WO2019119497A1 - 一种列车备用制动控制系统及方法 - Google Patents

一种列车备用制动控制系统及方法 Download PDF

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Publication number
WO2019119497A1
WO2019119497A1 PCT/CN2017/119207 CN2017119207W WO2019119497A1 WO 2019119497 A1 WO2019119497 A1 WO 2019119497A1 CN 2017119207 W CN2017119207 W CN 2017119207W WO 2019119497 A1 WO2019119497 A1 WO 2019119497A1
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WIPO (PCT)
Prior art keywords
brake
pressure
train
brake control
input end
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Application number
PCT/CN2017/119207
Other languages
English (en)
French (fr)
Inventor
刘长青
乔峰
郑恒亮
Original Assignee
中车长春轨道客车股份有限公司
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Application filed by 中车长春轨道客车股份有限公司 filed Critical 中车长春轨道客车股份有限公司
Priority to EP17935714.0A priority Critical patent/EP3636503A4/en
Publication of WO2019119497A1 publication Critical patent/WO2019119497A1/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
    • 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
    • B60T13/10—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 fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/68—Electrical control in fluid-pressure brake systems by electrically-controlled valves
    • B60T13/683—Electrical control in fluid-pressure brake systems by electrically-controlled valves in pneumatic systems or parts thereof
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
    • B61H11/00—Applications or arrangements of braking or retarding apparatus not otherwise provided for; Combinations of apparatus of different kinds or types
    • B61H11/06—Applications or arrangements of braking or retarding apparatus not otherwise provided for; Combinations of apparatus of different kinds or types of hydrostatic, hydrodynamic, or aerodynamic brakes
    • B61H11/10—Aerodynamic brakes with control flaps, e.g. spoilers, attached to the vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—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 fluid assistance, drive, or release
    • B60T13/24—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 fluid assistance, drive, or release the fluid being gaseous
    • B60T13/26—Compressed-air systems
    • 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
    • B60T13/10—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 fluid assistance, drive, or release
    • B60T13/24—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 fluid assistance, drive, or release the fluid being gaseous
    • B60T13/26—Compressed-air systems
    • B60T13/36—Compressed-air systems direct, i.e. brakes applied directly by compressed air
    • 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
    • B60T13/10—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 fluid assistance, drive, or release
    • B60T13/24—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 fluid assistance, drive, or release the fluid being gaseous
    • B60T13/26—Compressed-air systems
    • B60T13/36—Compressed-air systems direct, i.e. brakes applied directly by compressed air
    • B60T13/365—Compressed-air systems direct, i.e. brakes applied directly by compressed air for railway vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—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 fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • 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
    • B60T13/10—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 fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/665—Electrical control in fluid-pressure brake systems the systems being specially adapted for transferring two or more command signals, e.g. railway systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T15/00—Construction arrangement, or operation of valves incorporated in power brake systems and not covered by groups B60T11/00 or B60T13/00
    • B60T15/02—Application and release valves
    • B60T15/021—Railway control or brake valves
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T15/00—Construction arrangement, or operation of valves incorporated in power brake systems and not covered by groups B60T11/00 or B60T13/00
    • B60T15/02—Application and release valves
    • B60T15/04—Driver's valves
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T15/00—Construction arrangement, or operation of valves incorporated in power brake systems and not covered by groups B60T11/00 or B60T13/00
    • B60T15/02—Application and release valves
    • B60T15/04—Driver's valves
    • B60T15/048—Controlling pressure brakes of railway vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/18—Safety devices; Monitoring
    • B60T17/22—Devices for monitoring or checking brake systems; Signal devices
    • B60T17/228—Devices for monitoring or checking brake systems; Signal devices for railway vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
    • B61H11/00—Applications or arrangements of braking or retarding apparatus not otherwise provided for; Combinations of apparatus of different kinds or types
    • B61H11/14—Combinations of different types of brakes, e.g. brake blocks acting on wheel-rim combined with disc brakes

Definitions

  • the present application relates to the field of train brake control technology, and in particular, to a train backup brake control system and method.
  • the existing standby air brake system can activate the standby air brake system by operating a certain device only when the train is parked, that is, at a standstill state, that is, when the driver needs to use the standby brake or perform the standby brake test, Parking is stopped first and then related operations are performed. The operation is complicated and the preconditions are high. These factors all reduce the availability of the standby brake.
  • the traditional gas brake control handle in the standby air brake system can only send a small flow of brake pressure to the train brake pipe, which will greatly reduce the braking performance of the train, and the actual use effect is not it is good.
  • the purpose of the present application is to provide a train backup brake control system that can be activated without a train stop, can be switched with a conventional direct current control system at any time, and fully utilizes the functional characteristics of the relay valve to finally brake the train.
  • a large flow of brake pressure is generated under the tube, so that the entire train can achieve the brake control performance under the control of the direct current control system even under the standby brake control system, providing passengers with higher safety. Sex and reliability.
  • Another object of the present application is to provide a train backup brake control method applied to the train backup brake control system described above.
