CN219651192U - Safety braking loop system and motor train unit - Google Patents
Safety braking loop system and motor train unit Download PDFInfo
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- CN219651192U CN219651192U CN202320302108.0U CN202320302108U CN219651192U CN 219651192 U CN219651192 U CN 219651192U CN 202320302108 U CN202320302108 U CN 202320302108U CN 219651192 U CN219651192 U CN 219651192U
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Abstract
The utility model discloses a safety braking loop system and a motor train unit, which relate to the field of motor train braking and comprise the following components: the first braking loop is connected with the positive electrode and the negative electrode of the power supply; the first brake loop includes: the first breaker, the first normally open contact of the main control relay, the first normally open contact of the ATP relay, the normally open contact of the passenger emergency brake relay, the first normally open contact of the emergency brake relay and the loop relay; after the storage battery power supply is turned on, power is supplied to the safety braking loop system, so that the loop relay is powered on, and if any one of the first breaker, the first normally open contact of the main control relay, the first normally open contact of the ATP relay, the normally open contact of the passenger emergency braking relay and the first normally open contact of the emergency braking relay is disconnected, the loop relay is powered off, and emergency braking of the motor train unit is triggered. The emergency braking of the motor train unit is realized through an independent braking loop.
Description
Technical Field
The utility model relates to the field of motor train braking, in particular to a safety loop system and a motor train unit.
Background
The Train set, a full-scale Train (D-Series High-Speed Train), is one type of modern Train and consists of at least two carriages with driving force (short for the Train) and a plurality of carriages without traction force (short for the trailer). In order to ensure the application safety of the motor train unit, the motor train unit is provided with a safety loop capable of triggering emergency braking, the safety loop is powered off in an emergency condition, the emergency braking is triggered rapidly, and the motor train unit can be stopped in the shortest time to ensure safety.
The emergency braking system includes two types, EB (Emergency Braking) and UB (hydraulic braking). The emergency brake EB is an emergency brake that the brake system performs in a normal condition of the apparatus, and performs brake control in accordance with a speed pattern curve. The emergency brake UB is an emergency brake performed by means of an independent safety loop.
The emergency brake EB is an emergency brake normally applied by the brake system equipment, and the EBCU triggers the emergency brake EB by detecting the emergency brake EB loop status and the network signal. When the EB is braked in an emergency mode, the braking system can enable air braking to be matched with power braking at any time automatically, air-electricity composite braking is achieved, and power braking is fully utilized. When the main EBCU detects insufficient deceleration of the emergency brake EB of the motor train unit, the emergency brake UB is automatically triggered.
However, some situations require that only one brake line exists, and the existing emergency brake EB and emergency brake UB scheme cannot be applied.
It can be seen that providing a safety brake loop system, integrating an emergency brake EB and an emergency brake UB, is a technical problem to be solved urgently by those skilled in the art.
Disclosure of Invention
The utility model aims to provide a safety braking loop system and a motor train unit, which realize the integration of emergency braking EB and emergency braking UB.
In order to solve the above technical problems, the present utility model provides a safety brake loop system, comprising: the first end of the first brake loop is connected with the positive electrode of the power supply, and the second end of the first brake loop is connected with the negative electrode of the power supply;
the first brake loop includes: the first breaker, the first normally open contact of the main control relay, the first normally open contact of the ATP relay, the normally open contact of the passenger emergency brake relay, the first normally open contact of the emergency brake relay and the loop relay;
the first breaker, the first normally open contact of the main control relay, the first normally open contact of the ATP relay, the first normally open contact of the passenger emergency brake relay, the first normally open contact of the emergency brake relay and the loop relay are connected in series;
the input end of the first circuit breaker is used as the first end of the first braking loop, and the output end of the loop relay is used as the second end of the first braking loop.
