CN115257683A

CN115257683A - Device and method for relieving and drawing forced braking of subway train

Info

Publication number: CN115257683A
Application number: CN202211018656.7A
Authority: CN
Inventors: 许学平; 余佑民; 戚斌; 朱云峰; 陆志强
Original assignee: Shanghai Rail Transit Maintenance Support Co ltd
Current assignee: Shanghai Rail Transit Maintenance Support Co ltd
Priority date: 2022-08-24
Filing date: 2022-08-24
Publication date: 2022-11-01

Abstract

The invention discloses a device and a method for relieving and drawing forced braking of a subway train, wherein the device comprises the following components: the forced braking relieving module is arranged in the train, is used for relieving the forced braking of the train and is connected with the emergency braking relieving internal module of the train; the traction module is arranged in the train, is used for establishing traction enabling of the train and is connected with the traction authorization module of the train; the external operation box comprises a first connector, a self-locking knob switch, a self-resetting button switch and a second connector which are sequentially connected, and the first connector and the second connector are detachably connected with the forced braking relieving module and the traction module through a first connector lug and a second connector lug respectively. The advantages are that: the device can realize the bypass function when emergency braking can not be relieved during the operation of the train main line, avoids train rescue, reduces the influence on the line operation, and the risk caused by the bypass of the function box body arranged on the train is solved by the arrangement of the external operation box.

Description

Device and method for relieving and drawing forced braking of subway train

Technical Field

The invention relates to the field of full-automatic subway train control, in particular to a device and a method for relieving and drawing forced braking of a subway train.

Background

In the process of full-automatic train operation, if an emergency occurs, emergency braking of a train is required to ensure the driving safety of the train, and specifically, when a train emergency braking loop is disconnected, an emergency braking system of the train is activated to ensure that an expected braking force is provided within a specific time, so that the train stops within a shortest distance to avoid a potential dangerous state. Generally, the circuit of the train emergency braking system is designed by adopting a 'power loss application' principle.

Because the subway operation line only has one track for the operation of the train in the same direction, if the preceding train meets emergency braking on the track, the subsequent train can not detour the preceding train, therefore, after the emergency braking of the preceding train, the fault train needs to be drawn to the train storage line to quit the operation, so as to avoid influencing the normal operation of the subsequent train. In practical application, the train emergency relief is a necessary link for reestablishing traction after the train is braked emergently. However, in the existing train operation system, the faults such as failure of a relay and partial circuits in a loop of an emergency braking system can only be solved, and other faults such as cable faults when a train line for emergency braking penetrates through the whole train and short circuits of an emergency braking circuit cannot be processed, so that the emergency braking of the train cannot be relieved, and then a fault vehicle occupies a track. If the condition that the emergency braking of the preceding train cannot be relieved occurs, the following trains in normal operation need to firstly clear passengers and then rescue the failed preceding train, so that the normal operation of the following trains on the line and the normal travel of citizens are influenced to a great extent.

Disclosure of Invention

The invention aims to provide a device and a method for relieving and drawing a forced braking of a subway train, wherein the device comprises the following components: the forced braking relieving module is arranged in the train, is used for relieving the forced braking of the train and is connected with the emergency braking relieving internal module of the train; the traction module is arranged in the train, is used for establishing traction enabling of the train and is connected with the traction authorization module of the train; the external operation box comprises a first connector, a self-locking knob switch, a self-resetting button switch and a second connector which are sequentially connected, and the first connector and the second connector are detachably connected with the forced braking relieving module and the traction module through a first connector lug and a second connector lug respectively. The device can realize the bypass function when emergency braking can not be relieved during the operation of the train main line, avoids train rescue, reduces the influence on the line operation, and the risk caused by the bypass of the function box body arranged on the train is solved by the arrangement of the external operation box.

In order to achieve the purpose, the invention is realized by the following technical scheme:

a device for relieving and traction of forced braking of a subway train is arranged on a first train and/or a tail train of the train, and comprises:

the system comprises a forced braking relieving module, a braking control module and a braking control module, wherein the forced braking relieving module is arranged in a train, is used for relieving the forced braking of the train and is connected with an emergency braking relieving internal module of the train;

the traction module is arranged in the train, is used for establishing traction enabling of the train and is connected with the traction authorization module of the train;

external operation box, it contains first connector, auto-lock knob switch, from reset button switch and the second connector that connects gradually, auto-lock knob switch corresponds and is provided with a plurality of loci, first connector and second connector are alleviated the module and are drawn the module through first connector lug and second connector lug and forced braking respectively and are connected, wherein, first connector and second connector respectively with first connector lug and second connector lug can dismantle the connection, first connector, second connector first connector lug and second connector lug contain a plurality of pins respectively.

