CN113859213A - Method for reliably outputting brake release application state of rail transit vehicle - Google Patents
Method for reliably outputting brake release application state of rail transit vehicle Download PDFInfo
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- CN113859213A CN113859213A CN202111360064.9A CN202111360064A CN113859213A CN 113859213 A CN113859213 A CN 113859213A CN 202111360064 A CN202111360064 A CN 202111360064A CN 113859213 A CN113859213 A CN 113859213A
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- brake release
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- relay
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- 238000000034 method Methods 0.000 title claims abstract description 16
- 238000002955 isolation Methods 0.000 claims abstract description 38
- 230000000149 penetrating effect Effects 0.000 claims abstract description 3
- 230000004913 activation Effects 0.000 claims description 22
- 230000000116 mitigating effect Effects 0.000 claims description 10
- 238000012544 monitoring process Methods 0.000 claims description 9
- 230000002265 prevention Effects 0.000 claims description 2
- 101100440696 Caenorhabditis elegans cor-1 gene Proteins 0.000 claims 4
- 101150029097 BRR1 gene Proteins 0.000 description 12
- 101000659545 Homo sapiens U5 small nuclear ribonucleoprotein 200 kDa helicase Proteins 0.000 description 10
- 102100036230 U5 small nuclear ribonucleoprotein 200 kDa helicase Human genes 0.000 description 10
- 101100496169 Arabidopsis thaliana CLH1 gene Proteins 0.000 description 4
- 101150047265 COR2 gene Proteins 0.000 description 4
- 101100044057 Mesocricetus auratus SYCP3 gene Proteins 0.000 description 4
- 101100467189 Saccharomyces cerevisiae (strain ATCC 204508 / S288c) QCR2 gene Proteins 0.000 description 4
- 101100080600 Schizosaccharomyces pombe (strain 972 / ATCC 24843) nse6 gene Proteins 0.000 description 4
- 101150111293 cor-1 gene Proteins 0.000 description 4
- 101100295738 Gallus gallus COR3 gene Proteins 0.000 description 2
- 101100295741 Gallus gallus COR4 gene Proteins 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
- 230000009466 transformation Effects 0.000 description 1
- 238000000844 transformation Methods 0.000 description 1
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
- B60T17/18—Safety devices; Monitoring
- B60T17/22—Devices for monitoring or checking brake systems; Signal devices
- B60T17/228—Devices for monitoring or checking brake systems; Signal devices for railway vehicles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- 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
- B60T15/00—Construction arrangement, or operation of valves incorporated in power brake systems and not covered by groups B60T11/00 or B60T13/00
- B60T15/02—Application and release valves
- B60T15/021—Railway control or brake valves
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Valves And Accessory Devices For Braking Systems (AREA)
Abstract
A method for reliably outputting a brake release application state of a rail transit vehicle is realized by a circuit, wherein the circuit comprises a brake release/application train line penetrating through the whole vehicle; each vehicle is provided with a remote input and output module, a brake release relay corresponding to the bogie and a bogie isolation valve. According to the invention, the state of the brake release relay is collected through the remote input module and participates in logic control, and the signal is connected in series with the brake release relay contact of the adjacent frame and then is connected to the brake release relay contact of the current frame in a parallel mode, so that the problem that the train cannot obtain the brake release signal of the whole train due to the relay fault is effectively avoided; the problem that the whole vehicle brake applying signal cannot be output due to the fault of a single frame brake release relay is solved by connecting the bogie isolating valve in parallel with the current frame brake release circuit; the problem that the brake applied signal of the whole vehicle cannot be output due to the faults of the brake release relay of the bogie of the single section of carriage and the isolating valve of the bogie is solved through configuration and parallel connection of the isolating valve of the vehicle.
Description
Technical Field
The invention relates to a circuit design for reliably outputting a brake release/application state of a rail transit vehicle, and belongs to the technical field of monitoring of the brake release/application state of the rail transit vehicle.
Background
Reliable output of the train brake application/release status is extremely important for safe and reliable operation of the rail transit vehicle. The current circuit design for brake application/release state output mainly comprises:
1. a group of normally open auxiliary contacts of the brake release relay are connected in series through a train line, and all the brake release relays at two ends of the train are driven to output a whole train brake release signal.
