WO2022257334A1 - 一种列车紧急制动控制电路及方法 - Google Patents
一种列车紧急制动控制电路及方法 Download PDFInfo
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- WO2022257334A1 WO2022257334A1 PCT/CN2021/127001 CN2021127001W WO2022257334A1 WO 2022257334 A1 WO2022257334 A1 WO 2022257334A1 CN 2021127001 W CN2021127001 W CN 2021127001W WO 2022257334 A1 WO2022257334 A1 WO 2022257334A1
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- circuit
- emergency
- control circuit
- emergency braking
- electromagnetic switch
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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
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/88—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means
- B60T8/885—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means using electrical circuitry
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- 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
Definitions
- the invention relates to the technical field of train braking control, in particular to a train emergency braking control circuit and method.
- an embodiment of the present invention provides a train emergency braking control circuit and method, so as to reduce the impact of load current on emergency braking and improve the reliability of emergency braking control.
- the first aspect of the embodiment of the present invention discloses a train emergency braking control circuit, the train emergency braking control circuit includes an execution loop and a control loop associated with an electromagnetic switch;
- the coil part of the electromagnetic switch is arranged in the control circuit, and the contact of the electromagnetic switch is arranged in the execution circuit;
- the control circuit is provided with an emergency brake triggering part, and the executive circuit is provided with an emergency brake solenoid valve as a load.
- the emergency brake triggering part is triggered, and the electromagnetic switch
- the coil part is de-energized, the contact of the electromagnetic switch is disconnected, so that the execution circuit and the control circuit are disconnected, and the emergency braking solenoid valve is de-energized to perform emergency braking.
- the execution circuit is also provided with a first emergency button
- the positive line and the negative line of the execution circuit are connected through the emergency brake solenoid valve, and the positive line and the negative line of the execution circuit are respectively provided with the first emergency button and the contacts of the electromagnetic switch along the direction of current flow;
- the emergency brake triggering components are arranged in pairs on the positive line and the negative line of the control loop.
- the emergency brake triggering components at least include: a driver’s cab activation switch, a controller handle emergency position detection switch, a direction handle detection switch, a warning device trigger switch, a total wind pressure trigger switch, a second emergency button, an ATP One or more combination of emergency trigger switch, overspeed trigger switch, decoupling detection switch and obstacle detection switch.
- the electromagnetic switch includes at least one relay
- the relay coil of the relay is arranged in the control circuit, and the normally open contact and the normally closed contact of the relay are arranged in the execution circuit.
- the electromagnetic switch includes at least a plurality of relays, the relay coils of the plurality of relays are arranged in the control circuit, and the contacts of the plurality of relays are arranged in the execution circuit in a series-parallel structure.
- the electromagnetic switch includes a contactor.
- the second aspect of the embodiment of the present invention discloses a train emergency braking control method, which is applicable to the train emergency braking control circuit disclosed in the first aspect of the embodiment of the present invention.
- the method includes:
- the contacts of the electromagnetic switch arranged in the execution circuit are disconnected, so that the control circuit and the execution circuit are disconnected, and the emergency braking electromagnetic valve is de-energized to perform emergency braking.
- the execution circuit is provided with a first emergency button, it also includes:
- the train emergency braking control circuit includes an execution circuit and a control circuit associated with an electromagnetic switch; the coil part of the electromagnetic switch is arranged on the The control circuit, the contact of the electromagnetic switch is set on the executive circuit; the emergency brake trigger component is arranged on the control circuit, and the emergency brake solenoid valve as a load is arranged on the executive circuit.
- the emergency brake trigger part is disconnected, the coil part of the electromagnetic switch is de-energized, and the contact of the electromagnetic switch is disconnected, so that the execution circuit and the control circuit are disconnected.
- the emergency brake solenoid valve is de-energized, and the emergency brake is executed.
- the condition for triggering emergency braking is separated from the execution circuit.
- the emergency braking trigger part on the control circuit triggers emergency braking, it will not be affected by the load current on the execution circuit, and the reduction of load current to the emergency The impact of braking, the purpose of improving the reliability of emergency braking control.
- Fig. 1 is a schematic structural diagram of a train emergency braking control circuit disclosed in an embodiment of the present invention
- FIG. 2 is a schematic diagram of a circuit structure in which two relay contacts are connected in series and in parallel disclosed by an embodiment of the present invention
- FIG. 3 is a schematic structural diagram of another train emergency braking control circuit disclosed in an embodiment of the present invention.
