WO2017005214A1 - 一种动车组制动指令转换控制电路 - Google Patents

一种动车组制动指令转换控制电路 Download PDF

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Publication number
WO2017005214A1
WO2017005214A1 PCT/CN2016/089378 CN2016089378W WO2017005214A1 WO 2017005214 A1 WO2017005214 A1 WO 2017005214A1 CN 2016089378 W CN2016089378 W CN 2016089378W WO 2017005214 A1 WO2017005214 A1 WO 2017005214A1
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Prior art keywords
brake
relay
level
stage
train line
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PCT/CN2016/089378
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English (en)
French (fr)
Inventor
高琦
苏超
包佳健
陆宗彬
潘夏宁
梁汝军
成宏
薛娟
张潜
王明涛
曾要争
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中车南京浦镇车辆有限公司
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Publication of WO2017005214A1 publication Critical patent/WO2017005214A1/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
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • 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
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1701—Braking or traction control means specially adapted for particular types of vehicles
    • B60T8/1705—Braking or traction control means specially adapted for particular types of vehicles for rail vehicles

Definitions

  • the invention relates to an EMU brake command conversion control circuit, and belongs to the technical field of an EMU vehicle control circuit.
  • the brake system plays an important role in ensuring the normal operation of the train and ensuring passenger safety.
  • the diversification and redundancy of brake control commands is one of the important indicators for evaluating the safety of train orders.
  • the EMU must also set backup brake control through hard lines.
  • the hard-wire brake control command can be used as a backup in the case of the EMU network failure. It can also be used to rescue the brake command line during the rescue of different EMUs. It can also be used as a “gas command” conversion for the locomotive rescue EMU. It is the carrier of the "Electric Command”.
  • the braking command of the brake system of the EMU adopts the 7-stage braking mode (1 ⁇ 7-level braking), and the controller can directly output the 7-level braking command for network and hard-wire control.
  • the brake system of the Intercity EMU adopts the mature system used by the EMU, which guarantees both safety and reliability.
  • the operation organization mode of intercity trains is similar to urban rail transit, and its signal system and controller can adopt “stepless” adjustment on the output of the brake command.
  • the present invention discloses an EMU brake command switching control circuit, and the specific technical solutions are as follows:
  • An EMU brake command conversion control circuit includes a vehicle circuit interface, a brake command conversion device, a brake control device and a head vehicle coupler connector, and the vehicle circuit interface and the brake command conversion device are connected with 5
  • the signal command line is respectively used for outputting a traction effective command, a brake effective command, an ATO effective command, a locomotive rescue command, and an EMU rescue command to the brake command conversion device of the vehicle circuit interface,
  • the brake command conversion device is also connected with a 1-stage brake relay, a 2-stage brake relay, a 3-level brake relay, a 4-level brake relay, a 5-level brake relay, a 6-stage brake relay, and a 7-stage brake relay.
  • the first-stage brake relay, the 2-stage brake relay, the 3-level brake relay, the 4-level brake relay, the 5-level brake relay, the 6-stage brake relay, and the 7-stage brake relay respectively pass respective signal commands.
  • Wire connection brake command conversion device
  • the head vehicle coupler connector is connected with a first-level brake train line, a second-stage brake train line, a 3-level brake train line, a 4-level brake train line, a 5-level brake train line, and a 6-stage brake train line.
  • a first-level brake train line a second-stage brake train line
  • a 3-level brake train line a 4-level brake train line
  • a 5-level brake train line a 6-stage brake train line
  • Both the line and the 7th brake train line are connected to the brake control unit.
  • the first-level brake train line, the second-stage brake train line, the 3-level brake train line, the 4-level brake train line, the 5-level brake train line, the 6-stage brake train line, and the 7-stage brake train line Diodes are respectively provided, which are used to prevent reverse current from causing series current, the negative poles of all the diodes are connected to the brake control device, and the anodes of all the diodes are connected to the front car Coupler connector,
  • the first-level brake train line, the second-stage brake train line, the 3-level brake train line, the 4-level brake train line, the 5-level brake train line, the 6-stage brake train line, and the 7-stage brake train line The relay normally open contacts are respectively set and controlled by corresponding relays, and the relay normally open contacts are located between the head vehicle coupler connector and the corresponding rectifier diode.