2. The train brake applying relay is characterized in that a group of normally closed contacts of the brake relieving relay are connected in series through a train line, all brake applying relays at two ends of a train are driven to output a whole train brake applying signal, and meanwhile, in order to avoid the condition that the brake relieving relay fails to output a reliable whole train brake applying signal, the brake relieving relay is connected with a current bogie isolating valve in parallel.
However, the current circuit has the following problems:
1. when the single point fault of the contact of the brake release relay occurs, the train cannot output a whole vehicle brake release signal;
2. when the brake release relay contact and the current bogie isolating valve have faults, the train cannot output a whole vehicle brake applying signal.
When the two conditions occur, the safety and the reliability of the train operation cannot be fully ensured. The invention aims at the circuit design of reliable output rail transit train brake application/release and has wide application prospect in the future.
Disclosure of Invention
The invention mainly aims to overcome the defects of the prior art and provide a method for reliably outputting a brake release application state of a rail transit vehicle, so that safe and reliable operation of a train is ensured.
In order to solve the technical problems, the method for reliably outputting the brake release application state of the rail transit vehicle is characterized by being realized by a circuit, wherein the circuit comprises a brake release train line and a brake application train line which penetrate through the whole train;
each vehicle is provided with: a remote input output module; the first brake release relay and the second brake release relay are respectively in one-to-one correspondence with the bogie; and a first bogie isolation valve and a second bogie isolation valve which respectively correspond to the bogies one by one;
a first normally open contact of the first brake release relay and a first normally open contact of the second brake release relay are connected in series to be connected with a brake release train line; a first output port of the remote input/output module is connected in series with a second normally open contact of the second brake release relay and then connected in parallel with a first normally open contact of the first brake release relay; a second output port of the remote input/output module is connected in series with a second normally open contact of the first brake release relay and then connected in parallel with a first normally open contact of the second brake release relay;
a first normally closed contact of the first brake release relay and a first normally closed contact of the second brake release relay are connected in series to be connected with a brake application train line, a normally open contact of the first bogie isolation valve is connected in parallel with the first normally closed contact of the first brake release relay, and a normally open contact of the second bogie isolation valve is connected in parallel with the first normally closed contact of the second brake release relay;
the remote input and output module collects the state of the brake release relay of each bogie in real time, when the first brake release relay is monitored to be out of order, the first output port of the remote input and output module is closed, the first normally open contact of the first brake release relay is shielded, and a second brake release relay corresponding to the adjacent bogie outputs a brake release signal outwards; when the second brake release relay is monitored to have a fault, the second output port of the remote input and output module is closed, the first normally open contact of the second brake release relay is shielded, and the first brake release relay corresponding to the adjacent bogie outputs a brake release signal outwards.
Further, when the first brake release relay is monitored to have a fault, the normally open contact of the first bogie isolation valve is closed to shield the first normally closed contact of the first brake release relay, and a brake application signal is output through the normally closed contact of the second brake release relay and the normally open contact of the first bogie isolation valve which are connected in series; when the second brake release relay is detected to be out of order, the normally open contact of the second bogie isolation valve is closed to shield the first normally closed contact of the second brake release relay, and a brake applying signal is output through the normally closed contact of the first brake release relay and the normally open contact of the second bogie isolation valve which are connected in series.
The invention has the following beneficial effects:
according to the invention, the state of the brake release relay can be collected through the remote input module of the network system, and the remote input/output module participates in logic control, and the signal is connected with the brake release relay contact of the adjacent frame in series and then is connected to the brake release relay contact of the current frame in a parallel mode, so that the problem that the train cannot obtain the brake release signal of the whole train due to the relay fault is effectively avoided.
The invention can solve the problem that the brake applying signal of the whole vehicle cannot be output due to the fault of the single bogie brake release relay by connecting the bogie isolation valve in parallel with the current bogie brake release circuit. The problem that the brake applied signal of the whole vehicle cannot be output due to the faults of the brake release relay of the bogie of the single section of carriage and the isolating valve of the bogie is solved through configuration and parallel connection of the isolating valve of the vehicle.
Drawings
FIG. 1 is a schematic diagram of a circuit used in the method of the present invention.
Detailed Description
The following explains embodiments of the present invention.
The method for reliably outputting the brake release application state of the rail transit vehicle is realized based on the circuit shown in FIG. 1, wherein the circuit comprises a brake release train line L1 and a brake application train line L2 which penetrate through the whole vehicle;
each vehicle is provided with: a remote input/output module RIOM; a first brake release relay BRR1 and a second brake release relay BRR2 corresponding to the bogies one to one; and a first bogie isolation valve BBIV1 and a second bogie isolation valve BBIV2 that correspond one-to-one with the bogies, respectively.