Preferably, in the safety brake loop system, the safety brake loop system further includes: a second brake loop; the first end of the second braking loop is connected with the positive electrode of the power supply, and the second end of the second braking loop is connected with the negative electrode of the power supply;
the second brake loop includes: the second breaker, the second normally open contact of the main control relay, the second normally open contact of the ATP relay, the emergency brake relay, the second normally open contact of the emergency brake relay, the emergency brake delay relay and the normally open contact of the emergency brake delay relay;
the power supply anode, the second breaker, the second normally open contact of the main control relay, the second normally open contact of the ATP relay, the second normally open contact of the emergency brake relay, the emergency brake delay relay and the power supply cathode are connected in series;
the input end of the second circuit breaker is used as the first end of the second braking loop, and the output end of the emergency braking delay relay is used as the second end of the second braking loop;
the second circuit breaker, the normally open contact of the emergency brake delay relay, the emergency brake relay and the negative electrode of the power supply are connected in series.
Preferably, in the above safety brake loop system,
the second brake loop further includes: the system comprises a passenger emergency braking delay relay, a passenger emergency braking relay, a normally open contact of the passenger emergency braking delay relay, a normally closed contact of a platform relay, a normally open contact of the platform relay, a first normally open contact of a passenger emergency loop relay and a normally open contact of the passenger emergency loop relay;
the first normally open contact of the passenger emergency loop relay is connected in series with the second normally open contact of the main control relay and the second normally open contact of the ATP relay; the normally closed contact of the platform relay is connected with the first normally open contact of the passenger emergency loop relay in parallel;
the second circuit breaker, the normally open contact of the passenger emergency braking delay relay, the passenger emergency braking relay and the negative electrode of the power supply are connected in series;
the second circuit breaker, the normally open contact of the passenger emergency loop relay, the passenger emergency braking delay relay and the negative electrode of the power supply are connected in series; the normally open contact of the platform relay is connected with the normally open contact of the passenger emergency loop relay in parallel;
when the motor train unit is at a stop, the platform relay is powered on, and when the motor train unit operates, the platform relay is powered off.
Preferably, in the safety brake loop system, the safety brake loop system further includes: a normally open contact of the handle relay;
the normally open contact of the handle relay is connected in series in the first brake loop.
Preferably, in the safety brake loop system, the safety brake loop system further includes: a normally open contact of the standby brake handle relay;
the backup brake handle relay normally open contact is connected in series in the first brake loop.
Preferably, in the safety brake loop system, the safety brake loop system further includes: a normally open contact is braked with vigilance;
the warning brake normally open contact is connected with the second normally open contact of the ATP relay in series with the second normally open contact of the emergency brake relay.
Preferably, in the safety brake loop system, the safety brake loop system further includes: a driver emergency brake button;
the driver emergency brake button is connected in series with the second normally open contact of the ATP relay and the second normally open contact of the emergency brake relay.
Preferably, in the safety brake loop system, the safety brake loop system further includes: parking a normally open contact of the monitoring loop relay;
the normally open contact of the parking monitoring loop relay is connected in series with the second normally open contact of the ATP relay and the second normally open contact of the emergency brake relay.
Preferably, in the safety brake loop system, the safety brake loop system further includes: a bypass switch;
the bypass switch is connected with the loop relay and is used for enabling the loop relay to be powered.
In order to solve the technical problem, the utility model also provides a motor train unit which comprises the safety brake loop system.
The present utility model provides a safety brake loop system comprising: the input end of the first circuit breaker is used as a first end of the first braking loop, and the output end of the loop relay is used as a second end of the first braking loop; the first brake loop includes: the first breaker, the first normally open contact of the main control relay, the first normally open contact of the ATP relay, the normally open contact of the passenger emergency brake relay, the first normally open contact of the emergency brake relay and the loop relay; the first breaker, the first normally open contact of the main control relay, the first normally open contact of the ATP relay, the normally open contact of the passenger emergency brake relay, the first normally open contact of the emergency brake relay and the loop relay are connected in series. After the storage battery power supply is turned on, power is supplied to the safety braking loop system, so that the loop relay is powered on, and if any one of the first breaker, the first normally open contact of the main control relay, the first normally open contact of the ATP relay, the normally open contact of the passenger emergency braking relay and the first normally open contact of the emergency braking relay is disconnected, the loop relay is powered off, and emergency braking of the motor train unit is triggered. The emergency braking of the motor train unit is realized through an independent braking loop.
