WO2016082659A1 - 基于转向架失稳检测装置的列车自动制动控制电路 - Google Patents

基于转向架失稳检测装置的列车自动制动控制电路 Download PDF

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WO2016082659A1
WO2016082659A1 PCT/CN2015/093582 CN2015093582W WO2016082659A1 WO 2016082659 A1 WO2016082659 A1 WO 2016082659A1 CN 2015093582 W CN2015093582 W CN 2015093582W WO 2016082659 A1 WO2016082659 A1 WO 2016082659A1
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Prior art keywords
relay
train
instability
bogie
speed
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PCT/CN2015/093582
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English (en)
French (fr)
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于治国
焦京海
徐广伟
邓桂美
孙宁
陈争
贾步超
由建宏
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中车青岛四方机车车辆股份有限公司
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Priority claimed from CN201420740027.XU external-priority patent/CN204355033U/zh
Priority claimed from CN201410714204.1A external-priority patent/CN105083251B/zh
Application filed by 中车青岛四方机车车辆股份有限公司 filed Critical 中车青岛四方机车车辆股份有限公司
Publication of WO2016082659A1 publication Critical patent/WO2016082659A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features

Definitions

  • the invention relates to the field of circuit design, in particular to a train automatic braking control circuit based on a bogie instability detecting device.
  • the bogie instability detection system is one of the key systems to ensure the safe operation of the train.
  • the fault signal is input to the train network system, and the automatic speed limit is performed through the network system.
  • the present invention provides a train automatic braking control circuit based on a bogie instability detecting device, which overcomes the prior art that relies only on the train network system for braking control, which is interfered with and dropped. Defects.
  • a train automatic braking control circuit based on bogie instability detecting device each bogie is provided with bogie instability detecting device, bogie instability output relay and bogie instability action relay, and brake control through through train a circuit for controlling an unstable brake trigger relay in the driver's cab and an on-board brake command relay;
  • the normally open point of the bogie instability output relay controls the bogie instability action relay
  • the bogie instability output relay acts to trigger the bogie instability action relay, and the bogie instability relay is energized and controlled
  • the bogie instability action relay is normally closed, the destabilizing brake triggers the relay to lose power, the on-board equipment brake command relay is energized, and the train applies the brake.
  • the first relay is connected in parallel on the branch of the bogie instability action relay, and when the bogie instability detecting device detects the abnormal vibration of the train, the bogie instability output relay acts, triggering the bogie instability action relay and the first a relay for inputting a instability fault signal to the train network system.
  • the bogie instability action relay is a latching type relay having a set coil and a reset coil, and a limited speed selection relay is connected in the bogie instability action relay reset coil control circuit;
  • the speed limit selection relay is braked
  • the controller outputs control, the brake controller is configured to collect the train air spring pressure and the train speed;
  • the speed limit selection relay includes a first speed limit relay and a second speed limit relay.
  • the bogie instability output relay acts to trigger the bogie instability action relay, and the set coil in the bogie instability action relay Electric, the bogie instability control relay in the control loop is normally closed, the destabilizing brake triggers the relay to lose power, the on-board equipment brake command relay is energized, and the train applies braking;
  • the first speed limit relay When the air spring pressure is greater than the first pressure threshold and the speed is greater than the first speed threshold, the first speed limit relay is powered; when the train speed drops to the second speed threshold, the first speed limit relay is de-energized, the steering The reset coil in the unstable operation relay is energized, the bogie instability control relay in the control loop is normally closed, the destabilization brake trigger relay is energized, the on-board equipment brake command relay is de-energized, and the train brake is relieved; When the train speed drops to the second speed threshold, the bogie instability detecting device continues to output the instability signal. According to the bogie instability action, the relay latching type relay sets the priority characteristic, and the bogie instability action relay sets the coil. Electric, the train continuously outputs braking until the train speed is lower than the third speed threshold;
  • the second speed limit relay When the air spring pressure is less than the second pressure threshold and the speed is greater than the fourth speed threshold, the second speed limit relay is energized, and when the train speed drops to the fifth speed threshold, the second speed limit relay is lost.
  • the reset coil in the bogie instability action relay is energized, the bogie instability operation relay in the control loop is normally closed, the destabilization brake trigger relay is energized, the on-board equipment brake command relay is de-energized, the train Brake mitigation; if the train speed drops to the fifth speed threshold, the bogie instability detection device continues to output the instability signal, according to the bogie instability action relay blocking type relay setting priority characteristic, the bogie instability action
  • the relay set coil is energized and the train continues to output braking until the train speed is below the third speed threshold.
  • a bicycle instability isolation switch is connected in parallel with the bogie instability action relay branch road.
  • the bogie instability operation relay is normally closed by closing the bicycle instability isolation switch.