  • the present application provides a train backup brake control system, the system comprising:
  • the gas brake control handle comprises a first wind source input end, an emergency brake end, a switch control pressure output end, a brake control pressure output end and a first pressure release end;
  • a relay valve comprising a second wind source input end, a brake pipe pressure output end, a switch control pressure input end, a brake control pressure input end, and a second pressure release end;
  • the first wind source input end is connected to the train total air cylinder tube and the second wind source input end; the emergency brake end and the brake pipe pressure output end and the train brake pipe Connected to each other; the switch control pressure output end is connected to the switch control pressure input end through a control line, and a control device is disposed on the control line; the brake control pressure output end and the brake control pressure The input ends are connected; the first pressure release end and the second pressure release end are both in communication with the atmosphere;
  • the gas brake control handle is configured to issue a correspondingly-sized brake control pressure according to a different brake position of the gas brake control handle;
  • the relay valve is configured to adjust a brake pipe pressure outputted by the brake pipe pressure output end to the control device when the switch control pressure output end is electrically connected to the switch control pressure input end.
  • the brake control pressure input to the brake control pressure input end is consistent, and the flow rate of the brake pipe pressure output end is greater than the flow rate of the brake control pressure input end.
  • a first bypass is disposed on the gas line connecting the brake control pressure output end and the brake control pressure input end, and the first bypass is arranged with a first volume of wind along the gas flow direction. Cylinder and gas pressure gauge.
  • a second bypass is disposed on the gas line connecting the brake control pressure output end and the brake control pressure input end, and the second bypass is provided with a second bypass for detecting whether there is a brake control pressure. Pressure detecting device.
  • the relay valve is further provided with an auxiliary pressure adjusting end, and the gas line connected to the auxiliary pressure adjusting end is sequentially provided with a second volume air cylinder and a third volume air cylinder.
  • control device comprises a manual control valve and an electric control valve disposed in parallel with the manual control valve.
  • the manual control valve includes an output end B1 and an input end B3, and the electric control valve includes a first input end A1, a second input end A2, and an output end A3; the second input end A2 and the input end B3 is connected to the switch control pressure output end; the output end B1 is connected to the first input end A1; the output end A3 is connected to the switch control pressure input end;
  • the present application further provides a train backup brake control method, which is applied to a train backup brake control system as described above, the method comprising:
  • the brake pipe pressure outputted by the relay valve is adjusted according to the brake control pressure, and the adjusted brake pipe pressure is obtained according to the brake control pressure, and includes:
  • the second wind source input end is connected to the brake pipe pressure output end to increase the actual output brake pipe pressure until the actual output brake pipe The pressure is consistent with the actual input brake control pressure
  • the brake pipe pressure output end is electrically connected to the second pressure release end to reduce the actual output brake pipe pressure until the actual output brake is applied.
  • the tube pressure is consistent with the actual input brake control pressure.
  • the method further includes:
  • a traction motor lockout command is sent to the train traction system.
  • the method further includes:
  • the electric control valve failure warning is fed back through the preset path, so that the train manager activates the train backup brake control system by using the manual control valve after receiving the electric control valve failure warning.
  • the train backup brake control system provided by the present application can be activated without the need of train parking, can be switched with the conventional direct current control system at any time, and fully utilizes the functional characteristics of the relay valve so that the train can be finally made.
  • the damper delivers a large flow of brake pressure, so that the entire group of trains can achieve the brake control performance under the control of the direct current control system even under the standby brake control system, providing passengers with a higher Safety and reliability.
  • the present application also provides a train backup brake control method applied to the train backup brake control system described above, which has the above-mentioned beneficial effects, and details are not described herein again.
  • FIG. 1 is a schematic structural diagram of a train backup brake control system according to an embodiment of the present application.
  • FIG. 2 is a flowchart of a method for controlling a train standby brake according to an embodiment of the present application.
  • the core of the application is to provide a train backup brake control system and method, which can be activated without the need of train parking, can be switched with the conventional direct current control system at any time, and fully utilizes the functional characteristics of the relay valve so that the train can finally be
  • the brake pipe sends a large flow of brake pressure, so that the entire group of trains can achieve the brake control performance under the control of the direct current control system even under the standby brake control system, providing passengers with higher Safety and reliability.
  • FIG. 1 is a schematic structural diagram of a train backup brake control system according to an embodiment of the present application.
  • train total cylinder tube for the compressed air required for gas braking in a train containing an air brake system and a train brake tube for controlling train braking and mitigation according to the actual needs of train braking and mitigation. Both are well known to those skilled in the art and will not be described again here.
  • the gas brake control handle 10 includes a first wind source input end 11, an emergency brake end 12, a switch control pressure output end 13, a brake control pressure output end 14 and a first pressure release end 15;
  • the relay valve 20 includes a second wind source input end 21, a brake pipe pressure output end 22, a switch control pressure input end 23, a brake control pressure input end 24, and a second pressure release end 25;
  • the first wind source input end 11 is connected to the train total air cylinder tube and the second wind source input end 21;
  • the emergency brake end 12 is connected to the brake pipe pressure output end 22 and the train brake pipe;
  • the switch control pressure output end 13 is connected to the switch control pressure input end 23 via a control line, and a control device 30 is disposed on the control line;
  • the brake control pressure output end 14 is connected to the brake control pressure input end 24;
  • the first pressure release end 15 and the second The pressure release ends 25 are all in communication with the atmosphere;
  • the gas brake control handle 10, the relay valve 20, the train total air cylinder tube, and the train brake pipe have the above-described connection relationship, wherein the gas brake control handle 10 is used to control the handle according to the gas brake.
  • the brake control pressure of the corresponding size is issued by the different brake gear positions; and the relay valve 20 is used when the control device 30 turns on the switch control pressure output terminal 13 and the switch control pressure input terminal 23,
  • the brake pipe pressure outputted by the brake pipe pressure output end 22 is adjusted to coincide with the brake control pressure input by the brake control pressure input terminal 24, and the flow rate of the brake pipe pressure output end 22 is greater than the brake control pressure input terminal 24. flow.