In addition, the utility model also provides a motor train unit which comprises the safety braking loop system, and the effects are the same as those of the safety braking loop system.
Drawings
For a clearer description of embodiments of the present utility model, the drawings that are required to be used in the embodiments will be briefly described, it being apparent that the drawings in the following description are only some embodiments of the present utility model, and other drawings may be obtained according to the drawings without inventive effort for those skilled in the art.
Fig. 1 is a schematic diagram of a safety brake loop system according to an embodiment of the present utility model.
Detailed Description
The following description of the embodiments of the present utility model will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present utility model, but not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by a person of ordinary skill in the art without making any inventive effort are within the scope of the present utility model.
The utility model provides a safety brake loop system and a motor train unit.
In order to better understand the aspects of the present utility model, the present utility model will be described in further detail with reference to the accompanying drawings and detailed description.
In recent years, under the large background of rapid development of the rail transit industry, the market demand of rail vehicle products is vigorous, and the trends of large quantity, multiple varieties, strong customization and the like are presented; however, with the continuous improvement of the vehicle operation level, the management level, the vehicle integration technology and the vehicle manufacturing downstream industry technology, the requirements of owners and users on the running safety and operability of the railway vehicles are also increasing.
The emergency braking control method of the railway vehicle in the prior art generally controls emergency braking through an emergency braking loop, and the emergency braking system comprises two types of EB (Emergency Braking) and UB (UB). The emergency brake EB is an emergency brake that the brake system performs in a normal condition of the apparatus, and performs brake control in accordance with a speed pattern curve. The emergency brake UB is an emergency brake performed by means of an independent safety loop.
The emergency brake EB is an emergency brake normally applied by the brake system equipment, and the EBCU triggers the emergency brake EB by detecting the emergency brake EB loop status and the network signal. When the EB is braked in an emergency mode, the braking system can enable air braking to be matched with power braking at any time automatically, air-electricity composite braking is achieved, and power braking is fully utilized. When the main EBCU detects insufficient deceleration of the emergency brake EB of the motor train unit, the emergency brake UB is automatically triggered.
However, some situations require that only one brake line exists, and the existing emergency brake EB and emergency brake UB scheme cannot be applied.
To solve the above technical problem, the present utility model provides a safety brake loop system, as shown in fig. 1, including: the first end of the first brake loop is connected with the positive electrode (+) of the power supply, and the second end of the first brake loop is connected with the negative electrode (-) of the power supply;
the first brake loop includes: the first circuit breaker D1, a first normally open contact S1-1 of the main control relay S1, a first normally open contact S2-1 of the ATP relay S2, a normally open contact S3-1 of the passenger emergency brake relay S3, a first normally open contact S4-1 of the emergency brake relay S4 and a loop relay S5;
the first breaker D1, the first normally open contact S1-1 of the main control relay S1, the first normally open contact S2-1 of the ATP relay S2, the normally open contact S3-1 of the passenger emergency brake relay S3, the first normally open contact S4-1 of the emergency brake relay S4 and the loop relay S5 are connected in series; the input of the first circuit breaker D1 serves as a first end of the first braking loop, and the output of the loop relay S5 serves as a second end of the first braking loop.
When any one of the first circuit breaker D1, the first normally open contact S1-1 of the main control relay S1, the first normally open contact S2-1 of the ATP relay S2, the normally open contact S3-1 of the passenger emergency braking relay S3 and the first normally open contact S4-1 of the emergency braking relay S4 is disconnected, the loop relay S5 is powered off, and emergency braking of the motor train unit is triggered.