  • the reset coil in the short-circuit and bogie instability action relay is pressurized, the destabilizing brake triggers the relay to be energized, and the train brake is relieved.
  • a whole vehicle instability isolation switch is connected in parallel on the branch of the unstable brake triggering relay, and when the unstable brake triggering relay is abnormally de-energized, the instability brake is triggered by closing the whole vehicle instability isolation switch. Pressurized, train braking is relieved.
  • the first pressure threshold is 300 kPa; and the second pressure threshold is 280 kPa.
  • the first speed threshold is 200 km/h; and the fourth speed threshold is 120 km/h.
  • the second speed threshold is 195 km/h; the fifth speed threshold is 115 km/h.
  • the third speed threshold is 30 km/h.
  • the automatic train brake control circuit based on the bogie instability detecting device of the present invention uses a hard wire to penetrate the whole train, and controls the train to apply the brake by collecting each car instability signal and outputting a hard line signal.
  • the hard-wire signal has strong anti-interference ability and high reliability, which can effectively avoid the serpentine motion of the bogie.
  • FIG. 1 is a schematic diagram showing a closed loop control loop of a bogie instability triggering train brake according to an embodiment of the present invention
  • Figure 2 is a schematic view showing the control principle of the bogie instability action relay
  • Figure 3 shows a schematic diagram of the control principle of the speed limit selection relay.
  • Embodiments of the present invention provide a train automatic brake control circuit based on a bogie instability detecting device.
  • the control circuit adopts closed-loop control.
  • Each car is equipped with bogie instability detection device, bogie instability output relay and bogie instability action relay. It controls the unstable braking in the cab through the brake control loop of the through train.
  • the normally open point of the bogie instability output relay controls the bogie instability action relay
  • the bogie instability output relay acts to trigger the bogie instability action relay, and the bogie instability relay is energized and controlled
  • the bogie instability action relay is normally closed, the destabilizing brake triggers the relay to lose power, the on-board equipment brake command relay is energized, and the train applies the brake.
  • the automatic braking control circuit for a train based on the bogie instability detecting device uses a hard wire to penetrate the whole train, and controls the train to apply braking by collecting the destabilizing signal of each car and outputting a hard line signal.
  • the signal has strong anti-interference ability and high reliability, which can effectively avoid the serpentine motion of the bogie.
  • the first relay is connected in parallel to the bogie instability action relay branch.
  • the bogie instability detecting device detects the abnormal vibration of the train
  • the bogie instability output relay acts to trigger the steering.
  • a first relay for inputting a instability fault signal to the train network system.
  • the bogie instability action relay is a latch type relay having a set coil and a reset coil, and a limited speed selection relay is connected in the bogie instability relay relay reset coil control circuit ;
  • speed limit selection relay is output by brake controller Controlling, the brake controller is configured to collect a train air spring pressure and a train speed;
  • the speed limit selection relay includes a first speed limit relay and a second speed limit relay;
  • the bogie instability output relay acts to trigger the bogie instability action relay, and the set coil in the bogie instability action relay Electric, the bogie instability control relay in the control loop is normally closed, the destabilizing brake triggers the relay to lose power, the on-board equipment brake command relay is energized, and the train applies braking;
  • the first speed limit relay When the air spring pressure is greater than the first pressure threshold and the speed is greater than the first speed threshold, the first speed limit relay is powered; when the train speed drops to the second speed threshold, the first speed limit relay is de-energized, the steering The reset coil in the unstable operation relay is energized, the bogie instability control relay in the control loop is normally closed, the destabilization brake trigger relay is energized, the on-board equipment brake command relay is de-energized, and the train brake is relieved; When the train speed drops to the second speed threshold, the bogie instability detecting device continues to output the instability signal. According to the bogie instability action, the relay latching type relay sets the priority characteristic, and the bogie instability action relay sets the coil. Electric, the train continuously outputs braking until the train speed is lower than the third speed threshold;
  • the second speed limit relay When the air spring pressure is less than the second pressure threshold and the speed is greater than the fourth speed threshold, the second speed limit relay is energized, and when the train speed drops to the fifth speed threshold, the second speed limit relay is de-energized, the steering
  • the reset coil in the unstable operation relay is energized, the bogie instability control relay in the control loop is normally closed, the destabilization brake trigger relay is energized, the on-board equipment brake command relay is de-energized, and the train brake is relieved;
  • the bogie instability detecting device continues to output the instability signal.
  • the relay latching type relay sets the priority characteristic, and the bogie instability action relay sets the coil. Electric, the train continuously outputs braking until the train speed is lower than the third speed threshold.
  • each bobbin is provided with a bogie instability detecting device.
  • the bogie instability output relay acts, and its normally open point controls the first relay.