  • the first-level brake relay normally open contact on the first-stage brake train line is controlled by a first-stage brake relay
  • the 2-level brake relay normally open contact on the 2-stage brake train line is subjected to Controlled by a 2-stage brake relay
  • the 3-level brake relay normally open contact on the 3-stage brake train line is controlled by a 3-stage brake relay
  • the 4-stage brake on the 4-stage brake train line The relay normally open contact is controlled by a 4-stage brake relay
  • the 5-level brake relay normally open contact on the 5-level brake train line is controlled by a 5-stage brake relay
  • the 6-stage brake train line The upper 6-level brake relay normally open contact is controlled by a 6-stage brake relay
  • the 7-level brake relay normally open contact on the 7-stage brake train line is controlled by the 7-stage brake relay.
  • the brake command conversion device is further connected with a network control system TCMS, and the brake command conversion device outputs a fault alarm signal to the network control system TCMS.
  • the brake command conversion device is further connected to the controller, and the controller outputs a handle brake command analog quantity to the brake command conversion device.
  • the brake command switching device is further connected to an ATO automatic controller that outputs an ATO brake command analog quantity to the brake command conversion device.
  • the 1st stage brake relay, the 2nd stage brake relay, the 3rd stage brake relay, the 4th stage brake relay, the 5th stage brake relay, the 6th stage brake relay and the 7th stage brake relay are independently controlled by the brake in sequence. Command the conversion unit and ground it.
  • the working principle of the invention is:
  • the invention classifies the 3 ⁇ 8V DC voltage outputted by the controller to be divided into 7 levels, corresponding to the brake of 1-7, and takes into account the error of 0.1V in the output of the controller potentiometer, in order to prevent the voltage from being in the system.
  • the dynamic level grading point fluctuates back and forth to cause a non-subjective change in braking level, which is solved by setting a hysteresis of ⁇ 0.1 V between the same brake application and mitigation.
  • the train sets the corresponding 1 to 7 brake relays. When each brake is activated, the corresponding relay is activated, the train line is output through the relay contact, and the command is sent to each brake control device to achieve hard-wire braking. Instruction backup.
  • the train can read the current brake command through the hard wire and apply the corresponding brake when the train cannot receive the brake command through the network.
  • the brake train line activated by the 1st to 7th brake command relays is connected to the head coupler connector. When the train is reconnected, the brake command line can transmit the brake command of the rescue vehicle to the rescued vehicle.
  • a signal can be output to the vehicle's network control system TCMS to inform the module of the failure and prompt the driver to take corresponding measures.
  • the invention classifies the 3 ⁇ 8V DC voltage outputted by the controller to be divided into 7 levels, corresponding to the 1st to 7th braking, in order to realize the backup of the hard line command, and also can match the mature brake system of the EMU. .
  • the control circuit for braking command conversion provided by the invention comprehensively considers the situation of hard line backup, EMU mutual rescue, locomotive rescue, automatic driving, etc., and improves the driving safety of the motor vehicle.
  • Figure 1 is a schematic diagram of a brake command replacement control circuit
  • Figure 2 is a characteristic diagram of the braking output voltage of the controller.
  • Fig. 3 is an explanatory diagram of a brake command control circuit command.
  • the present invention provides a brake command switching control circuit including a vehicle circuit interface, a brake command conversion device, a brake control device, and a head vehicle coupler connector.
  • the vehicle circuit interface and the brake command conversion device are connected with five signal command lines for respectively outputting the traction effective command, the brake effective command, the ATO effective command, the locomotive rescue to the brake command conversion device.
  • the command and the EMU rescue command, the brake command conversion device receives the corresponding traction effective command, the brake effective command, the ATO effective command, the locomotive rescue command, and the EMU rescue command.
  • the brake command conversion device is also connected with a 1-stage brake relay, a 2-stage brake relay, a 3-level brake relay, a 4-level brake relay, a 5-level brake relay, a 6-stage brake relay, and a 7-stage brake relay.
  • the first-stage brake relay, the 2-stage brake relay, the 3-level brake relay, the 4-level brake relay, the 5-level brake relay, the 6-stage brake relay, and the 7-stage brake relay respectively pass respective signal commands.
