the locomotive end is electrically braked, and the existing braking logic on the locomotive is not influenced.
The electric braking scheme is described in detail below with reference to fig. 1:
the emergency braking output circuit of the vehicle-mounted ATP equipment adopts an electric braking logic circuit, a locomotive provides an independent braking power supply, the vehicle-mounted ATP equipment outputs two paths of EB signals to control a coil of an EB relay, the emergency braking power supply is connected to a normally closed contact, the coil outputs the EB signals when the coil defaults to a low level, and the coil does not output the EB signals when the coil defaults to a high level; the vehicle-mounted ATP equipment outputs a braking right switching command to control two paths of safety relays so as to control emergency braking output under different operation levels, a braking right switching signal on a switching relay coil is a low level which indicates that the vehicle-mounted ATP equipment controls the emergency braking output, and a high level which indicates that LKJ controls the emergency braking output, the relay adopts a mechanical linkage type, and the characteristics of the relay determine that a normally-open normally-closed contact can always keep mutual exclusivity; the emergency braking signal of the LKJ is directly connected with an Isolation Switch (ISO) isolation position, 2 paths of emergency braking signals output by relay logic are connected with an ISO normal position, and the emergency braking signals are finally connected in parallel and then output to a locomotive brake valve.
When the vehicle-mounted ATP equipment works normally, under the ATP vehicle control level, the braking right is switched to output a low level, and LKJ emergency braking is bypassed; when there is no emergency brake output, EB1 and EB2 output high level, the safety relay keeps sucking up, there is no emergency brake output. When emergency braking output exists, EB1 and EB2 output low level, the safety relay falls down, and emergency braking is output to a locomotive brake valve.
Under the ATP vehicle control level, the system is not down, if all control right switching relays fail (the probability is extremely low), the vehicle-mounted ATP equipment outputs emergency braking, but because the relays fail, the EB output is not recognized by the vehicle, the vehicle does not release the EB, the vehicle-mounted ATP equipment does not obtain the emergency braking feedback for a certain time, the vehicle-mounted ATP equipment judges that the EB fails, the system is down, the DMI prompts that the communication with the vehicle-mounted ATP equipment is interrupted, a driver needs to add the emergency braking, and the manual switching of the isolating switch is changed into the LKJ vehicle control after the vehicle is stopped.
When the vehicle-mounted ATP equipment fails and crashes, the EB1, the EB2 and the braking power are switched to all low levels, and the vehicle-mounted ATP equipment outputs the EB to a locomotive braking valve. If all the control right switching relays fail (the probability is extremely low), the DMI prompts and the vehicle-mounted ATP equipment are interrupted in communication, no time delay exists, a driver needs to add emergency braking, and the manual switching isolating switch is changed into LKJ vehicle control after parking.
And under the LKJ vehicle control level, the brake right is switched to output a high level, the emergency brake of the vehicle-mounted ATP equipment is bypassed, the emergency brake output is controlled by the LKJ, and the vehicle-mounted ATP equipment monitors the LKJ emergency brake state at the moment. If the vehicle-mounted ATP equipment is not down, all the control right switching relays are disabled, the LKJ output emergency brake is not recognized by the vehicle, the vehicle does not release the EB, and the EB output is added to the vehicle-mounted ATP equipment. If the vehicle-mounted ATP equipment is down, the control right switching relays are not all out of work, the forced switching to the vehicle-mounted ATP equipment mode occurs at the moment, the DMI prompts that the communication with the vehicle-mounted ATP equipment is interrupted, the vehicle-mounted ATP equipment applies EB, and the manual switching of the isolating switch is changed into LKJ vehicle control after parking; if the vehicle-mounted ATP equipment is down, all control right switching relays fail, the DMI prompt and the vehicle-mounted ATP equipment are in communication interruption, EB application of the vehicle-mounted ATP equipment is invalid, EB application of LKJ is valid, a driver needs to stop the vehicle manually, and after the vehicle is stopped, the isolating switch is switched manually to be changed into LKJ vehicle control in a hardware isolation mode.