Optionally, the first connector comprises a male connector CM1-1, a male connector CM1-2 and a male connector CM1-3, the second connector comprises a male connector CM2-1, a male connector CM2-2 and a male connector CM2-3, the first connector comprises a female connector CF1-1, a female connector CF1-2 and a female connector CF1-3, and the second connector comprises a female connector CF2-1, a female connector CF2-2 and a female connector CF2-3.

Optionally, the forcible braking mitigation module includes:

the test circuit breaker comprises a first test circuit breaker TCB1, a connector female head CF1-1, a connector female head CF2-2 and a connector female head CF1-2, wherein the connector female head CF1-1 is externally connected with a male head CM1-1, the connector female head CF2-1 is externally connected with a male head CM2-1, the connector female head CF2-2 is externally connected with a male head CM2-2, and the connector female head CF1-2 is externally connected with a male head CM1-2;

the current is prepared from the voltage of a 110V train, enters the anode of an RIO/G valve for controlling emergency braking through a first test circuit breaker TCB1, a connector female head CF1-1, a connector male head CM1-1 of an external operation box, a self-locking knob switch, a self-resetting button switch normally-open contact, a connector male head CM2-1 and a connector female head CF2-1, then flows out of the cathode of the RIO/G valve, and is grounded through a connector female head CF2-2, a connector male head CM2-2, a self-locking knob switch, a self-resetting button switch normally-open contact, a connector male head CM1-2 and a connector female head CF1-2, and the RIO/G valve receives high level in the period.

Optionally, the forcible braking mitigation module further includes:

and the diode D4 is connected with the RIO/G valve for controlling emergency braking.

Optionally, the traction module includes:

the test circuit breaker comprises a second test circuit breaker TCB2, a connector female head CF1-3, a connector female head CF2-3 and an ATC module, wherein the connector female head CF1-3 is externally connected with a male head CM1-3, and the connector female head CF2-3 is externally connected with a male head CM2-3;

the current enters a traction inverter pulse for starting to establish traction enabling through a second test circuit breaker TCB2, a connector female head CF1-3, a connector male head CM1-3 of an external operation box, a self-locking knob switch, a self-resetting button switch normally-open contact, a connector male head CM2-3, a connector female head CF2-3 and an ATC module.

Optionally, the traction module further comprises:

and the diode D5 is positioned between the connector female head CF2-3 and the ATC module.

Optionally, the first connector and the first connector lug are connected through a connecting cable and a cable plug;

and/or the second connector is connected with the second connector lug through a connecting cable and a cable plug;

and/or the first connector lug and the second connector lug are arranged in a cab.

Optionally, a method for the device for relieving and drawing the subway train from forced braking includes:

the automatic train control system receives a train traction no-movement fault alarm;

confirming that the emergency braking of the train is not relieved;

confirming the application of emergency brake to the train and the reason thereof;

connecting a first connector and a second connector of an external operation box with a first connector lug and a second connector lug respectively, and starting a forced braking relieving module and a traction module;

relieving the forced braking and establishing the traction of the train to enable the train to be drawn to a parking line to exit the operation;

and closing the forced braking relieving module and the traction module, and dismantling the external operation box.

Optionally, starting the forcible braking mitigation module and the traction module includes striking the first test circuit breaker TCB1 and the second test circuit breaker TCB2 from an OFF position to an ON position;

turning OFF the positive braking mitigation module and the traction module includes toggling the first test breaker TCB1 and the second test breaker TCB2 from the ON bit to the OFF bit.

Compared with the prior art, the invention has the following advantages:

the invention relates to a device and a method for relieving and drawing forced braking of a subway train, wherein the device comprises: the forced braking relieving module is arranged in the train, is used for relieving the forced braking of the train and is connected with the emergency braking relieving internal module of the train; the traction module is arranged in the train, is used for establishing traction enabling of the train, and is connected with the traction authorization module of the train; the external operation box comprises a first connector, a self-locking knob switch, a self-resetting button switch and a second connector which are sequentially connected, wherein the first connector and the second connector are respectively connected with the forced braking relieving module and the traction module through a first connector lug and a second connector lug, and the first connector and the second connector are respectively detachably connected with the first connector lug and the second connector lug. The device can realize the bypass function when emergency braking can't be alleviated in the normal line operation of train, avoids train rescue, reduces the influence to the line operation, and the risk that the bypass that sets up the function box body on the train brought has been solved in setting up of external operation box.

Furthermore, the device can solve the problems that the relay and partial circuits of the emergency braking loop circuit fail and the like, and meanwhile, on the premise of ensuring safety, the device can reduce train rescue and ensure safe travel of passengers.