  • the gas brake control handle 10 combines the wind source pressure input through the first wind source input end 11 with the brake gear position in which it is located, and finally passes the brake control pressure output end 14 to the relay valve 20 .
  • the control pressure input terminal 24 inputs the brake control pressure.
  • the brake pressure output terminal is 14 is electrically connected to the first wind source input end 11 to increase the actual output brake control pressure until the brake control pressure matching the brake level is obtained to disconnect the first wind source input end 11;
  • the brake pressure output terminal 14 and the first pressure release end 15 are turned on to reduce the actual output brake control pressure until the brake control pressure is obtained.
  • the brake control pressure that matches the magnitude of the brake level is disconnected from the first pressure release end 15.
  • the control device 30 is configured to control whether the switch control pressure outputted by the switch control pressure output terminal 13 is successfully passed through the switch control pressure input terminal 23 to activate the relay valve 20 by switching on and off.
  • the control device 30 and how the switch controls the pressure has a variety of manifestations of its switching control function.
  • a pneumatic piston valve can be disposed at the junction of the relay valve 20 and the switch control pressure input terminal.
  • the size of the air pressure activates other functions to implement the structure.
  • the switch control function can also be implemented in other similar or similar manners, which is not specifically limited herein, and can be flexibly selected according to actual conditions.
  • the electric control valve 32 includes a first input end A1, a second input end A2 and an output end A3; the second input end A2 and the input end B3 are connected to the switch control pressure output end 13, and the output end B1 is connected to the first input end A1;
  • A3 communication switch controls the pressure input terminal 23;
  • the train power supply is normal, and when the normal direct current control system is in the normal working state, that is, when the electric control valve 32 is energized, the first input terminal A2 and the second output terminal A3 are turned on, and the first input terminal A1 is The second output terminal A3 is cut off.
  • the electric control 32 has made the train standby brake control provided by the present application under the premise of shielding the function of the manual control valve 31.
  • the system is in an active state, that is, the train has two sets of brake control systems at the same time, and any one of them can control the braking and mitigation of the train.
  • the electric control valve (32) When the electric control valve (32) is de-energized, the first input end A2 and the second output end A3 are turned off, and the first input end A1 and the second output end A3 are turned on, and only It is necessary to make the input terminal B3 and the output terminal B1 conductive, that is, in this case, only the train management personnel need to manually adjust the connection relationship of the manual control valve 31, and the train backup brake control system can also be activated.
  • the switch control pressure through which the resistance flows is passed to the switch control pressure input terminal 23.
  • One of the judging processes is as follows: determining whether the electric control valve 32 is in a normal working state;
  • the electric control valve failure warning is fed back through the preset path so that the train manager activates the train backup brake control system by using the manual control valve 31 after receiving the electric control valve failure warning.
  • the manual control valve 31 may be a ball valve
  • the electric control valve 32 may be a solenoid valve.
  • other components capable of realizing the above functions may be used, and are not specifically limited herein.
  • a first bypass and a second bypass may be respectively disposed on the gas lines connecting the brake control pressure output terminal 14 and the brake control pressure input terminal 14 respectively.
  • the first bypass is provided with a first volume air cylinder 41 and a gas pressure gauge 42 in the gas flow direction
  • the second bypass is provided with a pressure detecting device 43 for detecting whether or not there is a brake control pressure.
  • the means provided on the first bypass are such that the target brake control pressure in the target brake position can be seen in the driver's cab in real time, and the first volume air cylinder 41 serves as a buffer.
  • the emergency braking end 12 provided on the gas brake control handle 10 is used when the train needs to perform emergency braking.
  • the first wind source input end 11 and the emergency braking end 12 are required.
  • the train brake cylinder pressure will also increase rapidly, which realizes the emergency braking of the train.
  • the brake control pressure outputted from the brake control pressure output terminal 14 will also change to zero, with the relay valve 20 acting.
  • the adjustment function will adjust the brake pipe pressure outputted from the brake pipe pressure output end 22 to zero after a certain time, so the first wind source input end 11 and the emergency are directly applied to the gas brake control handle 10.
  • the brake end 12 is turned on.
  • the emergency braking end 12 can also perform a check function between the brake pipe pressure and the brake control pressure, that is, the first wind source input end 11 and the emergency brake at this time.
  • the end 12 is cut off, and the brake pipe pressure obtained by the relay valve 20 is fed back from the emergency brake end 12, and only needs to be compared with the brake control pressure outputted from the brake control pressure output terminal 14, Normally, it should be consistent. If it is inconsistent, it indicates that there is a fault or the corresponding adjustment is made according to the corresponding relationship.
  • the present application utilizes the relay valve 20 to realize The small flow brake control pressure finally outputs the large flow brake pipe pressure.
  • the brake control pressure is the same as the brake pipe pressure, and the gas pipe diameter for conveying the brake pipe pressure is obvious. Greater than the diameter of the gas line that delivers the brake control pressure.
  • the relay valve 20 may further be provided with an auxiliary pressure adjusting end 26, and the gas line connected to the auxiliary pressure adjusting end 26 is sequentially provided with a second volume air cylinder 261 and a third volume air cylinder 262.