The circuit breaker D1 mentioned in this embodiment refers to a switching device capable of closing, carrying and opening a current under normal circuit conditions and capable of closing, carrying and opening a current under abnormal circuit conditions for a prescribed time.
The master relay S1 (mcr) is used to control whether the command in the mcr area is normally executed, which is equivalent to a master switch for turning on and off the "energy flow".
The ATP (Auto Train Protection automatic train protection system) system is a safety control system for ensuring that the train running speed does not exceed the target speed, and is also a key device for ensuring the safe running of the train and realizing overspeed protection, and when the train running speed exceeds the target speed, the ATP relay S2 is opened.
Passenger emergency brake relay S3 is a high-speed motor train unit typically provided with a passenger warning brake function so that passenger emergency braking is triggered by passengers to achieve safe stopping when an emergency situation needs stopping.
The emergency brake relay S4 is used for applying a brake in an emergency.
The setting positions and the number of the first breaker D1, the main control relay S1, the ATP relay S2, the passenger emergency braking relay S3, and the emergency braking relay S4 are not limited in this embodiment, and may be set according to actual needs. Specifically, the safety braking loop system penetrates through the whole train, after a storage battery power supply is turned on, power is supplied to the safety braking loop system, so that the loop relay S5 is powered off, and if any one of the first breaker D1, the first normally open contact S1-1 of the main control relay S1, the first normally open contact S2-1 of the ATP relay S2, the normally open contact S3-1 of the passenger emergency braking relay S3 and the first normally open contact S4-1 of the emergency braking relay S4 is disconnected, the loop relay S5 is powered off, so that emergency braking of the motor train unit is triggered. The motor train unit can specifically realize the stop of the train through electric braking or air braking, and can also realize the stop of the train through composite braking of an electric braking system and an air system, and the embodiment is not particularly limited.
The safety brake loop system provided by the present embodiment includes: the first braking loop is connected with the positive electrode and the negative electrode of the power supply; the first brake loop includes: the first breaker, the first normally open contact of the main control relay, the first normally open contact of the ATP relay, the normally open contact of the passenger emergency brake relay, the first normally open contact of the emergency brake relay and the loop relay; the first breaker, the first normally open contact of the main control relay, the first normally open contact of the ATP relay, the normally open contact of the passenger emergency brake relay, the first normally open contact of the emergency brake relay and the loop relay are connected in series. After the storage battery power supply is turned on, power is supplied to the safety braking loop system, so that the loop relay is powered on, and if any one of the first breaker, the first normally open contact of the main control relay, the first normally open contact of the ATP relay, the normally open contact of the passenger emergency braking relay and the first normally open contact of the emergency braking relay is disconnected, the loop relay is powered off, and emergency braking of the motor train unit is triggered. The emergency braking of the motor train unit is realized through an independent braking loop.
According to the above embodiment, this embodiment provides a preferred solution, as shown in fig. 1, further including: a second brake loop; the first end of the second braking loop is connected with the positive electrode (+) of the power supply, and the second end of the second braking loop is connected with the negative electrode (-) of the power supply;
the second brake loop includes: the emergency brake relay comprises a second circuit breaker D2, a second normally open contact S1-2 of a master control relay S1, a second normally open contact S2-2 of an ATP relay S2, an emergency brake relay S4, a second normally open contact S4-2 of an emergency brake relay S4, an emergency brake delay relay S7 and an emergency brake delay relay normally open contact S7-1;
the power supply anode, the second breaker D2, the second normally open contact S1-2 of the main control relay, the second normally open contact S2-2 of the ATP relay, the second normally open contact S4-2 of the emergency brake relay, the emergency brake delay relay S7 and the power supply cathode are connected in series;
the input end of the second circuit breaker D2 is used as the first end of the second braking loop, and the output end of the emergency braking delay relay S7 is used as the second end of the second braking loop;
the second circuit breaker D2, the normally open contact S7-1 of the emergency braking delay relay, the emergency braking relay S4 and the negative electrode (-) of the power supply are connected in series;
when any one of the second breaker D2, the second normally open contact S1-2 of the main control relay, the second normally open contact S2-2 of the ATP relay and the second normally open contact S4-2 of the emergency brake relay is disconnected, the emergency brake delay relay S7 is powered off, the normally open contact S7-1 of the emergency brake delay relay S7 is delayed to be disconnected, the emergency brake relay S4 is triggered to be powered off, the first normally open contact S4-1 of the emergency brake relay is disconnected, and emergency braking of the motor train unit is triggered.