Drawings

In order to more clearly illustrate the technical solution of the present invention, the drawings used in the description will be briefly introduced, and it is obvious that the drawings in the following description are an embodiment of the present invention, and other drawings can be obtained by those skilled in the art without creative efforts according to the drawings:

FIG. 1 is a schematic diagram of a safety interlock control circuit according to the present invention;

FIG. 2 is a schematic diagram of an emergency braking train joint control circuit according to the present invention;

FIG. 3 is an enlarged schematic view of the cab occupancy relay of FIG. 2;

FIG. 4 is an enlarged schematic view of the step-back relay of FIG. 2;

fig. 5 is an enlarged schematic view of the escape door of fig. 2 at a bypass switch thereof;

FIG. 6 is an enlarged schematic view of FIG. 2 at the emergency button;

FIG. 7 is an enlarged schematic view of the MPU of FIG. 2 at the emergency brake bypass relay;

FIG. 8 is an enlarged schematic view of the emergency brake contactor of FIG. 2;

FIG. 9 is a schematic diagram of a positive braking mitigation circuit of the present invention;

FIG. 10 is an enlarged schematic view of the emergency brake contactor of FIG. 9;

FIG. 11 is a schematic diagram of a portion of the electrical circuit at the RIO/G valve of the present invention;

FIG. 12 is a schematic view of the connection of the components in an external operation box according to the present invention;

FIG. 13 is a schematic perspective view of an external operation box according to the present invention;

FIG. 14 is a front view of an external cartridge of the present invention;

FIG. 15 is a side view of an external cassette of the present invention;

FIG. 16 is a top view of an external operation box of the present invention;

FIG. 17 is a schematic view of an external connection box according to the present invention;

FIG. 18 is a schematic diagram of a traction enable setup circuit of the present invention;

FIG. 19 is an enlarged schematic view of the towing authorization portion of FIG. 18;

fig. 20 is a partial wiring schematic connected to the traction inverter box.

Detailed Description

In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, 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 making any creative effort based on the embodiments in the present invention, belong to the protection scope of the present invention.

In the running process of the full-automatic train, if an emergency occurs, the train needs to be emergently braked so as to ensure the running safety of the train. In this embodiment, the fully automatic line train is a 6-section marshalling, and the numbers are respectively 1 (a), 2 (B), 3 (C), 4 (C), 5 (B), and 6 (a), wherein the operation circuit diagrams of 1 (a) and 6 (a), 2 (B) and 5 (B), and 3 (C) and 4 (C) are substantially the same.

As shown in fig. 1 and fig. 2, a safety interlock control circuit diagram of the 1 (a) train and an emergency brake train joint control circuit diagram (6 (a) train has the same circuit) are respectively shown. The 6 (A) car and the 1 (A) car are both provided with an emergency brake contactor EBK1 coil and an emergency brake contactor EBK2 coil, and when the full-automatic train is braked emergently, the emergency brake contactor EBK1 coil and the emergency brake contactor EBK2 coil of the 6 (A) car and the 1 (A) car need to be electrified (basically electrified simultaneously). If the 1 (A) train is the main control end, the working principle of the emergency braking of the full-automatic train comprises the following steps: 1) +110VDC (line number 52426) through emergency brake loop breaker EBCB or emergency brake redundant loop breaker EBRCB (line number 52426) to line number 62401. Under the normal condition of the train, the emergency braking loop circuit breaker EBCB or the emergency braking redundant loop circuit breaker EBRCB is closed, and the emergency braking loop circuit breaker EBCB and the emergency braking redundant loop circuit breaker EBRCB are mutually redundant.

2) And 1 (A) a vehicle line number 62401 is connected to a line number 62403 through an ATO running and cab occupying (selected) relay ATOSRTBS normally open contact or ATO mode relay 1 ATOMRBSS normally open contact or a warning relay DMR normally open contact or a warning bypass button DMBPPB normally open contact. Under the normal condition of the train, at least one pair of normally open contacts are closed according to the running mode, and if the warning relay DMR fails in the manual driving mode, the warning bypass button DMBPPB can be started.

As shown in fig. 2 and 3, 3), wire number 62403 is normally opened to wire number 62419 via 1 (a) cab occupancy relay 1 COR1, cab occupancy relay 3 COR3 normally opened contact or cab occupancy relay 5 COR5 normally opened contact, cab occupancy relay 7 COR7 normally opened contact (normally, if 1 (a) vehicle is the main control end, all normally opened contacts are closed).

As shown in fig. 4, 4) 1 (a) has a lane number of 62419, which is normally open via a reverse relay 2RR2, a reverse relay 1RR1, or an execution interlock relay 3ACTIR3 normally closed contact, an obstacle detection device bypass switch ODDBPS normally open contact, or an obstacle detection device ODDS1_ A, ODDS2_ A, ODDS _ B, ODDS _ B to a lane number 62421 (normally, via an obstacle detection device ODDS1_ A, ODDS2_ A, ODDS1_ B, ODDS _ B, if the obstacle detection device fails, the normally open contact is bypassed via an obstacle detection device bypass switch ODDBPS).