When the vehicle-mounted ATP equipment is shut down and power supply of a power supply is abnormal or fails and the vehicle needs to be switched to LKJ control, the isolating switch needs to be operated and set to be at an isolating position, and the LKJ can control emergency braking output.
When the vehicle-mounted ATP equipment outputs emergency braking, if one of the following conditions is met, the vehicle-mounted ATP equipment is down:
when the braking deceleration of the vehicle does not reach the specified threshold value, the DMI prompts 'braking failure';
and (4) emergency braking feedback faults are prompted through the DMI.
When the vehicle-mounted ATP equipment normally operates, the vehicle-mounted ATP equipment can acquire relay action information, and if the relay does not normally act, fault information is displayed on the DMI.
The electric brake solution safety analysis is described in detail below with reference to fig. 2:
quantitative calculation is performed, common cause failure (β = 0.001) is considered for two relays of the control right switching circuit, and the calculation result is as follows, and the random safety function failure rate can meet the SIL4 requirement.
While the invention has been described with reference to specific embodiments, the invention is not limited thereto, and various equivalent modifications and substitutions can be easily made by those skilled in the art within the technical scope of the invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.
Claims (8)
1. A rolling stock braking method based on vehicle-mounted ATP equipment and LKJ equipment is characterized in that the method meets the requirement of hot standby redundancy in the vehicle-mounted ATP equipment, and achieves normal emergency braking when the single-system vehicle-mounted ATP equipment fails; meanwhile, the system is compatible with the LKJ equipment, the train is controlled by the vehicle-mounted ATP equipment and the LKJ equipment together through software and hardware switching, and the braking right switching of the vehicle-mounted ATP equipment and the LKJ equipment is realized under different control section levels;
the vehicle-mounted ATP equipment monitors the states of an emergency braking relay and a braking right switching relay inside; the vehicle-mounted ATP equipment monitors emergency braking of the LKJ equipment;
the emergency braking output circuit of the vehicle-mounted ATP equipment adopts an electric braking logic circuit, a locomotive provides an independent braking power supply, the vehicle-mounted ATP equipment outputs two paths of EB signals to control a coil of an EB relay, the emergency braking power supply is connected to a normally closed contact, the coil outputs the EB signals when the coil defaults to a low level, and the coil does not output the EB signals when the coil defaults to a high level; the vehicle-mounted ATP equipment outputs a braking right switching command to control two paths of safety relays so as to control emergency braking output under different operation levels.
2. The method of claim 1, wherein the vehicle-mounted ATP device uses two emergency brake outputs.
3. The rolling stock braking method based on the vehicle-mounted ATP device and the LKJ device as claimed in claim 1, wherein after the LKJ device applies the brake, if the vehicle-mounted ATP device does not acquire the emergency brake application of the LKJ device, the vehicle-mounted ATP device acquires the brake control right, adds the emergency brake and guarantees the train safety.
4. A method for braking a rolling stock based on an on-board ATP device and an LKJ device according to claim 1, wherein the on-board ATP device applies the brake when powered, and ensures the output of emergency brake when failure occurs.
5. An apparatus for a rolling stock braking method based on an on-board ATP device and an LKJ device according to claim 1, wherein the apparatus comprises the on-board ATP device and the LKJ device, the on-board ATP device comprises an emergency braking relay and a braking right switching relay, and the braking right switching relay is respectively connected with the emergency braking relay and the LKJ device.
6. The device as claimed in claim 5, wherein there are two said emergency brake relays, said vehicle-mounted ATP equipment outputs two EB signals to control the coil of the emergency brake relay, the emergency brake power supply is connected to the normally closed contact of the coil, the default low level of the coil indicates that EB signal is outputted, and the high level indicates that EB signal is not outputted.