The first brake loop and the second brake loop are connected with the same power supply and belong to the same safety brake loop system.
The delay relay mentioned in this embodiment is mainly used in various protection and automatic control lines for direct current or alternating current operation as an auxiliary relay to increase the number of contacts and the contact capacity. The time of the delay can be freely adjusted according to the requirement. The embodiment does not limit the specific time for delayed opening of the normally open contact S7-1 of the emergency brake delay relay S7.
In the embodiment, a power supply anode, a second breaker D2, a second normally open contact S1-2 of a main control relay, a second normally open contact S2-2 of an ATP relay, a second normally open contact S4-2 of an emergency brake relay, an emergency brake delay relay S7 and a power supply cathode are connected in series; the second circuit breaker D2, the normally open contact S7-1 of the emergency braking delay relay, the emergency braking relay S4 and the negative electrode of the power supply are connected in series; after the storage battery power supply is opened, power is supplied to the safety braking loop system, the main control relay S1, the ATP relay S2, the emergency braking relay S4 and the emergency braking delay relay S7 are powered on, all normally open contacts are closed, and if any one of the second breaker D2, the second normally open contact S1-2 of the main control relay, the second normally open contact S2-2 of the ATP relay and the second normally open contact S4-2 of the emergency braking relay is opened, the emergency braking delay relay S7 is triggered to be powered off, then the normally open contact S7-1 of the emergency braking delay relay S7 is triggered to be opened in a delayed mode, the emergency braking relay S4 is triggered to be powered off, and then the first normally open contact S4-1 of the emergency braking relay of the first braking loop is enabled to be opened, the loop relay S5 is triggered to be powered off, and the emergency braking of the motor train unit is triggered. In this embodiment, if the contact is triggered to open by mistake, the normally open contact S7-1 of the emergency brake delay relay S7 is opened by delay, so that the open contact can be reset in time, and emergency brake is not generated.
According to the above embodiment, in order to better distinguish between stop and non-stop passenger emergency brake application modes, the present embodiment provides a preferred solution, and the second brake loop further includes: the passenger emergency braking delay relay S6, the passenger emergency braking relay S3, the passenger emergency braking delay relay normally open contact S6-1, the platform relay normally closed contact S8-1, the platform relay normally open contact S8-2, the passenger emergency loop relay first normally open contact S9-1 and the passenger emergency loop relay normally open contact S9-2;
the first normally open contact S9-1 of the passenger emergency loop relay is connected in series with the second normally open contact S1-2 of the main control relay and the second normally open contact S2-2 of the ATP relay; the normally closed contact S8-1 of the platform relay is connected with the first normally open contact S9-1 of the passenger emergency loop relay in parallel;
the second circuit breaker D2, the normally open contact S6-1 of the passenger emergency braking delay relay, the passenger emergency braking relay S3 and the negative electrode of the power supply are connected in series;
the second circuit breaker D2, the normally open contact S9-2 of the passenger emergency loop relay, the passenger emergency braking delay relay S6 and the negative electrode of the power supply are connected in series; the normally open contact S8-2 of the platform relay is connected with the normally open contact S9-2 of the passenger emergency loop relay in parallel;
when the motor train unit is at a stop, the platform relay is powered on, and when the motor train unit operates, the platform relay is powered off.
