WO2020134180A1 - 一种动车组回送救援用指令转换装置 - Google Patents

一种动车组回送救援用指令转换装置 Download PDF

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WO2020134180A1
WO2020134180A1 PCT/CN2019/104659 CN2019104659W WO2020134180A1 WO 2020134180 A1 WO2020134180 A1 WO 2020134180A1 CN 2019104659 W CN2019104659 W CN 2019104659W WO 2020134180 A1 WO2020134180 A1 WO 2020134180A1
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valve
rescue
pressure
emu
conversion device
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PCT/CN2019/104659
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English (en)
French (fr)
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王业泰
孙环阳
鲍江宁
田爱凤
王群
王兴茂
朱建安
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南京中车浦镇海泰制动设备有限公司
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Publication of WO2020134180A1 publication Critical patent/WO2020134180A1/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
    • B60T13/665—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
    • 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

Definitions

  • the invention relates to a brake control system in rail transit, in particular to a command conversion device for EMU loopback rescue.
  • the single-control brake system that is, the straight-through electro-pneumatic brake control system where the air brake is controlled by a single main air supply
  • the double Regulated brake system that is, in addition to the straight-through electro-pneumatic brake control system with a single main air duct supply air control, an automatic air brake control system that can realize pure air braking through the train tube.
  • the locomotive or other EMUs need to carry out the return or rescue of the EMU (hereinafter referred to as being rescued); or when the other EMU fails, the EMU will rescue it (below) Referred to as rescue).
  • Patent CN102975738B realizes the mutual rescue of single-tube brake unit and double-tube brake unit, but there are the following problems:
  • the emergency exhaust valve is controlled by the electronic control unit.
  • the electronic control unit fails, the emergency exhaust valve cannot be controlled.
  • the present invention provides a command conversion device for loopback rescue of the EMU that realizes the mutual rescue function between the single-tube brake unit and the double-tube brake unit.
  • the device interface is simple and the integration is high.
  • a command conversion device for EMU loopback rescue includes an electronic control unit, an input end of the electronic control unit is connected with a pressure sensor, an output end of the electronic control unit is connected with an electropneumatic conversion valve, and the electropneumatic conversion valve Are respectively connected to the main air duct and the relay valve, and the relay valve is respectively connected to the mode switching valve and the main air duct, and the mode switching valve is respectively connected to the train tube and the main air duct, and the emergency exhaust
  • the valves are respectively connected to the main air pipe and the train pipe.
  • the train pipe is connected with an air cylinder, and the air cylinder is connected with a pressure sensor.
  • the pressure sensor is used to collect the pressure of the train pipe and input the pressure signal to the electronic control unit.
  • a cut-off plug door is provided between the main air pipe and the electro-pneumatic conversion valve, and two cut-off plug doors are provided on the train tube, and an air cylinder is connected between the two cut-off plug doors.
  • a drainage plug door is provided, and the cut-off plug door in the device is used to cut off the BP pressure gas path when the components in the device fail.
  • a dust filter is provided between the shut-off plug door and the electro-pneumatic conversion valve, and the dust filter is used for filtering and drying the compressed air of the main air pipe of the vehicle.
  • the relay valve is respectively connected to the mode switching valve and the main air pipe through a throttle plug, and a throttle plug is provided between the air cylinder and the train tube.
  • a pressure test port is provided between the electro-pneumatic conversion valve and the relay valve, and a pressure test port is provided at the interface between the air cylinder and the train tube.
  • the electronic control unit is used to calculate and output the common braking level (such as level 1 to level 7) according to the air pressure value of the train tube collected by the pressure sensor when being rescued, such as level 1 to level 7 when the BP pressure value is abnormal
  • the output electrical signal controls the train to apply emergency braking through the vehicle electrical logic; during rescue, it receives the common braking electrical command (such as level 1 to level 7) issued by the train, calculates and controls the output relay of the electro-pneumatic conversion valve
  • the pilot pressure of the valve to control the BP pressure value to implement a corresponding decompression amount; the rescue or rescued mode can achieve the relief state BP pressure value of 600kPa mode or 500kPa mode switching, the electronic control unit detects the internal components of the device and For the failure of self-control, the electronic control unit detects the abnormality of the mode switching valve command and the emergency braking command.