As shown in fig. 5, 5) and 1 (a), the vehicle line number is 62421, the normally closed contact of the interlock relay 1 actirr is executed after the door closing limit switch is closed or the door bypass switch DDBS is closed, and the line number is 314356 (normally, the door closing limit switch is locked through the escape door, and if the door closing limit switch fails, the normally closed contact of the interlock relay 1 actirr is executed through the door bypass switch).

7) And 1 (A) the train line number is 314356 through the OFF position of the car washing mode switch or the COUP position of the car washing mode switch, and the train coupling relay or the unmanned mode relay normally open contact is connected to the line number 62483 (normally through the unmanned mode relay normally open contact).

8) And 1 (A) the train line number is 62483 through the contact of the G valve (the train speed is less than 80Km closed) or the ATC isolation contactor ATCISK is connected to the line number 62423 (normally through the contact of the G valve).

9) And 1 (A) the vehicle line number is 62423, the vehicle line number is 81401 through a derailment diagnosis BOG normally closed contact or an execution interlock relay ACTIR3 normally closed contact and a derailment detection device bypass switch DDDBPS (normally, the vehicle line number is through the derailment diagnosis BOG normally closed contact, and if the derailment diagnosis BOG normally closed contact is in fault, the vehicle line number is through the derailment detection device bypass switch DDDBPS).

As shown in fig. 6, 10), 1 (a) vehicle, line number 81401 through emergency button 1EMPB1, emergency button 2EMPB2 to line number 62425, line number 62425 through main reservoir low pressure brake pressure relay 1 LMRGBPR1, main reservoir low pressure brake pressure relay 2 LMRGBPR2 or a10 pressure regulator AIR to line number 62426, line number 62426 through ATC disconnecting switch relay ATCISR1 normally closed contact, emergency brake 1EBRD1, train line 94401, MPU emergency brake bypass relay MPUEBR or MPU emergency brake bypass switch MPUEBBPS of 3 (C) vehicle to line number 624003. Wherein, A10 pressure regulator AIR is the AIR pressure switch, when AIR pressure is less than 6bar, can break off, for example AIR pressure is too little, and emergency braking pressure is also little, and the braking distance becomes long, easily produces the incident.

As shown in fig. 7, line numbers 624003 of 11) and 3 (C) vehicles are cross-hatched to line number 624004, passed through 4 (C) vehicle MPU emergency brake bypass relay MPUEBR or MPU emergency brake bypass switch MPUEBBPS to train line 62427,6 (a) vehicle ATC disconnecting switch relay ATCISR1 normally closed contact (line number 62426), passed through 6 (a) vehicle main reservoir low pressure brake pressure relay 2 rgbrmpr 2, main reservoir low pressure brake pressure relay 1 rgbrgpr 1 or a10 pressure regulator AIR, emergency button 2 empbd 2, and line numbers 81401 of vehicles passed through emergency buttons 1 emppb 1 to 6 (a).

12 Line number 81401 of 6 (a) passes through a derailment diagnosis BOG normally closed contact or a derailment detection device bypass switch DDDBPS, and an execution interlock relay ACTIR3 normally closed contact to line number 62423.

13 Line number 62423 of 6 (a) passes through the contact of the G valve (train speed less than 80Km closed) or ATC isolation contactor ATCISK to line number 62483 (normally through the contact of the G valve).

14 Line number 62483 of 6 (a) to line number 314356 via OFF position of car wash mode switch or COUP position of car wash mode switch, train coupling relay or driverless mode relay normally open contact.

15 Line number 314356 of 6 (a) is closed through an escape door closing threshold switch or an interlock relay 1ACTIR1 normally closed contact, an escape door bypass switch DDBS to line number 62421 is executed.

16 Lane number 62421, 6 (a), through reverse relay 2RR2 normally open contact, reverse relay 1RR1 normally open contact or obstacle detection device bypass switch ODDBPS normally open contact, execution interlock relay 3ACTIR3 normally closed contact or obstacle detection device ODDS1_ A, ODDS _ A, ODDS _ B, ODDS _ B to lane number 62419.

17 Lane number 62419 of vehicle 6 (A) occupies normally closed contact of relay 1 COR1, normally closed contact of relay 3 COR3 or normally closed contact of relay 5 COR5 and normally closed contact of relay 7 COR7 through cab to lane number 62414 (normally, vehicle 1 (A) is the main control end, vehicle 6 (A) is the non-main control end, and all normally closed contacts are closed and conducted).

As shown in fig. 8, the lane numbers 62414 of 18) and 6 (a) are divided into 2 lanes, one lane passes through the ATO mode relay 1 ATOMR1 normally open contact or the braking command relay 1 NBDR1 normally closed contact, all the braking release relays 1 ABRR1 normally closed contacts, the zero speed relay 1 ZVR1 normally open contact or the zero speed relay 5 ZVR5 normally open contact, the emergency braking contactor circuit breaker 1 EBKCB1 to the emergency braking contactor EBK1 coil (6 (a) car), and the emergency braking contactor EBK2 coil (6 (a) car). And 6 (A) the emergency brake contactor EBK1 and the emergency brake contactor EBK2 of the vehicle are electrified to perform actuation actions (the normally open contacts of the emergency brake contactor EBK1 and the normally open contacts of the emergency brake contactor EBK2 are self-protection contacts).