  • bogie instability action relay uses a memory function latching type relay, which has two coils for setting and resetting.
  • the set coil acquires a voltage pulse
  • the set coil operates.
  • the corresponding contact action when the reset coil acquires a voltage pulse, the reset coil acts and the corresponding contact is reset. If the set coil and the reset coil are energized at the same time, the relay is in the set state to ensure the train output brake.
  • FIG. 1 is a schematic diagram showing a closed loop control loop of a bogie instability triggering train brake according to an embodiment of the present invention.
  • Figure 2 shows the control schematic of the bogie instability action relay.
  • Figure 3 shows a schematic diagram of the control principle of the speed limit selection relay.
  • BIDR bogie instability detection device
  • BIDR bogie instability output relay
  • 30SR less than 30km / h excitation
  • BIDR1 first relay, to Train network output bogie instability signal
  • BIDR-D bogie instability action relay setting coil
  • BIDR-R bogie instability action relay reset coil
  • BCU brake controller
  • BIDR2 first speed limit relay (200km/h speed limit relay)
  • BIDR3 second speed limit relay (120km/h speed limit relay);
  • BIDR5 train instability brake trigger relay
  • BIDCOS bicycle instability isolation switch
  • ABIDCOS whole vehicle instability isolation Switch
  • ATCBR vehicle equipment brake command relay
  • SBFBR brake command feedback signal
  • 155R train braking force insufficient detection relay
  • 67 train 7 brake command line
  • 9 train traction effective command line
  • CSR constant speed Trigger the relay.
  • the air spring pressure is lower than 280 kPa as the criterion for the pressure anomaly.
  • the safety index is guaranteed to meet the requirements and there is a certain safety margin.
  • the train air spring loss rate 120 km/h
  • the safety indicator is guaranteed to meet the requirements.
  • a certain safety margin is determined to ensure that the train decelerates to 200km/h after it has been unstable.
  • the first pressure threshold is 300 kPa; and the second pressure threshold is 280 kPa.
  • the first speed threshold is 200 km/h; the fourth speed threshold is 120 km/h.
  • the second speed threshold is 195 km/h; the fifth speed threshold is 115 km/h.
  • the third speed threshold is 30 km/h.
  • the first speed limit relay control logic is: the air spring pressure is higher than 300 kPa and the speed is greater than 200 km/h, and the first speed limit relay is powered.
  • the air spring pressure is lower than 280 kPa or the speed is less than 195 km/h, and the first speed limit relay loses power.
  • the control logic of the second speed limit relay is: the air spring pressure is lower than 280 kPa and the speed is greater than 120 km/h, and the second speed limit relay is powered.
  • the air spring pressure is higher than 300 kPa or the speed is less than 115 km/h, and the second speed limit relay is de-energized.
  • train instability is divided into the following two cases:
  • the air spring pressure of the train is higher than 300 kPa and the speed is greater than 200 km/h, and the first speed limit relay is energized.
  • the bogie instability action relay sets the coil to be energized, and the bogie instability operation relay in the control loop is normally closed, and the destabilizing brake trigger relay is de-energized.
  • the equipment brake command relay is energized, the train 7 brake command line 67 is energized, and the train applies brake.
  • the bogie instability action relay When the train speed drops to 195km/h, the first speed limit relay loses power, the reset coil circuit is energized, the bogie instability action relay normally closed point is in the closed position, the unstable brake trigger relay is energized, and its normally closed point Disconnected, the on-board equipment brake command relay is de-energized, the brake command line 67 is de-energized, and the train brake is relieved. If the train speed drops to the speed limit value of 195km/h, the bogie instability detection device continues to output the instability signal. Due to the priority setting of the latching type relay, the bogie instability action relay sets the coil to be energized. The brake will continue to be output until the train speed is below 30km/h.
  • the air spring pressure of the train is lower than 280 kPa and the speed is greater than 120 km/h, and the second speed limit relay is energized.
  • the bogie instability action relay sets the coil to be energized, and the bogie instability operation relay in the control loop is normally closed, and the destabilizing brake trigger relay is de-energized.
  • the equipment brake command relay is energized, the train 7 brake command line 67 is energized, and the train applies brake.
  • the bogie instability action relay When the train speed drops to 115km/h, the second speed limit relay loses power, the reset coil circuit is energized, the bogie instability action relay normally closed point is in the closed position, the unstable brake trigger relay is energized, and its normally closed point Disconnected, the on-board equipment brake command relay is de-energized, the brake command line 67 is de-energized, and the train brake is relieved. If the train speed drops to a speed limit of 115km/h After that, the bogie instability detecting device continues to output the instability signal. Due to the priority setting of the latching type relay, the bogie instability action relay sets the coil to be energized, and the train will continue to output the brake until the train speed is lower than 30km/h.