7. The apparatus of claim 5, wherein the vehicle-mounted ATP device outputs the brake right switching command to control the two-way brake right switching relay to control the emergency brake output at different operation levels, the low level of the brake right switching signal on the coil of the brake right switching relay indicates that the vehicle-mounted ATP device controls the emergency brake output, and the high level indicates that the LKJ device controls the emergency brake output.
8. The apparatus of claim 5, wherein at the ATP level, the system is not down, if all the brake right switching relays are failed, the vehicle-mounted ATP device outputs emergency brake, but because the relays are failed, the EB output is not recognized by the vehicle, the vehicle does not release the EB, the vehicle-mounted ATP device does not obtain the emergency brake feedback for a set time, the vehicle-mounted ATP device judges that the EB is failed, the system is down, meanwhile, the human-computer interface DMI prompts that the communication with the vehicle-mounted ATP device is interrupted, the driver end needs to add the emergency brake, and the manual switching isolating switch is changed into the LKJ device for controlling the vehicle after the vehicle is stopped.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110861482.XA CN113665549B (en) | 2021-07-29 | 2021-07-29 | Locomotive vehicle braking method and device based on vehicle-mounted ATP (automatic train protection) equipment and LKJ (Link keying) equipment |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110861482.XA CN113665549B (en) | 2021-07-29 | 2021-07-29 | Locomotive vehicle braking method and device based on vehicle-mounted ATP (automatic train protection) equipment and LKJ (Link keying) equipment |
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| CN113665549A CN113665549A (en) | 2021-11-19 |
| CN113665549B true CN113665549B (en) | 2022-12-02 |
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Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN104309634A (en) * | 2014-09-26 | 2015-01-28 | 南车青岛四方机车车辆股份有限公司 | Vehicle safety interlocking system and railway vehicle |
| CN106564517A (en) * | 2016-07-22 | 2017-04-19 | 卡斯柯信号有限公司 | Hot backup redundant signal system with system-level isomerism |
| CN109515481A (en) * | 2018-10-25 | 2019-03-26 | 交控科技股份有限公司 | A kind of circuit, the train of the not parking auto-changeover control power of ATP and LKJ |
| CN110126803A (en) * | 2019-06-24 | 2019-08-16 | 中车大连机车车辆有限公司 | Automatic train protection system safety control circuit, method and vehicle |
| CN111619612A (en) * | 2020-05-15 | 2020-09-04 | 中国国家铁路集团有限公司 | Combined vehicle-mounted equipment system applied to various railway lines |
| WO2021088475A1 (en) * | 2019-11-08 | 2021-05-14 | 中车长春轨道客车股份有限公司 | Traction control simulation system and traction control method for rail vehicle |
-
2021
- 2021-07-29 CN CN202110861482.XA patent/CN113665549B/en active Active
Patent Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN104309634A (en) * | 2014-09-26 | 2015-01-28 | 南车青岛四方机车车辆股份有限公司 | Vehicle safety interlocking system and railway vehicle |
| CN106564517A (en) * | 2016-07-22 | 2017-04-19 | 卡斯柯信号有限公司 | Hot backup redundant signal system with system-level isomerism |
| CN109515481A (en) * | 2018-10-25 | 2019-03-26 | 交控科技股份有限公司 | A kind of circuit, the train of the not parking auto-changeover control power of ATP and LKJ |
| CN110126803A (en) * | 2019-06-24 | 2019-08-16 | 中车大连机车车辆有限公司 | Automatic train protection system safety control circuit, method and vehicle |
| WO2021088475A1 (en) * | 2019-11-08 | 2021-05-14 | 中车长春轨道客车股份有限公司 | Traction control simulation system and traction control method for rail vehicle |
| CN111619612A (en) * | 2020-05-15 | 2020-09-04 | 中国国家铁路集团有限公司 | Combined vehicle-mounted equipment system applied to various railway lines |
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