  • the abnormal decompression condition of the BP pressure value when the static pressure (such as speed below 5km/h) BP pressure reaches a, 0 ⁇ a ⁇ 600kPa, or in operation (such as speed above 5km/h), when non-emergency control is met
  • the BP pressure value drops below b under the action, b ⁇ 430kPa, it is determined that the BP pressure value is abnormally decompressed.
  • the electro-pneumatic conversion valve is used to output corresponding compressed air according to the electrical instructions of the electronic control unit, and provide the compressed air to the relay valve.
  • the relay valve is used to amplify the flow rate according to the pressure air output from the electro-pneumatic conversion valve, and supply and exhaust the BP pressure gas path.
  • the mode switching valve includes a solenoid valve A and a large-flow pneumatic valve B.
  • the electric command of the vehicle mode switching controls the gain and loss state of the solenoid valve A, thereby controlling the connection and exhaust of the gas path in the solenoid valve A as the pilot pressure Control the large flow pneumatic valve B to realize the connection and disconnection of the BP pressure gas circuit.
  • the emergency exhaust valve includes a solenoid valve C and a large-flow exhaust valve D, which controls the gain and loss state of the solenoid valve C through the vehicle emergency braking electrical command, thereby controlling the connection and exhaust of the gas path in the solenoid valve C. Pilot pressure is used to control the large-flow exhaust valve D to achieve sealing and rapid exhaust of BP pressure air.
  • the emergency braking commands between the rescue vehicle and the rescued vehicle can be transferred to each other, specifically:
  • the emergency exhaust valve is controlled by the vehicle's electrical logic to improve the reliability of the vehicle's operation
  • FIG. 1 is a schematic structural diagram of the present invention.
  • a command conversion device for EMU loopback rescue includes an electronic control unit 1, an input end of the electronic control unit 1 is connected with a pressure sensor 9, and an output end of the electronic control unit 1 is connected with electricity Air change valve 3, the electro-pneumatic change valve 3 is respectively connected to the main air duct 17 and the relay valve 4, the relay valve 4 is respectively connected to the mode switching valve 5 and the main air duct 17, the mode is switched
  • the valve 5 is respectively connected to the train pipe 18 and the main air pipe 17, and the emergency exhaust valve 6 is connected to the main air pipe 17 and the train pipe 18, respectively, and the train pipe 18 is connected with an air cylinder 8, the wind
  • the cylinder 8 is connected with a pressure sensor 9 for collecting the pressure of the train tube 18 and inputting the pressure signal to the electronic control unit 1.
  • a blocking plug door 15 is provided between the main air duct 17 and the electropneumatic conversion valve 3, and two blocking plug doors 7 and 16 are provided on the train tube 18, and between the two blocking plug doors 7 and 16
  • An air cylinder 8 is connected to the air cylinder 8, and a drain plug 14 is provided on the air cylinder 8.
  • the blocking plug 7 in the device is used to block the BP pressure gas path when a component in the device fails.
  • a dust filter 2 is provided between the shut-off plug door 15 and the electropneumatic conversion valve 3, and the dust filter 2 is used to filter and dry the compressed air of the vehicle main air pipe 17.
  • the relay valve 4 is respectively connected to the mode switching valve 5 and the main air duct 17 through a throttle plug 10, and a throttle plug 11 is provided between the air cylinder 8 and the train tube 18.
  • a pressure test port 12 is provided between the electro-pneumatic conversion valve 3 and the relay valve 4, and a pressure test port 13 is provided at the interface between the air cylinder 8 and the train tube 18.
  • Pressure test ports 12 and 13 Convenient for pressure testing, maintenance, testing and troubleshooting.
  • the electronic control unit 1 is used to calculate and output the common braking level (such as level 1 to level 7) according to the air pressure value of the train pipe 18 collected by the pressure sensor 9 when the rescue is performed, ie BP pressure value.