  • the two volume air cylinders provided here generally have different volumes, and their functions are mainly for expanding the amount of gas that can be accommodated in the relay valve 20, and can realize the bidirectional flow of the gas to the relay valve 20.
  • the train standby brake control system provided by the embodiment of the present application can be activated without the need of train parking, can be switched with the conventional direct current control system at any time, and fully utilizes the functional characteristics of the relay valve to finally make It can send a large flow of brake pressure to the train brake pipe, so that the entire grouped train can realize the brake control performance under the control of the direct current control system even under the standby brake control system, providing passengers with Higher security and reliability.
  • FIG. 2 is a flowchart of a method for controlling a train standby brake according to an embodiment of the present application.
  • This embodiment is intended to explain how the train backup brake control method provided in the previous embodiment can be specifically operated to achieve the corresponding function. Since the train backup brake system shown in FIG. 1 also uses the same noun, the same part can be used. Refer to the relevant part of the previous embodiment, and details are not described herein again.
  • S102 adjusting the brake pipe pressure of the output by the relay valve according to the brake control pressure, and obtaining the adjusted brake pipe pressure that is consistent with the brake control pressure;
  • This step includes the following adjustment method:
  • the second wind source input end 21 and the brake pipe pressure output end 22 are turned on to increase the actual output brake pipe pressure until the actual output system
  • the kinetic tube pressure is consistent with the actual input brake control pressure
  • the brake pipe pressure output end 22 and the second pressure release end 25 are turned on to lower the actual output brake pipe pressure until the actual output brake is applied.
  • the tube pressure is consistent with the actual input brake control pressure.
  • S103 Simultaneously transmit the adjusted brake pipe pressure to the emergency brake end of the gas brake handle and the train brake pipe to reduce the brake pipe at the maximum speed by using the emergency brake end when emergency braking is required Pressure and control of the brakes on the train.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Braking Systems And Boosters (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