  • Line connection brake command conversion device 1 level brake relay, 2 level brake relay, 3 level brake relay, 4 level brake relay, 5 level brake relay, 6 level brake relay and 7 level brake relay
  • the voltage is graded into 7 levels for easy independent control.
  • the head vehicle coupler connector is connected with a first-level brake train line, a second-stage brake train line, a 3-level brake train line, a 4-level brake train line, a 5-level brake train line, and a 6-stage brake train line.
  • 7-level brake train line, the 1st-level brake train line, the 2-stage brake train line, the 3-level brake train line, the 4-level brake train line, the 5-level brake train line, and the 6-stage brake train Both the line and the 7th brake train line are connected to the brake control unit, the 1st brake train line, the 2nd brake train line, the 3rd brake train line, the 4th brake train line, and the 5th brake train line.
  • the 6th-level brake train line and the 7-stage brake train line respectively transmit corresponding level voltages and execute commands.
  • the first-level brake train line, the second-stage brake train line, the 3-level brake train line, the 4-level brake train line, the 5-level brake train line, the 6-stage brake train line, and the 7-stage brake train line Diodes are respectively provided, which are used to prevent reverse current from causing crosstalk, the negative poles of all the diodes are connected to the brake control device, and the anodes of all the diodes are connected to the head coupler connector,
  • the first-level brake train line, the second-stage brake train line, the 3-level brake train line, the 4-level brake train line, the 5-level brake train line, the 6-stage brake train line, and the 7-stage brake train line The relay normally open contacts are respectively set and controlled by corresponding relays, and the relay normally open contacts are located between the head vehicle coupler connector and the corresponding rectifier diode.
  • the first-level brake relay normally open contact on the first-stage brake train line is controlled by a first-stage brake relay
  • the 2-level brake relay normally open contact on the 2-stage brake train line is subjected to Controlled by a 2-stage brake relay
  • the 3-level brake relay normally open contact on the 3-stage brake train line is controlled by a 3-stage brake relay
  • the 4-stage brake on the 4-stage brake train line The relay normally open contact is controlled by a 4-stage brake relay
  • the 5-level brake relay normally open contact on the 5-level brake train line is controlled by a 5-stage brake relay
  • the 6-stage brake train line The upper 6-level brake relay normally open contact is controlled by a 6-stage brake relay
  • the 7-level brake relay normally open contact on the 7-stage brake train line is controlled by the 7-stage brake relay.
  • Level 1 brake relay normally open, 2 stage brake relay normally open, 3 stage brake relay normally open, 4 stage brake relay normally open, 5 stage brake relay normally open, 6 stage brake relay Normally open and 7-level brake relays are normally open Control of Class 1 brake train line, Class 2 brake train line, Class 3 brake train line, Class 4 brake train line, Class 5 brake train line, Class 6 brake train line and Class 7 brake train line Turn on the situation and achieve independent control.
  • the brake command conversion device is further connected with a network control system TCMS, and the brake command conversion device outputs a fault alarm signal to the network control system TCMS.
  • the fault alarm signal can be timely transmitted to the network control system TCMS to remind the driver to take corresponding measures.
  • the brake command conversion device is further connected to the controller, and the controller outputs a handle brake command analog quantity to the brake command conversion device.
  • the brake command switching device is further connected to an ATO automatic controller that outputs an ATO brake command analog quantity to the brake command conversion device. The output signals of the controller and the ATO automatic controller are processed by the brake command conversion device and then enter the actuator.
  • the 1st stage brake relay, the 2nd stage brake relay, the 3rd stage brake relay, the 4th stage brake relay, the 5th stage brake relay, the 6th stage brake relay and the 7th stage brake relay are connected in series and grounded. Grounding ensures the safety of Class 1 Brake Relay, Class 2 Brake Relay, Class 3 Brake Relay, Class 4 Brake Relay, Class 5 Brake Relay, Class 6 Brake Relay and Class 7 Brake Relay.
  • Figure 2 is the characteristic diagram of the brake output voltage of the controller. As can be seen from the figure, the output control brake command of the intercity train and the signal system is analog.
  • the 3 ⁇ 8V DC voltage output from the controller is graded into 7 levels, corresponding to 1 ⁇ 7 brakes (see Table 1 for details). And considering that there is a 0.1V error in the output of the controller potentiometer, in order to prevent the non-subjective braking level change caused by the fluctuation of the voltage at the braking level grading point, by setting ⁇ 0.1 between the same brake application and mitigation The hysteresis of V solves this problem (see Figure 3 for details).