  • the output electrical signal controls the train to apply emergency braking through the vehicle's electrical logic; during rescue, it receives the common braking electrical commands (such as level 1 to level 7) issued by the train, and calculates and controls the electro-pneumatic conversion valve 3.
  • the pilot pressure of the relay valve 4 is output, so as to control the BP pressure value to implement a corresponding decompression amount; the rescue or rescued mode can achieve the relief state BP pressure value of 600 kPa mode or 500 kPa mode switching, the electronic control unit 1 Detecting the failure of the internal components of the device and its own control, the electronic control unit 1 detects the abnormality of the mode switching valve 5 command and the emergency braking command.
  • the abnormal decompression condition of the BP pressure value when the static pressure (such as speed below 5km/h) BP pressure reaches a, 0 ⁇ a ⁇ 600kPa, or in operation (such as speed above 5km/h), when non-emergency control is met
  • the BP pressure value drops below b under the action, b ⁇ 430kPa, it is determined that the BP pressure value is abnormally decompressed.
  • the electro-pneumatic conversion valve 3 is used to output corresponding compressed air according to the electrical instructions of the electronic control unit 1 and provide the compressed air to the relay valve 4.
  • the relay valve 4 is used to amplify the flow rate according to the pressure air output from the electro-pneumatic conversion valve 3 to supply and exhaust the BP pressure air path.
  • the mode switching valve 5 includes a solenoid valve A and a large-flow pneumatic valve B.
  • the electric command of the vehicle mode switching controls the gain and loss state of the solenoid valve A, thereby controlling the connection and exhaust of the gas path in the solenoid valve A as a pilot
  • the pressure-controlled large-flow pneumatic valve B realizes the connection and disconnection of the BP pressure gas circuit.
  • the emergency exhaust valve 6 includes a solenoid valve C and a large-flow exhaust valve D, which controls the gain and loss state of the solenoid valve C through the vehicle emergency braking electrical command, thereby controlling the connection and exhaust of the gas path in the solenoid valve C , Control the large flow exhaust valve D with pilot pressure to achieve the sealing and rapid exhaust of BP pressure air.
  • the electronic control unit 1 selects the relief state BP pressure to be 600 kPa mode or 500 kPa mode.
  • the mode switching valve 5 is energized or de-energized by the rescue/rescue mode switch on the vehicle, so that the large-flow pneumatic valve B cuts off the BP pressure gas path of the location, and the electronic control unit 1 recognizes as the electrical signal of the vehicle as Be rescued mode.
  • the electronic control unit 1 collects the BP pressure value through the pressure sensor 9, calculates and outputs the electrical command of the common brake level (such as level 1 to level 7).
  • the electronic control unit 1 collects the BP pressure value through the pressure sensor 9.
  • the electronic control unit 1 determines that the BP pressure is abnormally reduced or the rescue EMU/locomotive triggers emergency braking, it outputs an electrical command signal to control the train through the vehicle electrical logic
  • the emergency brake is applied, and at the same time, the electric signal of the vehicle controls the emergency exhaust valve 6 to exhaust quickly.
  • the electric signal of the vehicle controls the emergency exhaust valve 6 to quickly exhaust air, and transmits the emergency braking signal to the locomotive or rescue EMU through the reduced BP pressure value.
  • the BP at its location can be cut off by operating the blocking plug 7 Pressurized gas circuit for operation;
  • the electronic control unit 1 performs mode switching instruction abnormality detection and recording based on the received vehicle rescued mode electrical signal and the power-on or power-off state of the mode switching valve 5.
  • the electronic control unit 1 performs abnormal detection and recording of the emergency braking command based on the received vehicle emergency braking electrical signal and the power-on or power-off status of the emergency exhaust valve 6.
  • the electronic control unit 1 performs fault detection and storage of the control process and components in the device.
  • the electronic control unit 1 selects the relief state BP pressure to be 600 kPa mode or 500 kPa mode.