19 The other path of the 6 (A) train line number 62414 is from the train line to the line number 62414 of the 5 (B) train, the 4 (C) train line number 62414, the 3 (C) train line number 62414, the 2 (B) train line number 62414 and the 1 (A) train line number 62414. Each train has its own wire number 62414, and the wire numbers 62414 of each train are connected to each other. The circuit diagram of fig. 2 is suitable for 1 (a) vehicle and 6 (a) vehicle, and the jump line of the jump circle is the cross line connection of 3 (C) vehicle and 4 (C) vehicle.

20 Vehicle line numbers 62414 (A) are respectively connected with vehicle line numbers 5363 (A) through ATO mode relay 1 ATOMRR 1 normally open contacts or brake command relay 1 NBDR1 normally closed contacts, all brake release relay 1A vehicle BRR1 normally closed contacts, zero speed relay 1 ZVR1 normally open contacts or zero speed relay 5 ZVR5 normally open contacts, emergency brake contactor circuit breaker 1 EBKCB1 to emergency brake contactor 1EBK1 coils (1 (A) vehicle) and emergency brake contactor EBK2 coils (1 (A) vehicle). 1 (A) the emergency brake contactor EBK1 and the emergency brake contactor EBK2 of the vehicle are electrified to perform actuation actions (the normally open contacts of the emergency brake contactor EBK1 and the normally open contacts of the emergency brake contactor EBK2 are self-protection contacts).

Therefore, after the train is subjected to emergency braking, the train needs to be subjected to emergency braking release and then traction is reestablished so as to be pulled to the train storage line to exit the operation, so that the normal operation of the subsequent train is not influenced. As shown in fig. 9, the train emergency brake release related circuit of the present invention includes an emergency brake release internal module of a train and a forcible brake release module of a subway train forcible brake release and traction apparatus. The emergency braking of the train is controlled by the RIO/G valve, and if the emergency braking needs to be relieved, a high level (braking relieving instruction) needs to be obtained. In this embodiment, the train emergency braking mitigation may be mitigated in two ways.

As shown in fig. 9 to 11, in a normal situation, if the emergency brake needs to be released, the emergency brake release internal module of the train is used to release the emergency brake, and the 62448 line needs to be at a high level, so that the RIO/G valve obtains a high level (brake release command). When the brake release condition is met, the emergency brake contactor EBK1 and the emergency brake contactor EBK2 are electrified, the contacts of the emergency brake contactor EBK1 and the emergency brake contactor EBK2 are closed, and the current enters the RIO/G valve after flowing through the contacts of the emergency brake contactor EBK1 and the emergency brake contactor EBK 2; then flows out of the RIO/G valve and is grounded. During this time, the RIO/G valve receives a high level and emergency braking is relieved.

As can be seen from fig. 2 to 11, in order to avoid train rescue caused by single-point equipment failure, the present invention separately sets bypasses to each functional circuit related to emergency braking, such as a main reservoir low-pressure bypass, an escape door bypass, a warning button bypass, a VCUEB bypass, an obstacle detection bypass, a derailment detection bypass, etc., and the emergency braking execution relay adopts a parallel redundant structure. But further, the bypass switch can only solve the faults of relay failure and partial circuit failure of the emergency braking circuit, and the like, and can not deal with the cable fault of the emergency braking train line penetrating through the whole train, the short circuit of the emergency braking circuit and other faults; because the subway runs in the same direction and only has one track, a subsequent train cannot detour, and when emergency braking cannot be relieved during the normal operation of the train, the passengers of the train normally operating behind the train are cleared firstly, and then the train in front is rescued, so that the normal operation of the line train and the normal travel of citizens are influenced.

Therefore, the device further comprises a subway train forced braking relieving and traction device, and can realize the bypass function under the condition that emergency braking cannot be relieved during the normal line operation of the train, avoid train rescue and reduce the influence on line operation. On the other hand, the device can still have the capacity of forcing emergency motor cars when the trains cannot be driven due to emergency braking.