一种列车备用制动控制系统，包括：列车总风缸管、列车制动管、气体制动控制手柄（10）以及中继阀（20）。该列车备用制动控制系统可随时与常规的直通电控制动系统进行切换，且充分利用中继阀（20）的功能特性使得最终能够向列车制动管下发较大流量的制动压力，使得整个编组的列车即使在备用制动控制系统下也能实现在直通电控制动系统控制下的制动控制性能，为乘客提供了更高的安全性和可靠性。同时公开了一种应用于上述列车备用制动控制系统的列车备用制动控制方法，具有上述有益效果。

Description

一种列车备用制动控制系统及方法
本申请要求于2017年12月20日提交中国专利局、申请号为201711384566.9、发明名称为“一种列车备用制动控制系统及方法”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
本申请涉及列车制动控制技术领域，特别涉及一种列车备用制动控制系统及方法。
背景技术
目前，高速轨道列车上制动系统主要有两种类型，即直通电控制动系统和自动式空气制动系统，其中欧洲以自动式空气制动系统为主，日本则主要为直通电空制动。中国国内主要以直通电控制动为主，但是部分动车组仍然设置了备用的自动式空气制动系统，用于无电救援、回送及紧急制动等工况。
现有的备用空气制动系统只有在列车停车，即处于静止状态下才能通过操作一定的设备来激活备用的空气制动系统，即司机需要使用备用制动时或进行备用制动试验时，必须先停车然后进行相关操作，操作较为复杂、前提条件较多，这些因素都降低了备用制动的可用性。同时由于只是应急使用，备用空气制动系统中传统的气体制动控制手柄只能向列车制动管下发较小流量的制动压力，会将列车的制动性能大幅降低，实际使用效果不好。
所以，如何克服现有备用空气制动系统存在的各项技术缺陷，提供一种无需列车停车才能启用、能够下发较大流量的制动压力使得可以在直通电控制动系统和备用空气制动系统中无差别切换的列车备用控制方案是本领域技术人员亟待解决的问题。
发明内容
本申请的目的是提供一种列车备用制动控制系统，无需列车停车才能启 用，可随时与常规的直通电控制动系统切换，且充分利用中继阀的功能特性使得最终能够向列车制动管下发较大流量的制动压力，使得整个编组的列车即使在备用制动控制系统下也能实现在直通电控制动系统控制下的制动控制性能，为乘客提供了更高的安全性和可靠性。
本申请的另一目的在于提供了一种应用在上述列车备用制动控制系统上的列车备用制动控制方法。
为实现上述目的，本申请提供一种列车备用制动控制系统，该系统包括：
列车总风缸管，用于为列车气体制动提供所需的压缩空气；
列车制动管，用于控制列车的制动与缓解；
气体制动控制手柄，包括第一风源输入端、紧急制动端、开关控制压力输出端、制动控制压力输出端以及第一压力释放端；
中继阀，包括第二风源输入端、制动管压力输出端、开关控制压力输入端、制动控制压力输入端以及第二压力释放端；
所述第一风源输入端与所述列车总风缸管和所述第二风源输入端均相连；所述紧急制动端与所述制动管压力输出端和所述列车制动管均相连；所述开关控制压力输出端通过控制管路与所述开关控制压力输入端相连，在所述控制管路上设置有控制设备；所述制动控制压力输出端与所述制动控制压力输入端相连；所述第一压力释放端和所述第二压力释放端均与大气连通；
所述气体制动控制手柄用于根据所述气体制动控制手柄所处制动档位的不同下发相应大小的制动控制压力；
所述中继阀用于在所述控制设备使所述开关控制压力输出端与所述开关控制压力输入端导通时，将所述制动管压力输出端输出的制动管压力调整至与所述制动控制压力输入端输入的制动控制压力一致，且所述制动管压力输出端的流量大于所述制动控制压力输入端的流量。
可选的，在连接所述制动控制压力输出端与所述制动控制压力输入端的气体管路上设置有第一旁路，所述第一旁路上沿气体流动方向依次设置有第一容积风缸和气体压力表。
可选的，在连接所述制动控制压力输出端与所述制动控制压力输入端的气体管路上设置有第二旁路，所述第二旁路上设置有用于检测是否存在制动控制 压力的压力检测装置。
可选的，所述中继阀还设置有辅助压力调整端，所述辅助压力调整端连接的气体管路上依次设置有第二容积风缸和第三容积风缸。
可选的，所述控制设备包括手动控制阀和与所述手动控制阀并联设置的电动控制阀。
可选的，所述手动控制阀包括输出端B1和输入端B3，所述电动控制阀包括第一输入端A1、第二输入端A2以及输出端A3；所述第二输入端A2和输入端B3连通所述开关控制压力输出端；所述输出端B1连通所述第一输入端A1；所述输出端A3连通所述开关控制压力输入端；
当所述电动控制阀得电时，所述第一输入端A2与所述第二输出端A3导通，所述第一输入端A1与所述第二输出端A3截止；当所述电动控制阀失电时，所述第一输入端A2与所述第二输出端A3截止，所述第一输入端A1与所述第二输出端A3导通。
为实现上述目的，本申请还提供了一种列车备用制动控制方法，应用于如上述内容所描述的列车备用制动控制系统，该方法包括：
根据列车的实际行驶状况确定气体制动手柄的制动等级，并将所述气体制动手柄置于与所述制动等级对应的制动档位，得到并向中继阀输出所述制动档位对应大小的制动控制压力；
利用所述中继阀对输出的制动管压力按所述制动控制压力进行调整，得到与所述制动控制压力大小一致的调整后制动管压力；
将所述调整后制动管压力同时传输至所述气体制动手柄的紧急制动端和列车制动管，以在需要进行紧急制动时利用所述紧急制动端以最大速度减小制动管压力和实现对列车的制动控制。
可选的，利用所述中继阀对输出的制动管压力按所述制动控制压力进行调整，得到与所述制动控制压力大小一致的调整后制动管压力，包括：
若当前输出的制动管压力小于当前输入的制动控制压力，则第二风源输入端与制动管压力输出端导通以增加实际输出的制动管压力，直至实际输出的制动管压力与实际输入的制动控制压力一致；
若当前输出的制动管压力大于当前输入的制动控制压力，则所述制动管压 力输出端与第二压力释放端导通以降低实际输出的制动管压力，直至实际输出的制动管压力与实际输入的制动控制压力一致。