  • the mode switching valve 5 is energized or de-energized by the rescue/rescue mode switch on the vehicle, so that the large-flow pneumatic valve B is connected to the BP pressure gas path at the position, and the electronic control unit 1 is recognized by the vehicle electrical signal For rescue mode.
  • the dust filter 2 filters and dries the compressed air in the main air duct 17 of the vehicle.
  • the electronic control unit 1 receives the common brake electrical commands (such as level 1 to level 7) issued by the vehicle, calculates and controls the electropneumatic conversion valve 3 to output the pilot pressure of the relay valve 4, and the relay valve 4
  • the pressure air output from the changeover valve 3 amplifies the flow rate, and outputs the BP pressure to supply and exhaust to the rescued vehicle through the mode switching valve 5 and the blocking plug 7.
  • the electronic control unit 1 collects the BP pressure value through the pressure sensor 9.
  • the electronic control unit 1 judges that the BP pressure is abnormally decompressed or the emergency braking is triggered by the rescue vehicle, it outputs an electrical command signal to control the train to apply emergency by the vehicle electrical logic.
  • the electric signal of the vehicle controls the emergency exhaust valve 6 to exhaust quickly.
  • the electric signal of the vehicle controls the emergency exhaust valve 6 to exhaust quickly, and transmits the emergency braking signal to the rescued EMU through the reduced BP pressure value.
  • the electronic control unit 1 performs mode switching instruction abnormality detection and recording based on the received vehicle rescue mode electrical signal and the power-on or power-off state of the mode switching valve 5.