The first normally open contact BRR1-1 of the first brake release relay BRR1 and the first normally open contact BRR2-1 of the second brake release relay BRR2 are connected in series with a brake release train line L1.
The first output port RIOM-1 of the remote input/output module RIOM is connected in series with the second normally open contact BRR2-2 of the second brake release relay BRR2 and then connected in parallel with the first normally open contact BRR1-1 of the first brake release relay BRR 1. And a second output port RIOM-2 of the remote input/output module RIOM is connected in series with a second normally open contact BRR1-2 of the first brake release relay BRR1 and then is connected in parallel with a first normally open contact BRR2-1 of the second brake release relay BRR 1.
A first normally closed contact BRR1-3 of a first brake release relay BRR1 and a first normally closed contact BRR2-3 of a second brake release relay BRR2 are connected in series with a brake application train line L2, a normally open contact BBIV1-1 of a first bogie isolation valve BBIV1 is connected in parallel with the first normally closed contact BRR1-3 of the first brake release relay BRR1, and a normally open contact BBIV2-1 of a second bogie isolation valve BBIV2 is connected in parallel with the first normally closed contact BRR2-3 of the second brake release relay BRR 2.
The head train is provided with a brake release power supply line for connecting a train power supply and a brake release monitoring port TCMS-1 and a brake application power supply line for connecting the train power supply and a brake application monitoring port TCMS-2, a first normally closed contact COR1 and a first normally open contact COR3 of a cab activation relay are connected in series on the brake release power supply line, and a second normally closed contact COR2 and a second normally open contact COR4 of the cab activation relay are connected in series on the brake application power supply line. The end of the brake release train line L1 is connected between the cab activation relay first normally closed contact COR1 and the cab activation relay first normally open contact COR 3. The end of the brake application train line L2 is connected between the cab activation relay second normally closed contact COR2 and the cab activation relay second normally open contact COR 4. The train power supply of the head train is respectively connected with a first normally closed contact COR1 of a cab activation relay and a second normally closed contact COR2 of the cab activation relay after passing through a brake state circuit breaker BSCB. And the brake state circuit breaker BSCB is connected with a reverse flow prevention diode D1 in series.
When the cab at the side is activated, the cab activation relay of the cab at the side is electrified, the first normally closed contact COR1 and the second normally closed contact COR2 of the cab activation relay at the side are disconnected, the first normally open contact COR3 and the second normally open contact COR4 are closed, the cab at the opposite side is in an unactivated state, the activation relay is not electrified, the brake release train line L1 and the brake application train line L2 penetrating through the whole train are powered by a train power supply of the cab at the opposite side, and the brake release signal and the brake application signal are detected and detected through the brake release monitoring port TCMS-1 and the brake application monitoring port TCMS-2 of the local cab respectively.
The method comprises the following steps:
the remote input and output module RIOM collects the state of the brake release relay of each bogie in real time, when the situation that the first brake release relay BRR1 breaks down is monitored, the first output port RIOM-1 of the remote input and output module RIOM is closed, the first normally open contact BRR1-1 of the first brake release relay BRR1 is shielded, and a brake release signal is output outwards through the second brake release relay BRR2 corresponding to the adjacent bogie. When the second brake release relay BRR2 is monitored to have a fault, the second output port RIOM-2 of the remote input/output module RIOM is closed, the first normally open contact BRR2-1 of the second brake release relay BRR2 is shielded, and a brake release signal is output outwards through the first brake release relay BRR1 corresponding to the adjacent bogie.
Therefore, when a certain bogie brake release relay has a fault, the train line L1 can output a whole vehicle brake release signal by connecting the output port of the remote input/output module of the fault bogie and the contact of the adjacent bogie brake release relay in parallel.
When the first brake release relay BRR1 is monitored to have a fault, a normally open contact BBIV1-1 of a first bogie isolation valve BBIV1 is closed to shield a first normally closed contact BRR1-3 of the first brake release relay BRR1, and a brake applying signal is output through the normally closed contact BBR2-3 of a second brake release relay BRR2 and the normally open contact BBIV1-1 of the first bogie isolation valve BBIV1 which are connected in series. When detecting that the second brake release relay BRR2 is in fault, closing a normally open contact BBIV2-1 of a second bogie isolation valve BBIV2 to shield a first normally closed contact BRR2-3 of the second brake release relay BRR2, and outputting a brake applying signal through the normally closed contact BBR1-3 of the first brake release relay BRR1 and the normally open contact BBIV2-1 of the second bogie isolation valve BBIV2 which are connected in series.