The device for relieving and drawing the forced braking of the subway train is arranged on a first train and/or a tail train of the train, and in the embodiment, the 1 (A) train and the 6 (A) trains are both provided with the device for relieving and drawing the forced braking of the subway train. Specifically, the apparatus comprises: the brake system comprises a forced brake relieving module, a traction module and an external operation box 1. The system comprises a forced braking relieving module, a train emergency braking relieving internal module and a train emergency braking relieving internal module, wherein the forced braking relieving module is arranged in a train and is used for relieving the forced braking of the train and is connected with the train emergency braking relieving internal module; the traction module is arranged in the train, is used for establishing traction enabling of the train and is connected with the traction authorization module of the train; the external operation box 1 comprises a first connector CM1, a self-locking knob switch 11, a self-resetting button switch 12 and a second connector CM2 (see fig. 12) which are connected in sequence, the self-locking knob switch 11 is correspondingly provided with a plurality of sites, the first connector CM1 and the second connector CM2 are respectively connected with a forced braking relieving module and a traction module through a first connector socket CF1 and a second connector socket CF2, wherein the first connector CM1 and the second connector CM2 are respectively detachably connected with the first connector socket CF1 and the second connector socket CF2, and the first connector CM1, the second connector CM2, the first connector socket CF1 (connector female socket) and the second connector socket CF2 (connector female socket) respectively comprise a plurality of pins. In this embodiment, the first connector lug and the second connector lug are arranged in a cab of a driver, and are specifically arranged on a driver platform of a train. It is understood that in other embodiments, the first connector lug and the second connector lug are disposed on or in a side cabinet of the auxiliary driver station of the train. When the device is not in use, the two connector lugs are in an open circuit state and are protected by arranging the protective covers, so that the emergency braking failure of the train caused by the false triggering of the device is avoided.

As shown in fig. 11 to 17, in the present embodiment, the first connector CM1 of the external operation box 1 includes a connector male plug CM1-1, a connector male plug CM1-2, a connector male plug CM1-3, and a connector male plug CM1-4, and the second connector CM2 includes a connector male plug CM2-1, a connector male plug CM2-2, a connector male plug CM2-3, and a connector male plug CM2-4. Correspondingly, the first connector CF1 comprises a connector female head CF1-1, a connector female head CF1-2, a connector female head CF1-3 and a connector female head CF1-4, and the second connector CF2 comprises a connector female head CF2-1, a connector female head CF2-2, a connector female head CF2-3 and a connector female head CF2-4. The male connector head CM1-4, the male connector head CM2-4, the female connector head CF1-4 and the female connector head CF2-4 are spare pins. Of course, the number of the spare pins is not limited to the above, and more spare pins may be provided according to the requirement, which is not limited by the present invention.

As shown in fig. 9 and 10 in combination, the forcible braking mitigation module includes: the emergency brake system comprises a first test circuit breaker TCB1, a connector female head CF1-1, a connector female head CF2-2, a connector female head CF1-2 and a diode D4, wherein the connector female head CF1-1 is externally connected with a male head CM1-1, the connector female head CF2-1 is externally connected with a male head CM2-1, the connector female head CF2-2 is externally connected with a male head CM2-2, the connector female head CF1-2 is externally connected with a male head CM1-2, and the diode D4 is connected with an RIO/G valve for controlling emergency braking. The diode D4 can prevent current from returning back, and original functions of the train are prevented from being influenced.

Correspondingly, another kind of forced braking relief of the invention is: the current is prepared from the 110V train voltage, and the forced braking is relieved after passing through a first test circuit breaker TCB1, a connector female head CF1-1 on a train driver station, a connector male head CM1-1 of an external operation box 1, a self-locking knob switch 11, a normally open contact of a self-resetting button switch 12, a connector male head CM2-1, a connector female head CF2-1 on the train driver station and a diode D4 enter an anode (+) of an RIO/G valve, then flow out of a cathode (-) of the RIO/G valve, and are grounded after passing through the connector female head CF2-2 on the train driver station, the connector male head CM2-2 of the external operation box 1, the self-locking knob switch 11, the normally open contact of the self-resetting button switch 12, the connector male head CM1-2 and the connector female head CF1-2 on the train driver station, and the RIO/G valve receives a high level in the period. The emergency brake mitigation mode may be initiated when a previous mitigation mode is not enabled or is not available. When the forced braking relieving circuit does not work under normal conditions without faults, the circuit functions of other parts are not influenced.

Further, as shown in fig. 18, the related circuit established by the train traction enable includes a train traction authorization module and a subway train forced brake release and traction module. Wherein the traction module comprises: the circuit breaker comprises a second test circuit breaker TCB2, a connector female head CF1-3, a connector female head CF2-3, a diode D5 and an ATC module, wherein the connector female head CF1-3 is externally connected with a connector male head CM1-3, and the connector female head CF2-3 is externally connected with a connector male head CM2-3. The diode D5 can prevent current from returning, and original functions of the train are prevented from being influenced. The first test breaker TCB1 and the second test breaker TCB2 can effectively protect the modified circuit. Furthermore, the first connector lug CF1 is used for circuit current inflow, and the second connector lug CF2 is used for circuit current outflow, so that mutual interference is eliminated, and the reliability of the circuit is guaranteed.