  • the electronic control unit 1 performs abnormal detection and recording of the emergency braking command based on the received vehicle emergency braking electrical signal and the power-on or power-off status of the emergency exhaust valve 6.
  • the electronic control unit 1 performs fault detection and storage of the control process and components in the device.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Braking Systems And Boosters (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)

Abstract

一种动车组回送救援用指令转换装置，包括电子控制单元（1），所述电子控制单元（1）的输入端连接有压力传感器（9），所述电子控制单元（1）的输出端连接有电空变换阀（3），所述电空变换阀（3）分别与总风管（17）和中继阀（4）相连接，所述中继阀（4）分别与模式切换阀（5）和总风管（17）相连接，所述模式切换阀（5）分别与列车管（18）和总风管（17）相连接，所述紧急排风阀（6）分别与总风管（17）和列车管（18）相连接，所述列车管（18）上连接有风缸，所述风缸连接有压力传感器（9），所述压力传感器（9）用于采集的列车管压力，并将压力信号输入到电子控制单元（1）。该装置实现了单管制动车组与双管制动车组间的相互救援功能，装置接口简单，集成度高。

Description

一种动车组回送救援用指令转换装置 技术领域
本发明涉及轨道交通中制动控制系统，特别是一种动车组回送救援用指令转换装置。
背景技术
国内动车组存在两种不同的空气制动控制方式：一种是单管制制动系统，即空气制动由单个总风管供风控制的直通式电空制动控制系统；另一种是双管制制动系统，即除了具有单个总风管供风控制的直通式电空制动控制系统外，还可以通过列车管实现纯空气制动的自动式空气制动控制系统。
动车组在无火回送、故障救援等情况下，需要由机车或其它动车组对本动车组实施回送或者救援(以下简称被救援)；或者其它动车组故障时，由本动车组对其实施救援(以下简称救援)。
专利CN102975738B实现了单管制动车组与双管制动车组的相互救援，但存在以下问题：
(1)救援与被救援功能通过操作装置内的截断塞门实现，由于装置安装于车下，线路上车辆救援时会操作不便。
(2)被救援时，机车或救援动车组触发紧急时，本动车组无法同步施加紧急制动；本动车组触发紧急时，机车或救援动车组无法同步施加紧急制动。
(3)救援时：被救援动车组触发紧急时，本动车组无法同步触发紧急制动。
(4)紧急排气阀由电子控制单元控制，当电子控制单元故障时无法实现对紧急排气阀的控制。
(5)当列车管破裂等工况无法触发紧急制动。
发明内容
针对现有技术中存在的问题，本发明提供了一种实现了单管制动车组与双管制动车组间的相互救援功能，装置接口简单，集成度高的动车组回送救援用指令转换装置。
本发明的目的通过以下技术方案实现。
一种动车组回送救援用指令转换装置，包括电子控制单元，所述电子控制单元的输入端连接有压力传感器，所述电子控制单元的输出端连接有电空变换阀，所述电空变换阀分别与总风管和中继阀相连接，所述中继阀分别与模式切换阀和总风管相连接，所述模式切换阀分别与列车管和总风管相连接，所述紧急排风阀分别与总风管和列车管相连接，所述列车管上连接有风缸，所述风缸连接有压力传感器，所述压力传感器用于采集列车管的压力，并将压力信号输入到电子控制单元。
所述总风管与电空变换阀之间设有截断塞门，所述列车管上设有两个截断塞门，所述两个截断塞门之间连接有风缸，所述风缸上设有排水塞门，所述装置内的截断塞门用于当装置内部件故障时，截断BP压力气路。
所述截断塞门和电空变换阀之间设有滤尘器，所述滤尘器用于对车辆总风管的压力空气进行滤尘及干燥。
所述中继阀通过节流栓分别与模式切换阀和总风管相连接，所述风缸与列车管之间设有节流栓。
所述电空变换阀和中继阀之间设有压力测试口，所述风缸与列车管接口处设有压力测试口。