  • a bicycle instability isolating switch is connected in parallel with the bogie instability action relay branch.
  • the steering is disabled by closing the bicycle deactivation isolating switch.
  • the frame is unstable and the relay is normally closed and short-circuited, and the set coil in the bogie instability relay is pressurized.
  • the unstable brake trigger relay is energized and the train brake is relieved.
  • a whole vehicle instability isolating switch is connected in parallel to the destabilizing brake triggering relay branch, and when the destabilizing braking triggering relay is abnormally de-energized, the closed vehicle instability isolating switch is closed. , the deceleration brake trigger relay is pressurized, and the train brake is relieved.
  • the circuit of the embodiment of the invention adopts closed-loop control, runs through the whole train, and sets a bogie instability output relay, a bogie instability operation relay and a speed limit selection relay for each car, and when the instability device detects abnormal vibration, the steering
  • the frame instability action relay is set, according to the current train air spring pressure and speed state, the corresponding speed limit selection relay action.
  • the bogie instability action relay normally closes the action of the closed-loop control circuit of the whole train, thereby controlling the de-energization of the deceleration brake trigger relay of the whole train, the brake is applied by the train, and the bicycle bogie is unstable after the train deceleration reaches the speed limit threshold.
  • the action relay is reset and the train brake is relieved.
  • the instability device incorrectly detects the instability of the bogie, the corresponding bicycle bicycle instability isolation switch can be operated to shield the fault and ensure the normal operation of the train.
  • the circuit of the embodiment of the invention adopts a hard wire to penetrate the whole train, collects the instability signal of each car, the air spring pressure and the speed state, outputs a hard line signal to control the train to apply the brake, and the hard line signal has strong anti-interference ability. High, can effectively avoid the snake movement of the bogie.