  • the train sets the corresponding 1 ⁇ 7 brake command relay.
  • the corresponding relay is activated, the train line is output through the relay contact, and the command is sent to each brake control device to realize the hard line system.
  • Instruction Share When there is a problem with the network transmission, the train can read the current brake command through the hard wire and apply the corresponding brake when the train cannot receive the brake command through the network.
  • the brake train line activated by the 1st to 7th brake command relays is connected to the head coupler connector. When the train is reconnected, the brake command line can transmit the brake command of the rescue vehicle to the rescued vehicle.
  • TCMS vehicle's network control system
  • the present invention can also replace the ATO output analog quantity.
  • the technical means disclosed in the solution of the present invention is not limited to the technical means disclosed by the above technical means, and includes a technical solution composed of any combination of the above technical features.

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

Abstract

一种动车组制动指令转换控制电路，包括车辆电路接口、制动指令转换装置、制动控制装置和头车车钩连接器，车辆电路接口与制动指令转换装置之间连接有5根数据传输线，分别用于车辆电路接口向制动指令转换装置输出牵引有效命令、制动有效命令、ATO有效命令、机车救援命令和动车组救援命令，制动指令转换装置还连接1～7级制动继电器，1～7级制动继电器通过各自的数据传输线连接制动指令转换装置，头车车钩连接器连接出1～7级制动列车线，1～7级制动列车线连接到制动控制装置。本发明将司控器输出的3～8V DC电压进行分级,分成7个级别，分别对应1～7级制动，以便实现硬线指令的备份，同时也能和动车组成熟的制动系统相匹配。

Description

一种动车组制动指令转换控制电路 技术领域
本发明涉及一种动车组制动指令转换控制电路，属于动车组车辆控制电路技术领域。
背景技术
制动系统作为动车组关键系统之一，起到保障列车正常运营和保证乘客安全的重要作用。制动控制指令的多样化、冗余性是评价列车指令安全的重要指标之一。
由于网络技术的蓬勃发展，动车组正常的制动控制指令大多采用网络进行解析和传输，但是为了增加安全性和可靠性，除此之外，动车组还必须通过硬线设置备份的制动控制指令，硬线制动控制指令除了在动车组网络故障时作为备用，还可以在不同型号动车组救援时进行制动指令线的贯穿互救，也能作为机车救援动车组时“气指令”转化为“电指令”的载体。
动车组的制动系统的制动指令多采用7级制动方式(1～7级制动)，司控器可直接输出7级制动指令，用于网络和硬线控制。
城际动车组的制动系统采用动车组使用的成熟系统，无论是在安全性还是在可靠性上都有保障。但是城际动车的运营组织模式类似城市轨道交通，其信号系统及司控器在制动指令的输出上可能采用“无级”调节的方式。