In the embodiment, when the motor train unit is at stop, the station relay is powered on, the normally closed contact S8-1 of the station relay is opened, and the normally open contact S8-2 of the station relay is closed; the normally closed contact S8-1 of the platform relay is connected with the first normally open contact S9-1 of the passenger emergency loop relay in parallel, the first normally open contact S9-1 of the passenger emergency loop relay is closed, the normally open contact S8-2 of the platform relay is connected with the normally open contact S9-2 of the passenger emergency loop relay in parallel, and the normally open contact S9-2 of the passenger emergency loop relay is short-circuited; if any one of the second breaker D2, the second normally open contact S1-2 of the main control relay, the second normally open contact S2-2 of the ATP relay, the second normally open contact S4-2 of the emergency brake relay and the first normally open contact S9-1 of the passenger emergency loop relay is disconnected, the emergency brake delay relay S7 is triggered to be powered off, then the normally open contact S7-1 of the emergency brake delay relay S7 is triggered to be disconnected in a delayed manner, the emergency brake relay S4 is triggered to be powered off, and then the first normally open contact S4-1 of the emergency brake relay of the first brake loop is disconnected, the loop relay S5 is triggered to be powered off, and the emergency brake of the motor train unit is triggered.
If the motor train unit runs, the platform relay is powered off, the normally closed contact S8-1 of the platform relay is closed, and the normally open contact S8-2 of the platform relay is opened; the first normally open contact S9-1 of the passenger emergency loop relay is short-circuited, and the normally open contact S9-2 of the passenger emergency loop relay is closed; when a passenger triggers the passenger emergency loop relay, the normally open contact S9-2 of the passenger emergency loop relay is disconnected, the normally open contact S6-1 of the passenger emergency brake delay relay is disconnected in a delayed manner, the normally open contact S3-1 of the passenger emergency brake relay S3 of the first brake loop is disconnected, the loop relay S5 is triggered to be disconnected, and emergency braking of the motor train unit is triggered.
If the normal open contact S6-1 of the passenger emergency braking delay relay is in a delay disconnection process, the passenger emergency braking delay relay is confirmed to be in misoperation, and the emergency braking can be released through the reset contact.
By the scheme provided by the embodiment, the emergency brake application modes of the standing passengers and the non-standing passengers are distinguished.
In addition, this embodiment also provides a preferred solution, as shown in fig. 1, further including: a normally open contact S10-1 of the handle relay;
the handle relay normally open contact S10-1 is connected in series in the first brake loop.
When an emergency occurs, the normally open contact S10-1 of the handle relay can be disconnected through the handle relay, and the motor train unit is braked.
Preferably, the method further comprises: a normally open contact S11-1 of the standby brake handle relay;
the backup brake handle relay normally open contact S11-1 is connected in series in the first brake loop.
In the practical application process, in order to prevent a train driver from leaving a post without permission, sleeping or concentrating attention in the running process of the train, a vigilance braking function is generally arranged on the train, and the function is mainly used for detecting the operation action of the driver, and when the non-operation time of the driver exceeds a time threshold value, the train control system outputs alarm signals and/or braking control commands with different degrees and different forms so as to ensure the running safety of the train. The embodiment further comprises, by a preferred scheme: a normally open contact S12-1 for warning braking;
the warning brake normally open contact S12-1 is connected in series with the second normally open contact S2-2 of the ATP relay and the second normally open contact S4-2 of the emergency brake relay.
If the non-operation time of the driver exceeds the time threshold, the normally open contact S12-1 for alarming braking is opened, and emergency braking is triggered.
Preferably, the method further comprises: a driver emergency brake button S13;
the driver emergency brake button is connected in series with the second normally open contact S2-2 of the ATP relay and the second normally open contact S4-2 of the emergency brake relay.