可选的，该方法还包括：
当列车正常使用的电控制动系统未出现异常时，判断能否利用设置于第二旁路的压力检测装置检测到相应的制动控制压力；
若检测到存在相应的制动控制压力，则向列车牵引系统发送牵引电机封锁指令。
可选的，该方法还包括：
判断电动控制阀是否处于正常工作状态；
若否，则通过预设路径反馈电动控制阀失效警告，以使列车管理人员在接收到所述电动控制阀失效警告后利用手动控制阀激活列车备用制动控制系统。
显然，本申请所提供的一种列车备用制动控制系统，无需列车停车才能启用，可随时与常规的直通电控制动系统切换，且充分利用中继阀的功能特性使得最终能够向列车制动管下发较大流量的制动压力，使得整个编组的列车即使在备用制动控制系统下也能实现在直通电控制动系统控制下的制动控制性能，为乘客提供了更高的安全性和可靠性。本申请同时还提供了一种应用于上述列车备用制动控制系统的列车备用制动控制方法，具有上述有益效果，在此不再赘述。
附图说明
为了更清楚地说明本申请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，下面描述中的附图仅仅是本申请的实施例，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，还可以根据提供的附图获得其他的附图。
图1为本申请实施例所提供的一种列车备用制动控制系统的结构示意图；
图2为本申请实施例所提供的一种列车备用制动控制方法的流程图。
具体实施方式
本申请的核心是提供一种列车备用制动控制系统及方法，无需列车停车才能启用，可随时与常规的直通电控制动系统切换，且充分利用中继阀的功能特性使得最终能够向列车制动管下发较大流量的制动压力，使得整个编组的列车即使在备用制动控制系统下也能实现在直通电控制动系统控制下的制动控制性能，为乘客提供了更高的安全性和可靠性。
为使本申请实施例的目的、技术方案和优点更加清楚，下面将结合本申请实施例中的附图，对本申请实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例是本申请一部分实施例，而不是全部的实施例。基于本申请中的实施例，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其它实施例，都属于本申请保护的范围。
以下结合图1，图1为本申请实施例所提供的一种列车备用制动控制系统的结构示意图。
列车总风缸管，用于为列车气体制动提供所需的压缩空气；
列车制动管，用于控制列车的制动与缓解；
在包含空气制动系统的列车中提供进行气体制动所需压缩空气的列车总风缸管和根据列车制动与缓解的实际需要控制列车制动与缓解的列车制动管是必不可少的，两者均被本领域技术人员所熟知，此处不再赘述。
气体制动控制手柄10，包括第一风源输入端11、紧急制动端12、开关控制压力输出端13、制动控制压力输出端14以及第一压力释放端15；
中继阀20，包括第二风源输入端21、制动管压力输出端22、开关控制压力输入端23、制动控制压力输入端24以及第二压力释放端25；
第一风源输入端11与列车总风缸管和第二风源输入端21均相连；紧急制动端12与制动管压力输出端22和列车制动管均相连；开关控制压力输出端13通过控制管路与开关控制压力输入端23相连，在控制管路上设置有控制设备30；制动控制压力输出端14与制动控制压力输入端24相连；第一压力释放端15和第二压力释放端25均与大气连通；
如图1所示，气体制动控制手柄10、中继阀20、列车总风缸管以及列车制动管具有上述的连接关系，其中，气体制动控制手柄10用于根据气体制动控制手柄10所处制动档位的不同下发相应大小的制动控制压力；而中继阀20 则用于在控制设备30使开关控制压力输出端13与开关控制压力输入端23导通时，将制动管压力输出端22输出的制动管压力调整至与制动控制压力输入端24输入的制动控制压力一致，且制动管压力输出端22的流量大于制动控制压力输入端24的流量。
需要说明的是，气体制动控制手柄10将经由第一风源输入端11输入的风源压力结合自身所处的制动档位最终通过制动控制压力输出端14向中继阀20的制动控制压力输入端24输入制动控制压力。在此过程中，由于该制动控制压力与该风源压力之间通常不相等，在该制动控制压力随着制动等级的增大也需要增大时，就会将制动压力输出端14与第一风源输入端11导通以增加实际输出的制动控制压力，直至得到与该制动等级大小匹配的制动控制压力才断开与第一风源输入端11的连接；相反，在该制动控制压力随着制动等级的减低也需要减小时，就会将制动压力输出端14与第一压力释放端15导通以减小实际输出的制动控制压力，直至得到与该制动等级大小匹配的制动控制压力才断开与第一压力释放端15的连接。
其中，该控制设备30用于通过通断管控是否允许由开关控制压力输出端13输出的开关控制压力成功通过开关控制压力输入端23达到中继阀20起到激活作用。具体的，控制设备30以及如何该开关控制压力如何其开关控制作用的表现形式多种多样，例如可以在中继阀20与该开关控制压力输入端相连处设置一个气压活塞阀，当接收到预定大小的气压时激活其它功能实现结构。当然，也可以通过其它相同或类似的方式实现该开关控制功能，此处并不做具体限定，可以根据实际情况灵活选择。
以下是控制设备30实现其控制功能的一种具体表现形式：包括手动控制阀31和与手动控制阀31并联设置的电动控制阀32，其中，手动控制阀31包括输出端B1和输入端B3，电动控制阀32包括第一输入端A1、第二输入端A2以及输出端A3；第二输入端A2和输入端B3连通开关控制压力输出端13，输出端B1连通第一输入端A1；输出端A3连通开关控制压力输入端23；
通常情况下，列车供电正常，常规直通电控制动系统处于正常工作状态时，即当电动控制阀32得电时，第一输入端A2与第二输出端A3导通、第一输入端A1与第二输出端A3截止，此时不管下方并联设置的手动控制阀31处于何 种连接状态，电动控制32在屏蔽了手动控制阀31功能的前提下已经使本申请提供的列车备用制动控制系统处于激活状态，即此时列车同时具备两套制动控制系统，且任一套均可以控制列车的制动与缓解。