  • the circuit in the embodiment adopts a power-off braking mode, and has strong anti-interference ability; the parallel isolation switch in the circuit can shield the false detection of the instability detecting device, ensure the normal operation of the train, and has strong fault tolerance.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

一种基于转向架失稳检测装置的列车自动制动控制电路，每节车厢设有转向架失稳检测装置、转向架失稳输出继电器和转向架失稳动作继电器，通过贯通列车的制动控制回路，控制司机室中的失稳制动触发继电器和车载设备制动指令继电器动作。所述电路克服了仅依赖列车网络系统进行制动控制，存在受干扰及掉线风险的缺陷。

Description

基于转向架失稳检测装置的列车自动制动控制电路
本申请要求于2014年11月28日提交中国专利局、申请号为201410714204.1、发明名称为“基于转向架失稳检测装置的列车自动制动控制电路”以及要求于2014年11月28日提交中国专利局、申请号为201420740027.X、发明名称为“基于转向架失稳检测装置的列车自动制动控制电路”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本发明涉及电路设计领域，具体涉及一种基于转向架失稳检测装置的列车自动制动控制电路。
背景技术
目前动车组运行环境复杂多变，转向架失稳检测系统是保证列车安全运营关键系统之一。
目前技术条件下，列车转向架失稳检测装置检测到异常振动后，向列车网络系统输入故障信号，通过网络系统进行自动限速。
作为保证列车安全运营的关键系统，仅依赖于列车网络系统进行制动控制，存在受干扰及掉线的风险，因此有可能影响列车制动，从而导致转向架发生蛇形运动，给列车安全运营带来风险。
发明内容
针对现有技术的不足，本发明提供一种基于转向架失稳检测装置的列车自动制动控制电路，克服了现有技术中仅依赖于列车网络系统进行制动控制，存在受干扰及掉线的缺陷。
为实现上述目的，本发明通过以下技术方案予以实现：
一种基于转向架失稳检测装置的列车自动制动控制电路，每节车厢设有转向架失稳检测装置、转向架失稳输出继电器和转向架失稳动作继电器，通过贯通列车的制动控制回路，控制司机室中的失稳制动触发继电器和车载设备制动指令继电器动作；
所述转向架失稳输出继电器的常开点控制转向架失稳动作继电器；
当某车厢中的转向架失稳检测装置检测到列车异常振动后，所述转向架失稳输出继电器动作，触发所述转向架失稳动作继电器，所述转向架失稳动作继电器得电，控制回路中转向架失稳动作继电器常闭点断开，失稳制动触发继电器失电，车载设备制动指令继电器得电，列车施加制动。
其中，在所述转向架失稳动作继电器支路上并联第一继电器，当转向架失稳检测装置检测到列车异常振动后，转向架失稳输出继电器动作，触发转向架失稳动作继电器和第一继电器，所述第一继电器用于向列车网络系统输入失稳故障信号。
其中，所述转向架失稳动作继电器为闭锁型继电器，具有置位线圈和复位线圈，在所述转向架失稳动作继电器复位线圈控制电路中连接有限速选择继电器；限速选择继电器由制动控制器输出控制，所述制动控制器用于采集列车空簧压力和列车速度；所述限速选择继电器包括第一限速继电器和第二限速继电器。
当某车厢中的转向架失稳检测装置检测到列车异常振动后，转向架失稳输出继电器动作，触发所述转向架失稳动作继电器，所述转向架失稳动作继电器中的置位线圈得电，控制回路中转向架失稳动作继电器常闭点断开，失稳制动触发继电器失电，车载设备制动指令继电器得电，列车施加制动；
当所述空簧压力大于第一压力阈值且速度大于第一速度阈值时，第一限速继电器得电；当列车速度下降到第二速度阈值时，第一限速继电器失电，所述转向架失稳动作继电器中的复位线圈得电，控制回路中转向架失稳动作继电器常闭点闭合，失稳制动触发继电器得电，车载设备制动指令继电器失电，列车制动缓解；若列车速度下降到第二速度阈值时，转向架失稳检测装置仍持续输出失稳信号，根据所述转向架失稳动作继电器闭锁型继电器置位优先特性，转向架失稳动作继电器置位线圈得电，列车持续输出制动，直至列车速度低于第三速度阈值；
当所述空簧压力小于第二压力阈值且速度大于第四速度阈值时，第二限速继电器得电，当列车速度下降到第五速度阈值时，第二限速继电器失 电，所述转向架失稳动作继电器中的复位线圈得电，控制回路中转向架失稳动作继电器常闭点闭合，失稳制动触发继电器得电，车载设备制动指令继电器失电，列车制动缓解；若列车速度下降到第五速度阈值时，转向架失稳检测装置仍持续输出失稳信号，根据所述转向架失稳动作继电器闭锁型继电器置位优先特性，转向架失稳动作继电器置位线圈得电，列车持续输出制动，直至列车速度低于第三速度阈值。