- Fig. 4 is a schematic structural diagram of another train emergency braking control circuit disclosed in an embodiment of the present invention.
- the term "comprises”, “comprises” or any other variation thereof is intended to cover a non-exclusive inclusion such that a process, method, article, or apparatus comprising a set of elements includes not only those elements, but also includes none. other elements specifically listed, or also include elements inherent in such a process, method, article, or apparatus.
- an element defined by the phrase “comprising a " does not exclude the presence of additional identical elements in the process, method, article or apparatus comprising said element.
- the embodiment of the present invention discloses a new train emergency braking control circuit.
- the conditional factors that trigger emergency braking are all set in the control loop, so that the triggering of emergency braking
- the actuation condition is separated from the execution circuit.
- the emergency braking trigger part on the control circuit triggers the emergency braking, it will not be affected by the load current on the execution circuit, so as to reduce the influence of the load current on the emergency braking and improve the emergency braking.
- the purpose of controlling reliability is described in detail through the following embodiments.
- FIG. 1 it is a schematic structural diagram of a train emergency braking control circuit disclosed in an embodiment of the present invention.
- the train emergency braking control circuit is applied to various trains, and the train emergency braking control circuit includes an execution circuit 10, a control circuit 20 and an electromagnetic switch.
- the execution circuit 10 is associated with the control circuit 20 through an electromagnetic switch.
- the coil part 31 of the electromagnetic switch is arranged in the control circuit 20, and the contact 32 of the electromagnetic switch is arranged in the execution circuit 10.
- An emergency brake triggering component 40 is arranged on the control circuit 20 , and an emergency brake solenoid valve 50 as a load is arranged on the execution circuit 10 .
- the positive line of the emergency brake solenoid valve 50 installed on the execution circuit 10 as a load is the positive line of the execution circuit 10
- the negative line of the emergency brake solenoid valve 50 is the negative line of the execution circuit 10 .
- the emergency brake triggering component 40 is arranged in pairs on the positive line and the negative line of the control circuit 20 .
- the execution circuit 10 adopts a double-wire double-break design.
- the positive line of the control circuit 20 and the control circuit 20 are simultaneously disconnected.
- the negative line avoids the problem that only one line of the positive line or the negative line in the control loop 20 can be disconnected when the contact of the electromagnetic switch fails, thereby improving the safety of emergency braking.
- the electromagnetic switch includes at least one relay.
- the relay coil of the relay is set in the control loop 20 , and the normally open contact and the normally closed contact of the relay are set in the execution loop 10 .
- the electromagnetic switch includes at least a plurality of relays, the relay coils of the plurality of relays are arranged in the control circuit 20, and the contacts of the plurality of relays are arranged in the series-parallel structure on the Execute loop 10.
- FIG. 2 it is a schematic diagram of a circuit structure in which two relay contacts are connected in series and in parallel according to an embodiment of the present invention.
- the breaking voltage decreases and the breaking current increases, thereby increasing the breaking capacity of the relay; when two relay contacts are connected in parallel, if one of the relay contacts In the event of a fault, the other relay will operate normally, further increasing the reliability of the emergency brake control.
- the electromagnetic switch includes a contactor.
- it may be an electromagnetic contactor.
- the contactor has the function of cutting off a large load, that is, a large current.
- the number of actions of the contactor is low and the power consumption is high, and the number of actions can reach hundreds of thousands of times under the rated life.
- the emergency brake triggering part 40 may include: a cab activation switch, a controller handle emergency position detection switch, a direction handle detection switch, a warning device trigger switch, a total wind pressure trigger switch, a second emergency button, an ATP One or more combination of emergency trigger switch, overspeed trigger switch, decoupling detection switch and obstacle detection switch.
- the number and types of the emergency braking triggering components 40 can be set by technicians themselves, as long as they meet the triggering conditions of the emergency braking.
- the execution loop and the control loop are set independently, and the execution loop and the control loop are associated through an electromagnetic switch.
- the condition factors triggering emergency braking are set on the control loop, so that the conditions triggering emergency braking are separated from the execution loop.
- the emergency brake solenoid valve is set on the execution circuit as a load. At this time, the load on the control circuit is only the coil part of the electromagnetic switch. Since the power of the electromagnetic switch is much smaller than that of the emergency brake solenoid valve, Moreover, the electromagnetic switch is not affected by the number of train formations, and can meet the increasing load capacity of trains.