发明内容
为了解决上述存在的问题，本发明公开了一种动车组制动指令转换控制电路，其具体技术方案如下：
一种动车组制动指令转换控制电路，包括车辆电路接口、制动指令转换装置、制动控制装置和头车车钩连接器，所述车辆电路接口与制动指令转换装置之间连接有5根信号指令线，分别用于车辆电路接口向制动指令转换装置输出牵引有效命令、制动有效命令、ATO有效命令、机车救援命令和动车组救援命令，
所述制动指令转换装置还连接1级制动继电器、2级制动继电器、3级制动继电器、4级制动继电器、5级制动继电器、6级制动继电器和7级制动继电器，所述1级制动继电器、2级制动继电器、3级制动继电器、4级制动继电器、5级制动继电器、6级制动继电器和7级制动继电器分别通过各自的信号指令线连接制动指令转换装置，
所述头车车钩连接器连接出1级制动列车线、2级制动列车线、3级制动列车线、4级制动列车线、5级制动列车线、6级制动列车线和7级制动列车线，所述1级制动列车线、2级制动列车线、3级制动列车线、4级制动列车线、5级制动列车线、6级制动列车线和7级制动列车线均连接到制动控制装置，
所述1级制动列车线、2级制动列车线、3级制动列车线、4级制动列车线、5级制动列车线、6级制动列车线和7级制动列车线分别设置有二极管，该二极管用于防止有反向电流导致串电，所述所有二极管的负极连接到制动控制装置，所有二极管的正极连接到头车 车钩连接器，
所述1级制动列车线、2级制动列车线、3级制动列车线、4级制动列车线、5级制动列车线、6级制动列车线和7级制动列车线分别设置有继电器常开触点，并受相应的继电器控制，所述继电器常开触点位于头车车钩连接器与对应的整流二极管之间，
所述所述1级制动列车线上的1级制动继电器常开触点受控于1级制动继电器，所述2级制动列车线上的2级制动继电器常开触点受控于2级制动继电器，所述3级制动列车线上的3级制动继电器常开触点受控于3级制动继电器，所述4级制动列车线上的4级制动继电器常开触点受控于4级制动继电器，所述5级制动列车线上的5级制动继电器常开触点受控于5级制动继电器，所述6级制动列车线上的6级制动继电器常开触点受控于6级制动继电器，所述7级制动列车线上的7级制动继电器常开触点受控于7级制动继电器。
所述制动指令转换装置还连接有网络控制系统TCMS，制动指令转换装置向网络控制系统TCMS输出故障报警信号。
所述制动指令转换装置还连接司控器，所述司控器向制动指令转换装置输出手柄制动命令模拟量。
所述制动指令转换装置还连接ATO自动控制器，所述ATO自动控制器向制动指令转换装置输出ATO制动指令模拟量。
所述1级制动继电器、2级制动继电器、3级制动继电器、4级制动继电器、5级制动继电器、6级制动继电器和7级制动继电器依次独立受控于制动指令转换装置并接地。
本发明的工作原理是：
本发明将司控器输出的3～8V DC电压进行分级,分成7个级别，分别对应1～7级制动，并且考虑到司控器电位器的输出存在0.1V的误差，为了防止电压在制动级别分级点来回波动造成非主观意图的制动级别变化，通过在同一制动施加和缓解之间设置±0.1V的回差解决该问题。列车设置相应的1～7级制动继电器，当每一级制动激活时，激活相应的继电器，通过继电器触点输出列车线,把指令送到各个制动控制装置，实现硬线的制动指令备份。当网络传输出现问题，列车无法通过网络接收制动指令时可以通过硬线读取当前的制动指令，施加相应的制动。1～7级制动指令继电器激活的制动列车线连接到头部车钩连接器上，当列车重联救援时，可通过制动列车线将救援车的制动指令传输到被救援车上。
当制动指令转换模块发生故障时，可输出一个信号到车辆的网络控制系统TCMS，告知该模块发生故障，提示司机采取相应措施。
本发明的有益效果是：
本发明将司控器输出的3～8V DC电压进行分级,分成7个级别，分别对应1～7级制动，以便实现硬线指令的备份，同时也能和动车组成熟的制动系统相匹配。
本发明提供的制动指令转换的控制电路，综合考虑了硬线备份、动车组互救、机车救援、自动驾驶等情况，提高动车的行驶安全性。
附图说明
图1是制动指令装换控制电路示意图，
图2是司控器制动输出电压特性图，
图3是制动指令控制电路指令解析图。
具体实施方式
下面结合附图和具体实施方式，进一步阐明本发明。应理解下述具体实施方式仅用于说明本发明而不用于限制本发明的范围。