其中，在所述转向架失稳动作继电器支路上并联一个单车失稳隔离开关，当某车厢转向架失稳检测装置故障时，通过闭合单车失稳隔离开关使得转向架失稳动作继电器常闭点短接及转向架失稳动作继电器中的复位线圈加压，失稳制动触发继电器得电，列车制动缓解。
其中，在所述失稳制动触发继电器支路上并联一个全车失稳隔离开关，当失稳制动触发继电器异常失电时，通过闭合全车失稳隔离开关，给失稳制动触发继电器加压，列车制动缓解。
其中，所述第一压力阈值为300kPa；所述第二压力阈值为280kPa。
其中，所述第一速度阈值为200km/h；所述第四速度阈值为120km/h。
其中，所述第二速度阈值为195km/h；所述第五速度阈值为115km/h。
其中，所述第三速度阈值为30km/h。
通过以上描述可知，本发明所述的基于转向架失稳检测装置的列车自动制动控制电路，采用硬线贯通全列车，通过采集每节车厢失稳信号并输出硬线信号控制列车施加制动，硬线信号抗干扰能力强可靠性高，可有效避免转向架发生蛇形运动。
附图说明
为了更清楚地说明本发明实施例或现有技术中的技术方案，下面将对实施例或现有技术描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图是本发明的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。
图1示出了本发明实施例提供的转向架失稳触发列车制动的闭环控制回路示意图；
图2示出了转向架失稳动作继电器控制原理示意图；
图3示出了限速选择继电器控制原理示意图。
具体实施方式
为使本发明实施例的目的、技术方案和优点更加清楚，下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整的描述，显然，所描述的实施例是本发明一部分实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有作出创造性劳动前提下所获得的所有其他实施例，都属于本发明保护的范围。
本发明实施例提供了一种基于转向架失稳检测装置的列车自动制动控制电路。控制电路采用闭环控制，每节车厢设有转向架失稳检测装置、转向架失稳输出继电器和转向架失稳动作继电器，通过贯通列车的制动控制回路，控制司机室中的失稳制动触发继电器和车载设备制动指令继电器动作；
所述转向架失稳输出继电器的常开点控制转向架失稳动作继电器；
当某车厢中的转向架失稳检测装置检测到列车异常振动后，所述转向架失稳输出继电器动作，触发所述转向架失稳动作继电器，所述转向架失稳动作继电器得电，控制回路中转向架失稳动作继电器常闭点断开，失稳制动触发继电器失电，车载设备制动指令继电器得电，列车施加制动。
本发明实施例所述的基于转向架失稳检测装置的列车自动制动控制电路，采用硬线贯通全列车，通过采集每节车厢失稳信号并输出硬线信号控制列车施加制动，硬线信号抗干扰能力强可靠性高，可有效避免转向架发生蛇形运动。
在本发明的一个优选实施例中，在所述转向架失稳动作继电器支路上并联第一继电器，当转向架失稳检测装置检测到列车异常振动后，转向架失稳输出继电器动作，触发转向架失稳动作继电器和第一继电器，所述第一继电器用于向列车网络系统输入失稳故障信号。
在本发明的一个优选实施例中，所述转向架失稳动作继电器为闭锁型继电器，具有置位线圈和复位线圈，在所述转向架失稳动作继电器复位线圈控制电路中连接有限速选择继电器；限速选择继电器由制动控制器输出 控制，所述制动控制器用于采集列车空簧压力和列车速度；所述限速选择继电器包括第一限速继电器和第二限速继电器；
当某车厢中的转向架失稳检测装置检测到列车异常振动后，转向架失稳输出继电器动作，触发所述转向架失稳动作继电器，所述转向架失稳动作继电器中的置位线圈得电，控制回路中转向架失稳动作继电器常闭点断开，失稳制动触发继电器失电，车载设备制动指令继电器得电，列车施加制动；
当所述空簧压力大于第一压力阈值且速度大于第一速度阈值时，第一限速继电器得电；当列车速度下降到第二速度阈值时，第一限速继电器失电，所述转向架失稳动作继电器中的复位线圈得电，控制回路中转向架失稳动作继电器常闭点闭合，失稳制动触发继电器得电，车载设备制动指令继电器失电，列车制动缓解；若列车速度下降到第二速度阈值时，转向架失稳检测装置仍持续输出失稳信号，根据所述转向架失稳动作继电器闭锁型继电器置位优先特性，转向架失稳动作继电器置位线圈得电，列车持续输出制动，直至列车速度低于第三速度阈值；
当所述空簧压力小于第二压力阈值且速度大于第四速度阈值时，第二限速继电器得电，当列车速度下降到第五速度阈值时，第二限速继电器失电，所述转向架失稳动作继电器中的复位线圈得电，控制回路中转向架失稳动作继电器常闭点闭合，失稳制动触发继电器得电，车载设备制动指令继电器失电，列车制动缓解；若列车速度下降到第五速度阈值时，转向架失稳检测装置仍持续输出失稳信号，根据所述转向架失稳动作继电器闭锁型继电器置位优先特性，转向架失稳动作继电器置位线圈得电，列车持续输出制动，直至列车速度低于第三速度阈值。