It can be seen that when a bogie brake mitigation relay fails, the failed brake mitigation relay contact can be bypassed through the parallel bogie isolation valves, so that the train line L2 can output a whole vehicle brake application signal.
As shown in FIG. 1, each vehicle is further provided with a vehicle isolation valve CBIV, and a normally open contact CBIV-1 of the vehicle isolation valve CBIV is connected in parallel with the outer ends of a first normally closed contact BRR1-3 of a first brake release relay BRR1 and a first normally closed contact BRR2-3 of a second brake release relay BRR 2.
When the first bogie isolation valve BBIV1 or the second bogie isolation valve BBIV2 breaks down, the normally open contact CBIV-1 of the vehicle isolation valve CBIV is closed, and the broken bogie isolation valve contact is bypassed, so that the brake application train line L2 outputs a whole vehicle brake application signal.
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 (7)
1. A method of reliably outputting a rail transit vehicle brake mitigation apply condition, characterized by being implemented by a circuit comprising a brake mitigation train line (L1) and a brake apply train line (L2) throughout the entire vehicle;
each vehicle is provided with: a Remote Input Output Module (RIOM); a first brake release relay (BRR 1) and a second brake release relay (BRR 2) which are respectively in one-to-one correspondence with the bogies; and a first bogie isolation valve (BBIV 1) and a second bogie isolation valve (BBIV 2) in one-to-one correspondence with the bogies, respectively;
a first normally open contact (BRR 1-1) of a first brake release relay (BRR 1) and a first normally open contact (BRR 2-1) of a second brake release relay (BRR 2) are connected in series with a brake release train line (L1); a first output port (RIOM-1) of the remote input/output module (RIOM) is connected in series with a second normally open contact (BRR 2-2) of a second brake release relay (BRR 2) and then is connected in parallel with a first normally open contact (BRR 1-1) of a first brake release relay (BRR 1); a second output port (RIOM-2) of the remote input/output module (RIOM) is connected in series with a second normally open contact (BRR 1-2) of the first brake release relay (BRR 1) and then is connected in parallel with a first normally open contact (BRR 2-1) of the second brake release relay (BRR 1);
a first normally closed contact (BRR 1-3) of a first brake release relay (BRR 1) and a first normally closed contact (BRR 2-3) of a second brake release relay (BRR 2) are connected in series to a brake application train line (L2), a normally open contact (BBIV 1-1) of a first bogie isolation valve (BBIV 1) is connected in parallel with a first normally closed contact (BRR 1-3) of the first brake release relay (BRR 1), and a normally open contact (BBIV 2-1) of a second bogie isolation valve (BBIV 2) is connected in parallel with a first normally closed contact (BRR 2-3) of the second brake release relay (BRR 2);
the method comprises the steps that a remote input/output module (RIOM) collects the states of brake release relays (BRR 1 and BRR 2) of each bogie in real time, when a first brake release relay (BRR 1) is monitored to be in fault, a first output port (RIOM-1) of the remote input/output module (RIOM) is closed, a first normally open contact (BRR 1-1) of the first brake release relay (BRR 1) is shielded, and a brake release signal is output outwards through a second brake release relay (BRR 2) corresponding to an adjacent bogie; when the second brake release relay (BRR 2) is monitored to have a fault, a second output port (RIOM-2) of the remote input/output module (RIOM) is closed, a first normally open contact (BRR 2-1) of the second brake release relay (BRR 2) is shielded, and a brake release signal is output outwards through a first brake release relay (BRR 1) corresponding to an adjacent bogie.
2. The method of reliably outputting a rail transit vehicle brake mitigation application state of claim 1, wherein: when the first brake release relay (BRR 1) is monitored to be out of order, a normally open contact (BBIV 1-1) of a first bogie isolation valve (BBIV 1) is closed to shield a first normally closed contact (BRR 1-3) of the first brake release relay (BRR 1), and a brake applying signal is output through the normally closed contact (BBR 2-3) of a second brake release relay (BRR 2) and the normally open contact (BBIV 1-1) of the first bogie isolation valve (BBIV 1) which are connected in series; when detecting that the second brake release relay (BRR 2) breaks down, closing a normally open contact (BBIV 2-1) of a second bogie isolation valve (BBIV 2) to shield a first normally closed contact (BRR 2-3) of the second brake release relay (BRR 2), and outputting a brake application signal through the normally closed contact (BBR 1-3) of the first brake release relay (BRR 1) and the normally open contact (BBIV 2-1) of the second bogie isolation valve (BBIV 2) which are connected in series.