图1是制动指令装换控制电路示意图，结合附图可见，本一种动车组制动指令转换控制电路，包括车辆电路接口、制动指令转换装置、制动控制装置和头车车钩连接器，所述车辆电路接口与制动指令转换装置之间连接有5根信号指令线，分别用于车辆电路接口向制动指令转换装置输出牵引有效命令、制动有效命令、ATO有效命令、机车救援命令和动车组救援命令，制动指令转换装置接收相应的牵引有效命令、制动有效命令、ATO有效命令、机车救援命令和动车组救援命令。
所述制动指令转换装置还连接1级制动继电器、2级制动继电器、3级制动继电器、4级制动继电器、5级制动继电器、6级制动继电器和7级制动继电器，所述1级制动继电器、2级制动继电器、3级制动继电器、4级制动继电器、5级制动继电器、6级制动继电器和7级制动继电器分别通过各自的信号指令线连接制动指令转换装置，1级制动继电器、2级制动继电器、3级制动继电器、4级制动继电器、5级制动继电器、6级制动继电器和7级制动继电器能够将电压分级成7级，便于分别独立控制。
所述头车车钩连接器连接出1级制动列车线、2级制动列车线、3级制动列车线、4级制动列车线、5级制动列车线、6级制动列车线和7级制动列车线，所述1级制动列车线、2级制动列车线、3级制动列车线、4级制动列车线、5级制动列车线、6级制动列车线和7级制动列车线均连接到制动控制装置，1级制动列车线、2级制动列车线、3级制动列车线、4级制动列车线、5级制动列车线、6级制动列车线和7级制动列车线分别传输相应的级别电压和执行命令。
所述1级制动列车线、2级制动列车线、3级制动列车线、4级制动列车线、5级制动列车线、6级制动列车线和7级制动列车线分别设置有二极管，该二极管用于防止有反向电流导致串电，所述所有二极管的负极连接到制动控制装置，所有二极管的正极连接到头车车钩连接器，
所述1级制动列车线、2级制动列车线、3级制动列车线、4级制动列车线、5级制动列车线、6级制动列车线和7级制动列车线分别设置有继电器常开触点，并受相应的继电器控制，所述继电器常开触点位于头车车钩连接器与对应的整流二极管之间，
所述所述1级制动列车线上的1级制动继电器常开触点受控于1级制动继电器，所述2级制动列车线上的2级制动继电器常开触点受控于2级制动继电器，所述3级制动列车线上的3级制动继电器常开触点受控于3级制动继电器，所述4级制动列车线上的4级制动继电器常开触点受控于4级制动继电器，所述5级制动列车线上的5级制动继电器常开触点受控于5级制动继电器，所述6级制动列车线上的6级制动继电器常开触点受控于6级制动继电器，所述7级制动列车线上的7级制动继电器常开触点受控于7级制动继电器。1级制动继电器常开触、2级制动继电器常开触、3级制动继电器常开触、4级制动继电器常开触、5级制动继电器常开触、6级制动继电器常开触和7级制动继电器常开触分别 控制1级制动列车线、2级制动列车线、3级制动列车线、4级制动列车线、5级制动列车线、6级制动列车线和7级制动列车线的接通情况，实现分别独立控制。
所述制动指令转换装置还连接有网络控制系统TCMS，制动指令转换装置向网络控制系统TCMS输出故障报警信号。当制动指令转换装置发生故障时，能及时传递故障报警信号给网络控制系统TCMS，提醒驾驶员采取相应措施。
所述制动指令转换装置还连接司控器，所述司控器向制动指令转换装置输出手柄制动命令模拟量。所述制动指令转换装置还连接ATO自动控制器，所述ATO自动控制器向制动指令转换装置输出ATO制动指令模拟量。司控器和ATO自动控制器的输出信号均经过制动指令转换装置处理，然后进入执行机构。
所述1级制动继电器、2级制动继电器、3级制动继电器、4级制动继电器、5级制动继电器、6级制动继电器和7级制动继电器依次串联并接地。接地确保1级制动继电器、2级制动继电器、3级制动继电器、4级制动继电器、5级制动继电器、6级制动继电器和7级制动继电器的使用安全。
下面具体举例说明本发明：
图2是司控器制动输出电压特性图，由图可见，城际动车组司控器和信号系统输出制动控制指令为模拟量，其中：
零位电压    3±0.1V DC
制动最大位  8±0.1V DC
零位和制动最大位之间为线性输出，零位到制动最大位分别对应0～100％制动力。
将司控器输出的3～8V DC电压进行分级,分成7个级别，分别对应1～7级制动(具体参见表1)。并且考虑到司控器电位器的输出存在0.1V的误差，为了防止电压在制动级别分级点来回波动造成非主观意图的制动级别变化，通过在同一制动施加和缓解之间设置±0.1V的回差解决该问题(具体参见图3)。