A driver emergency brake button S13 is typically provided on the operating platform for operating the train during its travel when emergency braking is required for the train in the event of an emergency.
In addition, the method further comprises the steps of: parking a normally open contact S14-1 of the monitoring loop relay;
the normally open contact of the parking monitoring loop relay is connected with the second normally open contact S2-2 of the ATP relay and the second normally open contact S4-2 of the emergency brake relay in series.
Motor train units typically have parking brake devices mounted to each car. When the train is stationary, parking brake is applied to prevent the train from sliding, and in the running process of the train, the parking brake is released to avoid the band-type brake running. Therefore, during the running process of the train, the parking brake state of the train needs to be monitored in real time, if the parking brake state is applied accidentally, emergency braking needs to be triggered, and in the embodiment, emergency braking is triggered by opening the normally open contact S14-1 of the parking monitoring loop relay.
According to the above embodiment, in order to release the emergency braking caused by the false triggering, it is preferable that: a bypass switch;
the bypass switch is connected with the loop relay S5 and is used for enabling the loop relay S5 to be powered.
In the process of the delay relay being disconnected in a delay manner, if a driver judges that the relay is triggered by mistake, the bypass switch can be operated to enable the loop relay S5 to be electrified so as to release emergency braking.
Finally, the present embodiment provides a motor train unit, including the above-mentioned safety brake loop system, including: the first braking loop is connected with the positive electrode and the negative electrode of the power supply; the first brake loop includes: the first breaker, the first normally open contact of the main control relay, the first normally open contact of the ATP relay, the normally open contact of the passenger emergency brake relay, the first normally open contact of the emergency brake relay and the loop relay; the first breaker, the first normally open contact of the main control relay, the first normally open contact of the ATP relay, the normally open contact of the passenger emergency brake relay, the first normally open contact of the emergency brake relay and the loop relay are connected in series. After the storage battery power supply is turned on, power is supplied to the safety braking loop system, so that the loop relay is powered on, and if any one of the first breaker, the first normally open contact of the main control relay, the first normally open contact of the ATP relay, the normally open contact of the passenger emergency braking relay and the first normally open contact of the emergency braking relay is disconnected, the loop relay is powered off, and emergency braking of the motor train unit is triggered. The emergency braking of the motor train unit is realized through an independent braking loop.
The safety brake loop system and the motor train unit provided by the utility model are described in detail above. In the description, each embodiment is described in a progressive manner, and each embodiment is mainly described by the differences from other embodiments, so that the same similar parts among the embodiments are mutually referred. For the device disclosed in the embodiment, since it corresponds to the method disclosed in the embodiment, the description is relatively simple, and the relevant points refer to the description of the method section. It should be noted that it will be apparent to those skilled in the art that various modifications and adaptations of the utility model can be made without departing from the principles of the utility model and these modifications and adaptations are intended to be within the scope of the utility model as defined in the following claims.
It should also be noted that in this specification, relational terms such as first and second, and the like are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Moreover, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one … …" does not exclude the presence of other like elements in a process, method, article, or apparatus that comprises the element.
Claims (10)
1. A safety brake loop system, comprising: the first end of the first brake loop is connected with the positive electrode of the power supply, and the second end of the first brake loop is connected with the negative electrode of the power supply;
the first brake loop includes: the first breaker, the first normally open contact of the main control relay, the first normally open contact of the ATP relay, the normally open contact of the passenger emergency brake relay, the first normally open contact of the emergency brake relay and the loop relay;
the first breaker, the first normally open contact of the master control relay, the first normally open contact of the ATP relay, the first normally open contact of the passenger emergency braking relay, the first normally open contact of the emergency braking relay and the loop relay are connected in series, the input end of the first breaker is used as the first end of the first braking loop, and the output end of the loop relay is used as the second end of the first braking loop.