- different electromagnetic switches can be selected according to the load condition and service life, so as to improve the emergency braking control reliability and improve the breaking capacity of the contacts.
- the train emergency braking control circuit disclosed based on the above-mentioned embodiments of the present invention, as shown in FIG. 3 is a schematic structural diagram of another train emergency braking control circuit based on the embodiment of the present invention shown in FIG. 1 .
- the train emergency braking control circuit specifically includes: an execution circuit 10 , a control circuit 20 and a relay 30 .
- the execution circuit 10 is associated with the control circuit 20 through an electromagnetic switch.
- the relay coil 33 of the relay is arranged in the control circuit 20 , and the normally open contact 34 and the normally closed contact 35 of the relay are arranged in the execution circuit 10 .
- the control circuit 20 is provided with a cab activation switch 41, controller handle emergency position detection switch 42, direction handle detection switch 43, alert device trigger switch 44, total wind pressure trigger switch 45, second emergency button 46, ATP emergency trigger Emergency braking trigger components such as switch 47, overspeed trigger switch 48, uncoupling detection switch 49 and obstacle detection switch 50.
- the overspeed trigger switch 48, the uncoupling detection switch 49 and the obstacle detection switch 50 are arranged in pairs on the positive line and the negative line of the control loop 20.
- the executive circuit 10 is provided with an emergency braking solenoid valve 50 as a load.
- the driver's cab activation switch 41 on the control circuit 20 When in normal running state, the driver's cab activation switch 41 on the control circuit 20, the controller handle emergency position detection switch 42, the direction handle detection switch 43, the alert device trigger switch 44, the total wind pressure trigger switch 45, the second emergency button 46.
- the relay coil 33 of the relay on the control circuit 20 is disconnected. Power failure, the normally open contact 34 of the relay arranged on the execution circuit 10 is disconnected, the normally closed contact 35 of the relay is closed, the execution circuit 10 and the control circuit 20 are disconnected, the emergency brake solenoid valve 50 is de-energized, the execution Emergency braking.
- the front and the rear of a general train are respectively provided with a driver's cab.
- the driver's cab activation switch 41 is disconnected.
- the relay coil 33 of the relay on the control circuit 20 Power failure the normally open contact 34 of the relay arranged on the execution circuit 10 is disconnected, the normally closed contact 35 of the relay is closed, the execution circuit 10 and the control circuit 20 are disconnected, the emergency brake solenoid valve 50 is de-energized, the execution Emergency braking.
- the driver's cab activation switch 41 When any driver's cab is activated in the front or rear of the vehicle, the driver's cab activation switch 41 is in a closed state. At this moment, the relay coil 33 of the relay on the control circuit 20 is energized. The open contact 34 is closed, and the normally closed contact 35 of the relay is disconnected, so that the train returns to normal operation.
- the overspeed trigger switch 48 When the overspeed trigger switch 48 is in an inactive state, that is, in a closed state, at this moment, the relay coil 33 of the relay on the control circuit 20 is energized, and the normally open contact 34 of the relay on the execution circuit 10 is closed, and the relay's Normally closed contact 35 is disconnected, and the train is recovered to normal operation.
- the emergency braking triggering part that triggers the emergency braking condition is set on the control circuit and designed separately from the execution circuit.
- the emergency braking triggering part on the control circuit triggers the emergency braking, it will not be executed.
- the impact of the load current on the loop can reduce the impact of the load current on emergency braking and improve the reliability of emergency braking control.
- the train emergency braking control circuit disclosed based on the above embodiments of the present invention, as shown in FIG. 4 is a schematic structural diagram of another train emergency braking control circuit shown in FIG. 1 based on the embodiment of the present invention.
- the train emergency braking control circuit includes an execution circuit 10, a control circuit 20 and an electromagnetic switch.
- the execution circuit 10 is associated with the control circuit 20 through an electromagnetic switch.
- the coil part 31 of the electromagnetic switch is arranged in the control circuit 20 , and the contact 32 of the electromagnetic switch is arranged in the execution circuit 10 .
- An emergency braking trigger component 40 is provided on the control circuit 20 , and an emergency braking solenoid valve 50 and a first emergency button 60 are provided as loads on the execution circuit 10 .
- the positive line and the negative line of the execution circuit 10 are connected through the emergency braking solenoid valve 50 , and the positive line and the negative line of the execution circuit 10 flow along the current to the contacts 32 provided with the first emergency button 60 and the electromagnetic switch respectively.