当所述电动控制阀(32)失电时，所述第一输入端A2与所述第二输出端A3截止，所述第一输入端A1与所述第二输出端A3导通，同时只需使输入端B3与输出端B1导通，即在此种情况下，只需列车管理人员手动调整该手动控制阀31的连接关系，也可激活该列车备用制动控制系统。当手动控制阀31的输入端B3与B2端连接时阻值流经的开关控制压力通往开关控制压力输入端23。
其中一种判断过程如下：判断电动控制阀32是否处于正常工作状态；
若否，则通过预设路径反馈电动控制阀失效警告，以使列车管理人员在接收到电动控制阀失效警告后利用手动控制阀31激活列车备用制动控制系统。
具体的，手动控制阀31可以采用球阀，电动控制阀32可以采用电磁阀，当然也可以采用其它能够实现上述功能的元器件，此处并不做具体限定。
进一步的，为了更好的对列车备用制动控制系统进行监控，可以在连接制动控制压力输出端14与制动控制压力输入端14的气体管路上分别设置有第一旁路和第二旁路，第一旁路上沿气体流动方向依次设置有第一容积风缸41和气体压力表42，第二旁路上设置有用于检测是否存在制动控制压力的压力检测装置43。第一旁路上设置的这些装置是使能够在司机室实时看到目标制动档位下的目标制动控制压力，第一容积风缸41起缓冲作用。
同时，在气体制动控制手柄10上设置的紧急制动端12是列车在需要进行紧急制动时使用的，在此种情况下需要将第一风源输入端11与该紧急制动端12导通，随着制动管压力以最大速度减小，列车制动缸压力也会随之迅速增大即实现了列车的紧急制动。由于直接将第一风源输入端11与该紧急制动端12导通，从制动控制压力输出端14输出的制动控制压力也将随之变化为零，随着中继阀20起到的调整作用，会在一定时间后才将制动管压力输出端22输出的制动管压力趋于零，因此采用在气体制动控制手柄10直接上将第一风源输入端11与该紧急制动端12导通。进一步的，在非紧急制动情况下，该紧急制动端12还可以实现制动管压力与制动控制压力间的校验作用，即此时第 一风源输入端11与该紧急制动端12截止，从该紧急制动端12会反馈回经过中继阀20调整后得到的制动管压力，只需与从制动控制压力输出端14输出的制动控制压力进行比较，两者通常情况下应保持一致，如不一致就说明存在故障或根据对应关系进行相应的调整。
由于气体制动控制手柄10并不能直接向列车制动管下发能够使整编组列车制动或缓解的较大流量的制动管压力，因此本申请利用中继阀20这一设备，实现以小流量的制动控制压力最终输出大流量的制动管压力，需要注意的是，该制动控制压力与该制动管压力大小一致，而输送该制动管压力的气体管路直径会明显大于输送该制动控制压力的气体管路直径。
更进一步的，中继阀20还可以设置辅助压力调整端26，辅助压力调整端26连接的气体管路上依次设置有第二容积风缸261和第三容积风缸262。此处设置的两个容积风缸通常容积不同，其所起的作用主要是用于拓展中继阀20内所能容纳的气体量的大小，并可实现气体的双向流动最终向中继阀20提供或接受辅助调整压力。
基于上述技术方案，本申请实施例提供的一种列车备用制动控制系统，无需列车停车才能启用，可随时与常规的直通电控制动系统切换，且充分利用中继阀的功能特性使得最终能够向列车制动管下发较大流量的制动压力，使得整个编组的列车即使在备用制动控制系统下也能实现在直通电控制动系统控制下的制动控制性能，为乘客提供了更高的安全性和可靠性。
下面请参见图2，图2为本申请实施例所提供的一种列车备用制动控制方法的流程图。
本实施例旨在说明上一实施例所提供的列车备用制动控制方法如何具体工作实现相应功能，由于基于图1所示的列车备用制动系统，也同样沿用了相同的名词，相同部分可参见上一实施例相关部分，在此不再赘述。
S101：根据列车的实际行驶状况确定气体制动手柄的制动等级，并将气体制动手柄置于与制动等级对应的制动档位，得到并向中继阀输出制动档位对应大小的制动控制压力；
S102：利用中继阀对输出的制动管压力按制动控制压力进行调整，得到与 制动控制压力大小一致的调整后制动管压力；
本步骤包括如下一种调整方法：
若当前输出的制动管压力小于当前输入的制动控制压力，则第二风源输入端21与制动管压力输出端22导通以增加实际输出的制动管压力，直至实际输出的制动管压力与实际输入的制动控制压力一致；
若当前输出的制动管压力大于当前输入的制动控制压力，则制动管压力输出端22与第二压力释放端25导通以降低实际输出的制动管压力，直至实际输出的制动管压力与实际输入的制动控制压力一致。
S103：将调整后制动管压力同时传输至气体制动手柄的紧急制动端和列车制动管，以在需要进行紧急制动时利用所述紧急制动端以最大速度减小制动管压力和实现对列车的制动控制。
进一步的，当列车正常使用的电控制动系统未出现异常时，还可以通过判断本申请提供的一种列车备用制动控制系统中是否存在制动控制压力来决定是否需要封锁牵引电机。具体的：
判断能否利用设置于第二旁路的压力检测装置检测到相应的制动控制压力；若检测到存在相应的制动控制压力，则向列车牵引系统发送牵引电机封锁指令。
因为情况复杂，无法一一列举进行阐述，本领域技术人员应能意识到根据本申请提供的基本方法原理结合实际情况可以存在很多的例子，在不付出足够的创造性劳动下，应均在本申请的保护范围内。
说明书中各个实施例采用递进的方式描述，每个实施例重点说明的都是与其他实施例的不同之处，各个实施例之间相同相似部分互相参见即可。对于实施例公开的装置而言，由于其与实施例公开的方法相对应，所以描述的比较简单，相关之处参见方法部分说明即可。
专业人员还可以进一步意识到，结合本文中所公开的实施例描述的各示例的单元及算法步骤，能够以电子硬件、计算机软件或者二者的结合来实现，为了清楚地说明硬件和软件的可互换性，在上述说明中已经按照功能一般性地描述了各示例的组成及步骤。这些功能究竟以硬件还是软件方式来执行，取决于技术方案的特定应用和设计约束条件。专业技术人员可以对每个特定的应用来 使用不同方法来实现所描述的功能，但是这种实现不应认为超出本申请的范围。
本文中应用了具体个例对本申请的原理及实施方式进行了阐述，以上实施例的说明只是用于帮助理解本申请的方法及其核心思想。应当指出，对于本技术领域的普通技术人员来说，在不脱离本申请原理的前提下，还可以对本申请进行若干改进和修饰，这些改进和修饰也落入本申请权利要求的保护范围内。