2. The safety brake loop system of claim 1, further comprising: a second brake loop; the first end of the second braking loop is connected with the positive electrode of the power supply, and the second end of the second braking loop is connected with the negative electrode of the power supply;
the second brake loop includes: the second breaker, the second normally open contact of the main control relay, the second normally open contact of the ATP relay, the emergency brake relay, the second normally open contact of the emergency brake relay, the emergency brake delay relay and the normally open contact of the emergency brake delay relay;
the power supply anode, the second breaker, the second normally open contact of the main control relay, the second normally open contact of the ATP relay, the second normally open contact of the emergency brake relay, the emergency brake delay relay and the power supply cathode are connected in series; the input end of the second circuit breaker is used as the first end of the second braking loop, and the output end of the emergency braking delay relay is used as the second end of the second braking loop;
the second circuit breaker, the normally open contact of the emergency braking delay relay, the emergency braking relay and the negative electrode of the power supply are connected in series.
3. The safety brake loop system of claim 2, wherein the second brake loop further comprises: the system comprises a passenger emergency braking delay relay, a passenger emergency braking relay, a normally open contact of the passenger emergency braking delay relay, a normally closed contact of a platform relay, a normally open contact of the platform relay, a first normally open contact of a passenger emergency loop relay and a normally open contact of the passenger emergency loop relay;
the first normally open contact of the passenger emergency loop relay is connected in series with the second normally open contact of the main control relay and the second normally open contact of the ATP relay; the normally closed contact of the platform relay is connected with the first normally open contact of the passenger emergency loop relay in parallel;
the second circuit breaker, the normally open contact of the passenger emergency braking delay relay, the passenger emergency braking relay and the negative electrode of the power supply are connected in series;
the second circuit breaker, the normally open contact of the passenger emergency loop relay, the passenger emergency braking delay relay and the negative electrode of the power supply are connected in series; the normally open contact of the platform relay is connected with the normally open contact of the passenger emergency loop relay in parallel;
when the motor train unit is in stop, the platform relay is powered on, and when the motor train unit operates, the platform relay is powered off.
4. The safety brake loop system of claim 1, further comprising: a normally open contact of the handle relay;
the handle relay normally open contact is connected in series in the first brake loop.
5. The safety brake loop system of claim 1, further comprising: a normally open contact of the standby brake handle relay;
the backup brake handle relay normally open contact is connected in series in the first brake loop.
6. The safety brake loop system of claim 3, further comprising: a normally open contact is braked with vigilance;
the alert brake normally open contact is connected with the second normally open contact of the ATP relay and the second normally open contact of the emergency brake relay in series.
7. The safety brake loop system of claim 6, further comprising: a driver emergency brake button;
the driver emergency brake button is connected with the second normally open contact of the ATP relay and the second normally open contact of the emergency brake relay in series.
8. The safety brake loop system of claim 7, further comprising: parking a normally open contact of the monitoring loop relay;
and the normally open contact of the parking monitoring loop relay is connected with the second normally open contact of the ATP relay and the second normally open contact of the emergency brake relay in series.
9. The safety brake loop system of claim 1, further comprising: a bypass switch;
the bypass switch is connected with the loop relay and is used for enabling the loop relay to be powered.
10. A motor train unit comprising the safety brake loop system according to any one of claims 1 to 9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202320302108.0U CN219651192U (en) | 2023-02-23 | 2023-02-23 | Safety braking loop system and motor train unit |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202320302108.0U CN219651192U (en) | 2023-02-23 | 2023-02-23 | Safety braking loop system and motor train unit |
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| Publication Number | Publication Date |
|---|---|
| CN219651192U true CN219651192U (en) | 2023-09-08 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202320302108.0U Active CN219651192U (en) | 2023-02-23 | 2023-02-23 | Safety braking loop system and motor train unit |
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| Country | Link |
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| CN (1) | CN219651192U (en) |
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2023
- 2023-02-23 CN CN202320302108.0U patent/CN219651192U/en active Active
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