3. The method of reliably outputting a rail transit vehicle brake mitigation application state of claim 1, wherein: each vehicle is also provided with a vehicle isolation valve (CBIV), and a normally open contact (CBIV-1) of the vehicle isolation valve (CBIV) is connected in parallel with the outer ends of a first normally closed contact (BRR 1-3) of a first brake release relay (BRR 1) and a first normally closed contact (BRR 2-3) of a second brake release relay (BRR 2).
4. The method of reliably outputting a rail transit vehicle brake mitigation application state of claim 3, wherein: when the first bogie isolation valve (BBIV 1) or the second bogie isolation valve (BBIV 2) breaks down, a normally open contact (CBIV-1) of the vehicle isolation valve (CBIV) is closed, so that a brake application train line (L2) outputs a whole vehicle brake application signal.
5. The method of reliably outputting a rail transit vehicle brake mitigation application state of claim 1, wherein: the head train is provided with a brake release power supply line and a brake application power supply line, wherein the brake release power supply line is connected with a train power supply and a brake release monitoring port (TCMS-1), the brake application power supply line is connected with a train power supply and a brake application monitoring port (TCMS-2), a first normally closed contact (COR 1) and a first normally open contact (COR 3) of a cab activation relay are connected on the brake release power supply line in series, and a second normally closed contact (COR 2) and a second normally open contact (COR 4) of the cab activation relay are connected on the brake application power supply line in series; the end of the brake release train line (L1) is connected between a first normally closed contact (COR 1) of the cab activation relay and a first normally open contact (COR 3) of the cab activation relay; the end of the brake application train line (L2) is connected between a second normally closed contact (COR 2) of the cab activation relay and a second normally open contact (COR 4) of the cab activation relay;
when the cab at the side is activated, the cab activation relay of the cab at the side is electrified, the first normally closed contact (COR 1) and the second normally closed contact (COR 2) of the cab activation relay at the side are disconnected, the first normally open contact (COR 3) and the second normally open contact (COR 4) are closed, the cab at the opposite side is in an unactivated state, the activation relay is not electrified, the brake release train line (L1) and the brake application train line (L2) penetrating through the whole train are powered by a train power supply of the cab at the opposite side, and the brake release signal and the brake application signal are detected and detected through the brake release monitoring port (TCMS-1) and the brake application monitoring port (TCMS-2) of the cab at the side respectively.
6. The method of reliably outputting a rail transit vehicle brake mitigation application state of claim 5, wherein: the train power supply of the head train is respectively connected with a first normally closed contact (COR 1) of a cab activation relay and a second normally closed contact (COR 2) of the cab activation relay after passing through a Brake State Circuit Breaker (BSCB).
7. The method of reliably outputting a rail transit vehicle brake mitigation application state of claim 6, wherein: the Brake State Circuit Breaker (BSCB) is connected with a reverse flow prevention diode (D1) in series.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111360064.9A CN113859213A (en) | 2021-11-17 | 2021-11-17 | Method for reliably outputting brake release application state of rail transit vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111360064.9A CN113859213A (en) | 2021-11-17 | 2021-11-17 | Method for reliably outputting brake release application state of rail transit vehicle |
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| CN113859213A true CN113859213A (en) | 2021-12-31 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202111360064.9A Pending CN113859213A (en) | 2021-11-17 | 2021-11-17 | Method for reliably outputting brake release application state of rail transit vehicle |
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| CN (1) | CN113859213A (en) |
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| CN113928365A (en) * | 2021-11-17 | 2022-01-14 | 中车南京浦镇车辆有限公司 | Circuit for releasing applied state of reliable output brake of rail transit vehicle |
| CN114932930A (en) * | 2022-05-31 | 2022-08-23 | 中车青岛四方机车车辆股份有限公司 | Brake unit fault positioning method and system and train |
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| CN113928365B (en) * | 2021-11-17 | 2024-02-27 | 中车南京浦镇车辆有限公司 | Circuit for reliably outputting brake release application state of rail transit vehicle |
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