所述电子控制单元用于在被救援时，根据压力传感器采集的列车管空气压力值，即BP压力值，计算并输出常用制动级位(如1级～7级)，当BP压力值异常减压时，输出电气信号通过车辆电气逻辑控制本列车施加紧急制动；救援时接收本列车发出的常用制动电气指令(如1级～7级)，计算并控制电空变换阀输出中继阀的先导压力，从而控制BP压力值实施相当的减压量；救援或被救援模式下均能实现缓解状态BP压力值为600kPa模式或500kPa模式的切换，所述电子控制单元检测装置内部件及自身控制的故障，所述电子控制单元检测模式切换阀指令和紧急制动指令的异常。
所述BP压力值异常减压的条件：在静态时(如速度5km/h以下)BP压力达到a，0<a<600kPa，或运行中(如速度5km/h以上)，当满足非紧急制动下BP压力值降到b以下时，b<430kPa，判断为BP压力值异常减压。
所述电空变换阀用于根据电子控制单元的电气指令输出对应的压力空气，并将此压力空气提供给中继阀。
所述中继阀用于根据电空变换阀输出的压力空气进行流量放大，对BP压力气路进行供排气。
所述模式切换阀包括电磁阀A和大流量气动阀B，通过车辆模式切换的电气指令控制电磁阀A的得失电状态，从而控制电磁阀A中气路的接通与排气，作为先导压力控制大流量气动阀B实现对BP压力气路的接通与切断。
所述紧急排风阀包括由电磁阀C和大流量排风阀D，通过车辆紧急制动电气指令控制电磁阀C的得失电状态，从而控制电磁阀C中气路的接通与排气，以先导压力控制大流量排风阀D实现对BP压力空气的密封及快速排气。
相比于现有技术，本发明的优点在于：
(1)通过电气指令与列车管压力之间的双向转换，实现了单管制动车组与双管制动车组间的相互救援，装置接口简单，集成度高。
(2)被救援与救援模式下，均能实现救援车与被救援车之间紧急制动指令的相互传递，具体为：
被救援模式：本动车组触发紧急制动时，可同步传递给实施救援的机车或动车组；机车或救援动车组触发紧急制动时，本动车组也可同步施加紧急制动。
救援模式：被救援动车组触发紧急制动时，可同步传递给本动车组；本动车组触发紧急制动时，被救援动车组也可同步施加紧急制动。
(3)当列车管破裂等工况时，识别为列车管异常减压，触发本车紧急制动。
(4)被救援/救援模式切换由装置外的设备控制，实现救援功能与被救援功能的自动切换,避免因操作车下装置内截断塞门带来的不变；
(5)紧急排气阀由车辆的电气逻辑控制，提高车辆运行的可靠性；
(6)被救援工况，当装置内部件故障时可通过截断塞门实现降级模式运行；
(7)实现了对车辆被救援/救援模式指令异常的检测、紧急制动异常的检测、列车管压力异常的检测。
(8)救援或被救援模式下均可实现缓解状态BP压力为600kPa模式或500kPa模式的切换。
附图说明
图1为本发明的结构示意图。
图中：1、电子控制单元 2、滤尘器 3、电空变换阀 4、中继阀 5、模式切换阀 6、紧急排风阀 7、15和16、截断塞门 8、风缸 9、压力传感器 10和11、节流栓 12和13、压力测试口 14、排水塞门 17、总风管 18、列车管。
具体实施方式
下面结合说明书附图和具体的实施例，对本发明作详细描述。
如图1所示，一种动车组回送救援用指令转换装置，包括电子控制单元1，所述电子控制单元1的输入端连接有压力传感器9，所述电子控制单元1的输出端连接有电空变换阀3，所述电空变换阀3分别与总风管17和中继阀4相连接，所述中继阀4分别与模式切换阀5和总风管17相连接，所述模式切换阀5分别与列车管18和总风管17相连接，所述紧急排风阀6分别与总风管17和列车管18相连接，所述列车管18上连接有风缸8，所述风缸8连接有压力传感器9，所述压力传感器9用于采集列车管18的压力，并将压力信号输入到电子控制 单元1。
所述总风管17与电空变换阀3之间设有截断塞门15，所述列车管18上设有两个截断塞门7和16，所述两个截断塞门7和16之间连接有风缸8，所述风缸8上设有排水塞门14，所述装置内的截断塞门7用于当装置内部件故障时，截断BP压力气路。
所述截断塞门15和电空变换阀3之间设有滤尘器2，所述滤尘器2用于对车辆总风管17的压力空气进行滤尘及干燥。
所述中继阀4通过节流栓10分别与模式切换阀5和总风管17相连接，所述风缸8与列车管18之间设有节流栓11。
所述电空变换阀3和中继阀4之间设有压力测试口12，所述风缸8与列车管18接口处设有压力测试口13。压力测试口12和13：方便压力测试、维护、试验及故障排查。