这里，转向架失稳动作继电器控制原理为：每节车厢设有一台转向架失稳检测装置，当检测到转向架异常振动后，转向架失稳输出继电器动作，其常开点控制第一继电器和转向架失稳动作继电器。第一继电器用于向列车网络系统输入失稳故障信息，转向架失稳动作继电器用于控制列车施加制动。转向架失稳动作继电器选用记忆功能闭锁型继电器，该继电器具有置位和复位两个线圈，当置位线圈获取一个电压脉冲后，置位线圈动作， 相应触点动作；当复位线圈获取一个电压脉冲后，复位线圈动作，相应触点复位。若置位线圈和复位线圈同时得电，此时继电器处于置位状态，可保证列车输出制动。
参见图1、图2和图3，图1示出了本发明实施例提供的转向架失稳触发列车制动的闭环控制回路示意图。图2示出了转向架失稳动作继电器控制原理图。图3示出了限速选择继电器控制原理示意图。其中，图中各符号的符号含义为：103控制电源：DC100V；BIDS：转向架失稳检测装置；BIDR：转向架失稳输出继电器；30SR：小于30km/h励磁；BIDR1：第一继电器，向列车网络输出转向架失稳信号；BIDR-D：转向架失稳动作继电器置位线圈；BIDR-R：转向架失稳动作继电器复位线圈；BCU：制动控制器；BIDR2：第一限速继电器(200km/h限速继电器)；BIDR3：第二限速继电器(120km/h限速继电器)；BIDR5：列车失稳制动触发继电器；BIDCOS：单车失稳隔离开关；ABIDCOS：全车失稳隔离开关；ATCBR：车载设备制动指令继电器；SBFBR：制动指令反馈信号；155R：列车制动力不足检测继电器；67：列车7级制动指令线；9：列车牵引有效指令线；CSR：恒速触发继电器。
综合考虑列车空簧内压理论计算与实际车重的偏差、轮重及轴重偏差、测量误差等因素，确定空簧压力低于280kPa作为压力异常的判定标准。当空簧压力低于280kPa时，在保证安全性指标满足要求并有一定安全余量，同时结合列车空簧失气限速120km/h的要求，确定列车发生失稳后须减速至120km/h运行。当空簧压力高于280kPa时，通过对抗蛇行减振器失效、横向减振器失效、踏面等效锥度变化对临界速度、平稳性指标、安全性指标影响分析，在保证安全性指标满足要求并有一定安全余量，确定列车发生失稳后须减速至200km/h运行。
基于上述描述，优选地，所述第一压力阈值为300kPa；所述第二压力阈值为280kPa。
基于上述描述，优选地，所述第一速度阈值为200km/h；所述第四速度阈值为120km/h。
其中，所述第二速度阈值为195km/h；所述第五速度阈值为115km/h。
其中，所述第三速度阈值为30km/h。
基于上面压力参数阈值和速度参数阈值，所述第一限速继电器控制逻辑为：空簧压力高于300kPa且速度大于200km/h，第一限速继电器得电。空簧压力低于280kPa或速度小于195km/h，第一限速继电器失电。
所述第二限速继电器控制逻辑为：空簧压力低于280kPa且速度大于120km/h，第二限速继电器得电。空簧压力高于300kPa或速度小于115km/h，第二限速继电器失电。
在实际中，列车失稳分以下两种情况：
第一、列车空簧压力正常
列车空簧压力高于300kPa且速度大于200km/h，第一限速继电器得电。转向架失稳装置检测到转向架异常振动后，转向架失稳动作继电器置位线圈得电，控制回路中转向架失稳动作继电器常闭点断开，失稳制动触发继电器失电，车载设备制动指令继电器得电，列车7级制动指令线67得电，列车施加制动。当列车速度下降到195km/h时，第一限速继电器失电，复位线圈电路得电，转向架失稳动作继电器常闭点处于闭合位，失稳制动触发继电器得电，其常闭点断开，车载设备制动指令继电器失电，制动指令线67失电，列车制动缓解。如果列车速度下降到限速值195km/h后，转向架失稳检测装置仍持续输出失稳信号，由于闭锁型继电器置位优先特性，转向架失稳动作继电器置位线圈得电，此时列车将持续输出制动，直到列车速度低于30km/h。
第二、列车空簧压力异常
列车空簧压力低于280kPa且速度大于120km/h，第二限速继电器得电。转向架失稳装置检测到转向架异常振动后，转向架失稳动作继电器置位线圈得电，控制回路中转向架失稳动作继电器常闭点断开，失稳制动触发继电器失电，车载设备制动指令继电器得电，列车7级制动指令线67得电，列车施加制动。当列车速度下降到115km/h时，第二限速继电器失电，复位线圈电路得电，转向架失稳动作继电器常闭点处于闭合位，失稳制动触发继电器得电，其常闭点断开，车载设备制动指令继电器失电，制动指令线67失电，列车制动缓解。如果列车速度下降到限速值115km/h 后，转向架失稳检测装置仍持续输出失稳信号，由于闭锁型继电器置位优先特性，转向架失稳动作继电器置位线圈得电，此时列车将持续输出制动，直到列车速度低于30km/h。
在本发明的一个优选实施例中，在所述转向架失稳动作继电器支路上并联一个单车失稳隔离开关，当某车厢转向架失稳检测装置故障时，通过闭合单车失稳隔离开关使得转向架失稳动作继电器常闭点短接及转向架失稳动作继电器中的置位线圈加压，失稳制动触发继电器得电，列车制动缓解。
在本发明的一个优选实施例中，在所述失稳制动触发继电器支路上并联一个全车失稳隔离开关，当失稳制动触发继电器异常失电时，通过闭合全车失稳隔离开关，给失稳制动触发继电器加压，列车制动缓解。