还需要说明的是，在本说明书中，诸如第一和第二等之类的关系术语仅仅用来将一个实体或者操作与另一个实体或操作区分开来，而不一定要求或者暗示这些实体或操作之间存在任何这种实际的关系或者顺序。而且，术语“包括”、“包含”或者其任何其它变体意在涵盖非排他性的包含，从而使得包括一系列要素的过程、方法、物品或者设备不仅包括那些要素，而且还包括没有明确列出的其它要素，或者是还包括为这种过程、方法、物品或者设备所固有的要素。在没有更多限制的情况下，由语句“包括一个……”限定的要素，并不排除在包括要素的过程、方法、物品或者设备中还存在另外的相同要素。

Claims (10)

  1. 一种列车备用制动控制系统，其特征在于，包括：
    列车总风缸管，用于为列车气体制动提供所需的压缩空气；
    列车制动管，用于控制列车的制动与缓解；
    气体制动控制手柄(10)，包括第一风源输入端(11)、紧急制动端(12)、开关控制压力输出端(13)、制动控制压力输出端(14)以及第一压力释放端(15)；
    中继阀(20)，包括第二风源输入端(21)、制动管压力输出端(22)、开关控制压力输入端(23)、制动控制压力输入端(24)以及第二压力释放端(25)；
    所述第一风源输入端(11)与所述列车总风缸管和所述第二风源输入端(21)均相连；所述紧急制动端(12)与所述制动管压力输出端(22)和所述列车制动管均相连；所述开关控制压力输出端(13)通过控制管路与所述开关控制压力输入端(23)相连，在所述控制管路上设置有控制设备(30)；所述制动控制压力输出端(14)与所述制动控制压力输入端(24)相连；所述第一压力释放端(15)和所述第二压力释放端(25)均与大气连通；
    所述气体制动控制手柄(10)用于根据所述气体制动控制手柄(10)所处制动档位的不同下发相应大小的制动控制压力；
    所述中继阀(20)用于在所述控制设备(30)使所述开关控制压力输出端(13)与所述开关控制压力输入端(23)导通时，将所述制动管压力输出端(22)输出的制动管压力调整至与所述制动控制压力输入端(24)输入的制动控制压力一致，且所述制动管压力输出端(22)的流量大于所述制动控制压力输入端(24)的流量。
  2. 根据权利要求1所述的列车备用制动控制系统，其特征在于，在连接所述制动控制压力输出端(14)与所述制动控制压力输入端(14)的气体管路上设置有第一旁路，所述第一旁路上沿气体流动方向依次设置有第一容积风缸(41)和气体压力表(42)。
  3. 根据权利要求2所述的列车备用制动控制系统，其特征在于，在连接所述制动控制压力输出端(14)与所述制动控制压力输入端(24)的气体管路上设置有第二旁路，所述第二旁路上设置有用于检测是否存在制动控制压力的 压力检测装置(43)。
  4. 根据权利要求3所述的列车备用制动控制系统，其特征在于，所述中继阀还设置有辅助压力调整端(26)，所述辅助压力调整端(26)连接的气体管路上依次设置有第二容积风缸(261)和第三容积风缸(262)。
  5. 根据权利要求4所述的列车备用制动控制系统，其特征在于，所述控制设备(30)包括手动控制阀(31)和与所述手动控制阀(31)并联设置的电动控制阀(32)。
  6. 根据权利要求5所述的列车备用制动控制系统，其特征在于，所述手动控制阀(31)包括输出端B1和输入端B3，所述电动控制阀(32)包括第一输入端A1、第二输入端A2以及输出端A3；所述第二输入端A2和输入端B3连通所述开关控制压力输出端(13)；所述输出端B1连通所述第一输入端A1；所述输出端A3连通所述开关控制压力输入端(23)；
    当所述电动控制阀(32)得电时，所述第一输入端A2与所述第二输出端A3导通，所述第一输入端A1与所述第二输出端A3截止；当所述电动控制阀(32)失电时，所述第一输入端A2与所述第二输出端A3截止，所述第一输入端A1与所述第二输出端A3导通。
  7. 一种列车备用制动控制方法，其特征在于，应用于如权利要求1至6任一项所述的列车备用制动控制系统，包括：
    根据列车的实际行驶状况确定气体制动手柄的制动等级，并将所述气体制动手柄置于与所述制动等级对应的制动档位，得到并向中继阀输出所述制动档位对应大小的制动控制压力；
    利用所述中继阀对输出的制动管压力按所述制动控制压力进行调整，得到与所述制动控制压力大小一致的调整后制动管压力；
    将所述调整后制动管压力同时传输至所述气体制动手柄的紧急制动端和列车制动管，以在需要进行紧急制动时利用所述紧急制动端以最大速度减小制动管压力和实现对列车的制动控制。
  8. 根据权利要求7所述的列车备用制动控制方法，其特征在于，利用所述中继阀对输出的制动管压力按所述制动控制压力进行调整，得到与所述制动控制压力大小一致的调整后制动管压力，包括：
    若当前输出的制动管压力小于当前输入的制动控制压力，则第二风源输入端与制动管压力输出端导通以增加实际输出的制动管压力，直至实际输出的制动管压力与实际输入的制动控制压力一致；
    若当前输出的制动管压力大于当前输入的制动控制压力，则所述制动管压力输出端与第二压力释放端导通以降低实际输出的制动管压力，直至实际输出的制动管压力与实际输入的制动控制压力一致。
  9. 根据权利要求7或8所述的列车备用制动控制方法，其特征在于，还包括：
    当列车正常使用的电控制动系统未出现异常时，判断能否利用设置于第二旁路的压力检测装置检测到相应的制动控制压力；
    若检测到存在相应的制动控制压力，则向列车牵引系统发送牵引电机封锁指令。
  10. 根据权利要求9所述的列车备用制动控制方法，其特征在于，还包括：
    判断电动控制阀是否处于正常工作状态；
    若否，则通过预设路径反馈电动控制阀失效警告，以使列车管理人员在接收到所述电动控制阀失效警告后利用手动控制阀激活列车备用制动控制系统。
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