As shown in combination in fig. 18-20, the present invention may employ two traction-enabled setups. Under the normal condition, a traction authorization module of the train is adopted to establish traction enabling, and current enters a traction inverter through an ATC module to be pulse-started to establish the traction enabling after passing through a traction enabling circuit breaker PECB1, a traction authorization relay contact 1MAR1, a traction authorization relay contact 2MAR2, an emergency brake contactor EBK1 normally-open contact and an emergency brake contactor EBK2 normally-open contact.

Further, when the traction enabling establishment mode under the normal condition cannot be used, the invention further comprises a second traction enabling establishment mode, namely establishing the traction enabling through the traction module: the current enters a traction inverter for pulse activation through a traction enabling circuit breaker PECB1, a traction authorization relay contact 1MAR1 and a traction authorization relay contact 2MAR2 to E61499 line, and then enters a traction inverter for establishing traction enabling through a second test circuit breaker TCB2, a connector female head CF1-3 on a train driver platform, a connector male head CM1-3 of an external operation box 1, a self-locking knob switch 11, a normally open contact of a self-resetting button switch 12, a connector male head CM2-3, a connector female head CF2-3 on the train driver platform, a diode D5 and an ATC module. When the traction enabling establishment mode does not work under normal conditions without faults, the circuit functions of other parts are not influenced.

Therefore, the subway train forced braking relieving and traction device adopts the scheme that the execution circuit is physically separated from the operation button, and the safety is further ensured. When the train runs daily, the external operation box 1 of the device is not connected with the binding post on the train driver platform. On the other hand, the invention is provided with independent circuit breakers (a first test circuit breaker TCB1 and a second test circuit breaker TCB 2) which are supplied electrically independently from the other modules.

As shown in fig. 13 to 17 in combination, in the present embodiment, the external operation box 1 further includes a switch box body for accommodating the first connector, the second connector, and the like, and a connection cable for connection (connection by a cable plug) between the first connector and the first terminal and between the second connector and the second terminal. Under normal operation state, be the physics between each connector lug on the train and the external operating box and cut off, can't form above-mentioned bypass function, and dispose the protective cover for the connector lug in this embodiment, do not have the influence to the train function. Simultaneously, the first test circuit breaker TCB1 and the second test circuit breaker TCB2 that add belong to air switch, and these two air switches close when using, if the knob and the button of external operation box 1 all glue, the driver can break off air switch, will guarantee under any circumstance, can make urgent braking, guarantee passenger's safety. Because the connector lug is separated from the physical of the external operation box, under the normal condition, the first test circuit breaker TCB1 and the second test circuit breaker TCB2 are both in the off state, and the positive and negative poles of the connector lug adopt the 'double-break' design, so that the risk that the brake cannot be applied due to single-point adhesion when the device is used is reduced. When the device is used, the protective cover configured for the connector lug is opened, the first connector and the second connector of the external operation box 1 are connected with the first connector lug and the second connector lug through connecting cables respectively, and the forced braking of a train and the establishment of traction enabling are relieved through the self-locking knob switch 11 and the self-resetting button switch 12 on the external operation box 1. In the use state, the device can not influence the use state of other modules on the train, does not have extra risk.

Furthermore, the invention also comprises a using method of the subway train forced braking relieving and traction device, and the automatic train control system receives the fault alarm of 'no movement for traction' of the train; confirming that the emergency braking of the train is not relieved through the ATS and the comprehensive monitoring; informing a multi-functional team/staff to log in a vehicle to process a fault; the multi-functional team opens the cover plate of the driving platform, and confirms that the train applies emergency braking and causes thereof through the display screen of the driver and the air cylinder pressure gauge; if the processing is invalid according to the emergency brake application reason, the multi-functional team connects the first connector and the second connector of the external operation box with the first connector lug and the second connector lug respectively, and starts the forcible brake relieving module and the traction module; the multi-functional team uses the subway train forced braking relieving and traction device to relieve forced braking and establishes traction of the train to enable the train to be drawn to a parking line to exit operation; and closing the forced braking relieving module and the traction module, and dismantling the external operation box 1. If the measures are invalid, train rescue needs to be applied. If the conditions allow, the method can be used after the train is cleared. Under the condition of not using, the self-locking knob switch 11 and the self-resetting button switch 12 are both in a normally open state, and under the using state, corresponding sites, pins and the like are in a connection closed state according to triggered modules.

Further, the method further comprises: starting the forcible braking mitigation module and the traction module comprises turning a first test circuit breaker TCB1 and a second test circuit breaker TCB2 from an OFF position to an ON position; turning OFF the positive braking mitigation module and the traction module includes toggling the first test breaker TCB1 and the second test breaker TCB2 from the ON bit to the OFF bit. After each connector of the external operation box 1 is connected to each connector lug and locked, the self-locking knob switch 11 of the external operation box 1 is turned to the on position, and the driver controller handle is tried to be pushed after the self-resetting button is continuously pressed. After the device is used, the self-locking knob switch 11 of the external operation box 1 is turned to an off position, the connection between each connector of the external operation box 1 and each wiring column is disconnected, and the first test circuit breaker TCB1 and the second test circuit breaker TCB2 are disconnected.