所述电子控制单元1用于在被救援时，根据压力传感器9采集的列车管18空气压力值，即BP压力值，计算并输出常用制动级位(如1级～7级)，当BP压力值异常减压时，输出电气信号通过车辆电气逻辑控制本列车施加紧急制动；救援时接收本列车发出的常用制动电气指令(如1级～7级)，计算并控制电空变换阀3输出中继阀4的先导压力，从而控制BP压力值实施相当的减压量；救援或被救援模式下均能实现缓解状态BP压力值为600kPa模式或500kPa模式的切换，所述电子控制单元1检测装置内部件及自身控制的故障，所述电子控制单元1检测模式切换阀5指令和紧急制动指令的异常。
所述BP压力值异常减压的条件：在静态时(如速度5km/h以下)BP压力达到a，0<a<600kPa，或运行中(如速度5km/h以上)，当满足非紧急制动下BP压力值降到b以下时，b<430kPa，判断为BP压力值异常减压。
所述电空变换阀3用于根据电子控制单元1的电气指令输出对应的压力空气，并将此压力空气提供给中继阀4。
所述中继阀4用于根据电空变换阀3输出的压力空气进行流量放大，对BP压力气路进行供排气。
所述模式切换阀5包括电磁阀A和大流量气动阀B，通过车辆模式切换的电气指令控制电磁阀A的得失电状态，从而控制电磁阀A中气路的接通与排气，作为先导压力控制大流量气动阀B实现对BP压力气路的接通与切断。
所述紧急排风阀6包括由电磁阀C和大流量排风阀D，通过车辆紧急制动电气指令控制电磁阀C的得失电状态，从而控制电磁阀C中气路的接通与排气，以先导压力控制大流量排风阀D实现对BP压力空气的密封及快速排气。
本装置的工作原理：
1、被救援模式：
(1)根据实施救援的机车或动车组BP压力模式，通过电子控制单元1选择缓解状态BP压力为600kPa模式或500kPa模式。
(2)通过车辆上的被救援/救援模式开关控制模式切换阀5得电或失电，使大流量气动阀B切断所在位置的BP压力气路，同时电子控制单元1通过车辆电气信号识别为被救援模式。
(3)电子控制单元1通过压力传感器9采集BP压力值，计算并输出常用制动级位的电气指令(如1级～7级)。
(4)电子控制单元1通过压力传感器9采集BP压力值，当电子控制单元1判断BP压力异常减压或者救援动车组/机车触发紧急制动时，输出电气指令信号通过车辆电气逻辑控制本列车施加紧急制动，同时本车电气信号控制紧急排风阀6进行快速排风。
(5)当本动车组施加紧急制动时，本车电气信号控制紧急排风阀6进行快速排风，通过降低的BP压力值向机车或救援动车组传递紧急制动信号。
(6)当装置内部件失效(如模式切换阀5或紧急排风阀6异常或对其控制的信号异常等而导致持续排风)时，可通过操作截断塞门7切断其所在位置的BP压力气路进行运行；
(7)电子控制单元1根据接收的车辆被救援模式电气信号和模式切换阀5的得电或失电状态进行模式切换指令异常检测及记录。
(8)电子控制单元1根据接收的车辆紧急制动电气信号和紧急排风阀6的得电或失电状态进行紧急制动指令异常检测及记录。
(9)电子控制单元1对控制过程及装置内部件进行故障检测及存储。
2、救援模式：
(1)根据被救援车辆的BP压力模式，通过电子控制单元1选择缓解状态BP压力为600kPa模式或500kPa模式。
(2)通过车辆上的被救援/救援模式开关控制模式切换阀5得电或失电，使大流量气动阀B接通位置所在的BP压力气路，同时电子控制单元1通过车辆电气信号识别为救援模式。
(3)滤尘器2对车辆总风管17的压力空气进行滤尘及干燥。
(4)电子控制单元1接收本车发出的常用制动电气指令(如1级～7级)，计算并控制电空变换阀3输出中继阀4的先导压力，中继阀4对电空变换阀3输出的压力空气进行流量放大，并输出BP压力经模式切换阀5及截断塞门7向被救援车辆进行供排气。
(5)电子控制单元1通过压力传感器9采集BP压力值，当电子控制单元1判断BP压力异常减压或者被救援车辆触发紧急制动时，输出电气指令信号通过车辆电气逻辑控制本列车施加紧急制动，同时本车电气信号控制紧急排风阀6进行快速排风。
(6)当本动车组施加紧急制动时，本车电气信号控制紧急排风阀6进行快速排风，通过降低的BP压力值向被救援动车组传递紧急制动信号。
(7)电子控制单元1根据接收的车辆救援模式电气信号和模式切换阀5的得电或失电状态进行模式切换指令异常检测及记录。
(8)电子控制单元1根据接收的车辆紧急制动电气信号和紧急排风阀6的得电或失电状态进行紧急制动指令异常检测及记录。
(9)电子控制单元1对控制过程及装置内部件进行故障检测及存储。

Claims (18)