Figure PCTCN2016089378-appb-000001
表1：制动指令控制电路输入输出特性
列车设置相应的1～7级制动指令继电器，当每一级制动激活时，激活相应的继电器，通过继电器触点输出列车线,把指令送到各个制动控制装置，实现硬线的制动指令备 份。当网络传输出现问题，列车无法通过网络接收制动指令时可以通过硬线读取当前的制动指令，施加相应的制动。1～7级制动指令继电器激活的制动列车线连接到头部车钩连接器上，当列车重联救援时，可通过制动列车线将救援车的制动指令传输到被救援车上。
当制动指令转换模块发生故障时，可输出一个信号到车辆的网络控制系统(TCMS)，告知该模块发生故障，提示司机采取相应措施。
本发明除了对司控器制动指令转换外，还可以对ATO输出模拟量进行装换。
本发明方案所公开的技术手段不仅限于上述技术手段所公开的技术手段，还包括由以上技术特征任意组合所组成的技术方案。
以上述依据本发明的理想实施例为启示，通过上述的说明内容，相关工作人员完全可以在不偏离本项发明技术思想的范围内，进行多样的变更以及修改。本项发明的技术性范围并不局限于说明书上的内容，必须要根据权利要求范围来确定其技术性范围。

Claims (5)

  1. 一种动车组制动指令转换控制电路，其特征是包括车辆电路接口、用于指令转换的制动指令转换装置、用于指令执行的制动控制装置和头车车钩连接器，所述车辆电路接口与制动指令转换装置之间连接有5根信号指令线，分别用于车辆电路接口向制动指令转换装置输出牵引有效命令、制动有效命令、ATO有效命令、机车救援命令和动车组救援命令，
    所述制动指令转换装置还连接1级制动继电器、2级制动继电器、3级制动继电器、4级制动继电器、5级制动继电器、6级制动继电器和7级制动继电器，所述1级制动继电器、2级制动继电器、3级制动继电器、4级制动继电器、5级制动继电器、6级制动继电器和7级制动继电器分别通过各自的信号指令线接制动指令转换装置，
    所述头车车钩连接器连接出1级制动列车线、2级制动列车线、3级制动列车线、4级制动列车线、5级制动列车线、6级制动列车线和7级制动列车线，所述1级制动列车线、2级制动列车线、3级制动列车线、4级制动列车线、5级制动列车线、6级制动列车线和7级制动列车线均连接到制动控制装置，
    所述1级制动列车线、2级制动列车线、3级制动列车线、4级制动列车线、5级制动列车线、6级制动列车线和7级制动列车线分别设置有二极管，该二极管用于防止有反向电流导致串电，所述所有二极管的负极连接到制动控制装置，所有二极管的正极连接到头车车钩连接器，
    所述1级制动列车线、2级制动列车线、3级制动列车线、4级制动列车线、5级制动列车线、6级制动列车线和7级制动列车线分别设置有继电器常开触点，该继电器常开触点分别受相应的继电器控制，所述继电器常开触点位于头车车钩连接器与对应的整流二极管之间，
    所述1级制动列车线上的1级制动继电器常开触点受控于1级制动继电器，所述2级制动列车线上的2级制动继电器常开触点受控于2级制动继电器，所述3级制动列车线上的3级制动继电器常开触点受控于3级制动继电器，所述4级制动列车线上的4级制动继电器常开触点受控于4级制动继电器，所述5级制动列车线上的5级制动继电器常开触点受控于5级制动继电器，所述6级制动列车线上的6级制动继电器常开触点受控于6级制动继电器，所述7级制动列车线上的7级制动继电器常开触点受控于7级制动继电器。
  2. 根据权利要求1所述的一种动车组制动指令转换控制电路，其特征是所述制动指令转换装置还连接有网络控制系统TCMS，制动指令转换装置向网络控制系统TCMS输出故障报警信号。
  3. 根据权利要求2所述的一种动车组制动指令转换控制电路，其特征是所述制动指令转换装置还连接司控器，所述司控器向制动指令转换装置输出手柄制动命令模拟量。
  4. 根据权利要求3所述的一种动车组制动指令转换控制电路，其特征是所述制动指令转换装置还连接ATO自动控制器，所述ATO自动控制器向制动指令转换装置输出ATO制动指令模拟量。
  5. 根据权利要求4所述的一种动车组制动指令转换控制电路，其特征是所述1级制动继电器、2级制动继电器、3级制动继电器、4级制动继电器、5级制动继电器、6级制动继电器和7级制动继电器依次独立受控于制动指令转换装置并接地。
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