In summary, in the device and method for relieving and drawing the forcible braking of the subway train of the present invention, the device includes: the forced braking relieving module is arranged in the train, is used for relieving the forced braking of the train, and is connected with the emergency braking relieving internal module of the train; the traction module is arranged in the train, is used for establishing traction enabling of the train and is connected with the traction authorization module of the train; the external operation box 1 comprises a first connector, a self-locking knob switch 11, a self-resetting button switch 12 and a second connector which are connected in sequence, the first connector and the second connector are connected with a forced braking relieving module and a traction module respectively through a first connector lug and a second connector lug, and the first connector and the second connector are detachably connected with the first connector lug and the second connector lug respectively. The device can realize the bypass function under the condition that emergency braking can not be relieved when the train is in the normal line operation, avoids train rescue, and reduces the influence on the line operation. Furthermore, when the external operation box 1 of the device is used, the risk that braking cannot be applied due to single-point adhesion is avoided, and the operation risk is reduced. Further, the device separates execution circuit and operating button physics, and the risk that the bypass that sets up the function box body brought has been solved in setting up of external operation box 1 on the train, if force emergency braking to alleviate, force the traction switch function setting on the train, because overhauls or maloperation at ordinary times, the train does not have emergency braking, can produce serious consequence, and this is absolutely not allowed, and consequently, the device has effectively reduced the risk of overhauing the maloperation at ordinary times, the maloperation when having avoided overhauing.

While the present invention has been described in detail with reference to the preferred embodiments, it should be understood that the above description should not be taken as limiting the invention. Various modifications and alterations to this invention will become apparent to those skilled in the art upon reading the foregoing description. Accordingly, the scope of the invention should be determined from the following claims.

Claims

1. The utility model provides a subway train forced braking is alleviated and draw gear, its characterized in that, it sets up on the first car and/or the tail car of train, the device contains:

the system comprises a forced braking relieving module, a brake control module and a brake control module, wherein the forced braking relieving module is arranged in the train and is used for relieving the forced braking of the train and is connected with an emergency braking relieving internal module of the train;

external operation box, it contains the first connector, auto-lock knob switch, from reset button switch and the second connector that connect gradually, auto-lock knob switch corresponds and is provided with a plurality of loci, first connector and second connector are alleviated the module and are drawn the module and be connected through first connector lug and second connector lug and forced braking respectively, wherein, first connector and second connector respectively with first connector lug and second connector lug can be dismantled the connection, first connector, second connector first connector lug and second connector lug contain a plurality of pins respectively.

2. The subway train forcible braking relieving and drawing device as claimed in claim 1,

the first connector comprises a connector male head CM1-1, a connector male head CM1-2 and a connector male head CM1-3, the second connector comprises a connector male head CM2-1, a connector male head CM2-2 and a connector male head CM2-3, the first connector comprises a connector female head CF1-1, a connector female head CF1-2 and a connector female head CF1-3, and the second connector comprises a connector female head CF2-1, a connector female head CF2-2 and a connector female head CF2-3.

3. The subway train forcible braking mitigation and traction apparatus as claimed in claim 2, wherein said forcible braking mitigation module comprises:

the test circuit breaker comprises a first test circuit breaker TCB1, a connector female head CF1-1, a connector female head CF2-2 and a connector female head CF1-2, wherein the connector female head CF1-1 is externally connected with a connector male head CM1-1, the connector female head CF2-1 is externally connected with a connector male head CM2-1, the connector female head CF2-2 is externally connected with a connector male head CM2-2, and the connector female head CF1-2 is externally connected with a connector male head CM1-2;

4. The subway train forcible braking mitigation and traction apparatus as claimed in claim 3, wherein said forcible braking mitigation module further comprises:

5. The subway train forced brake release and traction device as claimed in claim 2, wherein said traction module comprises:

6. The subway train forced brake release and traction device as claimed in claim 5, wherein said traction module further comprises:

and the diode D5, wherein the diode D5 is positioned between the connector female head CF2-3 and the ATC module.

7. The subway train forcible braking relieving and drawing device as claimed in claim 1,

the first connector is connected with the first connector lug through a connecting cable and a cable plug;

and/or the second connector and the second connector lug are connected through a connecting cable and a cable plug;

8. A method for a subway train forced brake release and traction apparatus as claimed in any one of claims 1 to 7, comprising:

the automatic train control system receives a traction non-movement fault alarm of the train;

confirming that the emergency braking of the train is not relieved;

9. The method for the subway train forced brake release and traction device as claimed in claim 8,

starting the forcible braking mitigation module and the traction module comprises turning a first test circuit breaker TCB1 and a second test circuit breaker TCB2 from an OFF position to an ON position;