  1. 一种动车组回送救援用指令转换装置，其特征在于包括电子控制单元，所述电子控制单元的输入端连接有压力传感器，所述电子控制单元的输出端连接有电空变换阀，所述电空变换阀分别与总风管和中继阀相连接，所述中继阀分别与模式切换阀和总风管相连接，所述模式切换阀分别与列车管和总风管相连接，所述紧急排风阀分别与总风管和列车管相连接，所述列车管上连接有风缸，所述风缸连接有压力传感器，所述压力传感器用于采集的列车管压力，并将压力信号输入到电子控制单元。
  2. 根据权利要求1所述的一种动车组回送救援用指令转换装置，其特征在于所述总风管与电空变换阀之间设有截断塞门，所述列车管上设有两个截断塞门，所述两个截断塞门之间连接有风缸，所述风缸上设有排水塞门，其中一个截断塞门用于当装置内部件故障时，截断BP压力气路。
  3. 根据权利要求2所述的一种动车组回送救援用指令转换装置，其特征在于所述截断塞门和电空变换阀之间设有滤尘器，所述滤尘器用于对车辆总风管的压力空气进行滤尘及干燥。
  4. 根据权利要求1所述的一种动车组回送救援用指令转换装置，其特征在于所述中继阀通过节流栓分别与模式切换阀和总风管相连接，所述风缸与列车管之间设有节流栓。
  5. 根据权利要求1所述的一种动车组回送救援用指令转换装置，其特征在于所述电空变换阀和中继阀之间设有压力测试口，所述风缸与列车管接口处设有压力测试口。
  6. 根据权利要求1-5任意一项所述的一种动车组回送救援用指令转换装置，其特征在于所述电子控制单元用于在被救援模式时，根据压力传感器采集的列车管空气压力值，即BP压力值，计算并输出常用制动级位。
  7. 根据权利要求1-5任意一项所述的一种动车组回送救援用指令转换装置，其特征在于所述电子控制单元用于在救援模式时，接收本列车发出的常用制动电气指令，计算并控制电空变换阀输出中继阀的先导压力，从而控制BP压力值实施相当的减压量。
  8. 根据权利要求1-5任意一项所述的一种动车组回送救援用指令转换装置，其特征在于所述电子控制单元在救援或被救援模式下，检测到BP压力值异常减压时，均输出电气信号通过车辆电气逻辑控制本列车施加紧急制动。
  9. 根据权利要求8所述的一种动车组回送或救援用指令转换装置，其特征在于所述BP压力值异常减压的条件：在静态时，BP压力达到a，0<a<600kPa，或运行中，当满足非紧急制动下BP压力值降到b以下时，b<430kPa，判断为BP压力值异常减压。
  10. 根据权利要求1-5任意一项所述的一种动车组回送救援用指令转换装置，其特征在于所述在救援或被救援模式下，均能实现缓解状态BP压力值为600kPa模式或500kPa模式的切 换。
  11. 根据权利要求1-5任意一项所述的一种动车组回送救援用指令转换装置，其特征在于所述电子控制单元检测装置内部件及自身控制的故障。
  12. 根据权利要求1-5任意一项所述的一种动车组回送救援用指令转换装置，其特征在于所述电子控制单元检测模式切换阀指令和紧急制动指令的异常。
  13. 根据权利要求1-5任意一项所述的一种动车组回送救援用指令转换装置，其特征在于所述电空变换阀用于根据电子控制单元的电气指令输出对应的压力空气，并将此压力空气提供给中继阀。
  14. 根据权利要求1-5任意一项所述的一种动车组回送救援用指令转换装置，其特征在于所述中继阀用于根据电空变换阀输出的压力空气进行流量放大，对BP压力管路进行供排气。
  15. 根据权利要求1-5任意一项所述的一种动车组回送救援用指令转换装置，其特征在于所述模式切换阀包括电磁阀A和大流量气动阀B。
  16. 根据权利要求1-5任意一项所述的一种动车组回送救援用指令转换装置，其特征在于通过车辆模式切换的电气指令控制电磁阀A的得失电状态，从而控制电磁阀A中气路的接通与排气，作为先导压力控制大流量气动阀B实现对BP压力气路的接通与切断。
  17. 根据权利要求1-5任意一项所述的一种动车组回送救援用指令转换装置，其特征在于所述紧急排风阀包括由电磁阀C和大流量排风阀D。
  18. 根据权利要求1-5任意一项所述的一种动车组回送救援用指令转换装置，通过车辆紧急制动电气指令控制电磁阀C的得失电状态，从而控制电磁阀C中气路的接通与排气，以先导压力控制大流量排风阀D实现对BP压力空气的密封及快速排气。
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