本发明实施例所述的电路采用闭环控制，贯通全列车，每节车厢设置转向架失稳输出继电器、转向架失稳动作继电器和限速选择继电器，当失稳装置检测到异常振动后，转向架失稳动作继电器置位，根据当前列车空簧压力及速度状态，相应限速选择继电器动作。转向架失稳动作继电器常闭点触发全列车闭环控制电路动作，从而控制全列车失稳制动触发继电器失电，列车施加制动，列车降速到限速临界值后，单车转向架失稳动作继电器复位，列车制动缓解。当失稳装置误检测转向架失稳后，可操作相应车厢单车失稳隔离开关，对故障进行屏蔽，保证列车正常运行。
本发明实施例所述的电路采用硬线贯通全列车，通过采集每节车厢失稳信号、空簧压力及速度状态，输出硬线信号控制列车施加制动，硬线信号抗干扰能力强可靠性高，可有效避免转向架发生蛇形运动。
另外，本实施例所述电路采用失电制动模式，抗干扰能力强；电路中并联隔离开关，可对失稳检测装置的误检测进行屏蔽，确保列车正常运营，容错性强。
以上实施例仅用于说明本发明的技术方案，而非对其限制；尽管参照前述实施例对本发明进行了详细的说明，本领域的普通技术人员应当理解：其依然可以对前述各实施例所记载的技术方案进行修改，或者对其中部分 技术特征进行等同替换；而这些修改或替换，并不使相应技术方案的本质脱离本发明各实施例技术方案的精神和范围。

Claims (9)

  1. 一种基于转向架失稳检测装置的列车自动制动控制电路，其特征在于，每节车厢设有转向架失稳检测装置、转向架失稳输出继电器和转向架失稳动作继电器，通过贯通列车的制动控制回路，控制司机室中的失稳制动触发继电器和车载设备制动指令继电器动作；
    所述转向架失稳输出继电器的常开点控制转向架失稳动作继电器；
    当某车厢中的转向架失稳检测装置检测到列车异常振动后，所述转向架失稳输出继电器动作，触发所述转向架失稳动作继电器，所述转向架失稳动作继电器得电，控制回路中转向架失稳动作继电器常闭点断开，失稳制动触发继电器失电，车载设备制动指令继电器得电，列车施加制动。
  2. 根据权利要求1所述的电路，其特征在于，在所述转向架失稳动作继电器支路上并联第一继电器，当转向架失稳检测装置检测到列车异常振动后，转向架失稳输出继电器动作，触发转向架失稳动作继电器和第一继电器，所述第一继电器用于向列车网络系统输入失稳故障信号。
  3. 根据权利要求1或2所述的电路，其特征在于，所述转向架失稳动作继电器为闭锁型继电器，具有置位线圈和复位线圈，在所述转向架失稳动作继电器复位线圈控制电路中连接有限速选择继电器；限速选择继电器由制动控制器输出控制，所述制动控制器用于采集列车空簧压力和列车速度；所述限速选择继电器包括第一限速继电器和第二限速继电器；
    当某车厢中的转向架失稳检测装置检测到列车异常振动后，转向架失稳输出继电器动作，触发所述转向架失稳动作继电器，所述转向架失稳动作继电器中的置位线圈得电，控制回路中转向架失稳动作继电器常闭点断开，失稳制动触发继电器失电，车载设备制动指令继电器得电，列车施加制动；
    当所述空簧压力大于第一压力阈值且速度大于第一速度阈值时，第一限速继电器得电；当列车速度下降到第二速度阈值时，第一限速继电器失电，所述转向架失稳动作继电器中的复位线圈得电，控制回路中转向架失稳动作继电器常闭点闭合，失稳制动触发继电器得电，车载设备制动指令 继电器失电，列车制动缓解；若列车速度下降到第二速度阈值时，转向架失稳检测装置仍持续输出失稳信号，根据所述转向架失稳动作继电器闭锁型继电器置位优先特性，转向架失稳动作继电器置位线圈得电，列车持续输出制动，直至列车速度低于第三速度阈值；
    当所述空簧压力小于第二压力阈值且速度大于第四速度阈值时，第二限速继电器得电，当列车速度下降到第五速度阈值时，第二限速继电器失电，所述转向架失稳动作继电器中的复位线圈得电，控制回路中转向架失稳动作继电器常闭点闭合，失稳制动触发继电器得电，车载设备制动指令继电器失电，列车制动缓解；若列车速度下降到第五速度阈值时，转向架失稳检测装置仍持续输出失稳信号，根据所述转向架失稳动作继电器闭锁型继电器置位优先特性，转向架失稳动作继电器置位线圈得电，列车持续输出制动，直至列车速度低于第三速度阈值。
  4. 根据权利要求3所述的电路，其特征在于，在所述转向架失稳动作继电器支路上并联一个单车失稳隔离开关，当某车厢转向架失稳检测装置故障时，通过闭合单车失稳隔离开关使得转向架失稳动作继电器常闭点短接及转向架失稳动作继电器中的复位线圈加压，失稳制动触发继电器得电，列车制动缓解。
  5. 根据权利要求3所述的电路，其特征在于，在所述失稳制动触发继电器支路上并联一个全车失稳隔离开关，当失稳制动触发继电器异常失电时，通过闭合全车失稳隔离开关，给失稳制动触发继电器加压，列车制动缓解。
  6. 根据权利要求3所述的电路，其特征在于，所述第一压力阈值为300kPa；所述第二压力阈值为280kPa。
  7. 根据权利要求3所述的电路，其特征在于，所述第一速度阈值为200km/h；所述第四速度阈值为120km/h。
  8. 根据权利要求3所述的电路，其特征在于，所述第二速度阈值为195km/h；所述第五速度阈值为115km/h。
  9. 根据权利要求3所述的电路，其特征在于，所述第三速度阈值为30km/h。
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