- the positive line of the emergency brake solenoid valve 50 installed on the execution circuit 10 as a load is the positive line of the execution circuit 10
- the negative line of the emergency brake solenoid valve 50 is the negative line of the execution circuit 10 .
- the emergency brake triggering component 40 is arranged in pairs on the positive line and the negative line of the control circuit 20 .
- the contact 32 of the electromagnetic switch that triggers the positive line and the negative line of the execution circuit 10 is disconnected, so that the execution circuit 10 and the control circuit 20 are disconnected. open, the emergency braking solenoid valve 50 is de-energized, and emergency braking is performed.
- the emergency braking trigger component that triggers the emergency braking condition is set on the control circuit and designed separately from the execution circuit, and the execution circuit adopts a double-wire double-break design, which can be disconnected when the emergency brake is executed.
- the control loop and the execution loop are not affected by the load current on the execution loop, which can not only reduce the impact of the load current on emergency braking, but also improve the reliability of emergency braking control.
- the embodiment of the present invention also discloses a train emergency braking control method, which is applicable to the train emergency braking control circuit disclosed in the above embodiment, and the method mainly includes:
- the method further includes:
- the contacts of the first emergency button are in a closed state under normal conditions, and when the first emergency button is triggered or activated, the contacts are disconnected, thereby disconnecting the control circuit and the execution circuit.
- the method also includes:
- the coil part of the electromagnetic switch on the control circuit loses power, and is set on the execution circuit.
- the contacts of the electromagnetic switch on the circuit are disconnected, so that the execution circuit and the control circuit are disconnected, and emergency braking is performed. It can not only reduce the impact of load current on emergency braking, but also improve the reliability of emergency braking control.
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- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
一种列车紧急制动控制电路，该列车紧急制动控制电路包括通过电磁式开关关联的执行回路（10）和控制回路（20）；电磁式开关的线圈部件（31）设置于控制回路（20），电磁式开关的触点（32）设置于执行回路（10）；控制回路（20）上设置有紧急制动触发部件（40），执行回路（10）上设置有作为负载的紧急制动电磁阀（50），当正常运行状态时，紧急制动触发部件（40）断开，电磁式开关的线圈部件（31）失电，电磁式开关的触点（32）断开，使执行回路（10）和控制回路（20）断开，执行紧急制动。在该控制电路中，将触发紧急制动的条件和执行回路（10）分离，使控制回路（20）上的紧急制动触发部件（40）触发紧急制动时，不受执行回路（10）上的负载电流的影响，实现降低负载电流对紧急制动的影响，提高紧急制动控制可靠性的目的。还提供一种列车紧急制动控制方法。
Description
本申请要求于2021年06月10日提交中国专利局、申请号为202110650109.X、发明名称为“一种列车紧急制动控制电路及方法”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。
本发明涉及列车制动控制技术领域，尤其涉及一种列车紧急制动控制电路及方法。
随着社会的发展，人们的出行需求也越来越多，各类公共交通工具也随之快速发展起来。城铁列车作为一种被广泛使用的公共交通各方面也得到的了发展。
目前，城铁列车因为不同用户的需求有所不同，在紧急制动控制方面也存在一定的差异。在现有技术中，紧急制动回路的控制都是由中间继电器完成的，但是，随着城铁列车上线运营数量的不断增加，在紧急制动控制方面出现了一个共同的问题，即随着城铁列车编组数量的增加，紧急制动回路上的负载电流随之增加，中间继电器的分断能力已经无法满足日益增加的负载容量，不仅导致中间继电器的寿命缩短也极易出现故障，严重的还会导致紧急制动控制出现问题。
发明内容
有鉴于此，本发明实施例提供一种列车紧急制动控制电路及方法，以实现降低负载电流对紧急制动的影响，提高紧急制动控制可靠性的目的。
为实现上述目的，本发明实施例提供如下技术方案：
本发明实施例第一方面公开了一种列车紧急制动控制电路，所述列车紧急制动控制电路包括通过电磁式开关关联的执行回路和控制回路；
所述电磁式开关的线圈部件设置于所述控制回路，所述电磁式开关的触点 设置于所述执行回路；
所述控制回路上设置有紧急制动触发部件，所述执行回路上设置有作为负载的紧急制动电磁阀，当正常运行状态时，所述紧急制动触发部件被触发，所述电磁式开关的线圈部件失电，所述电磁式开关的触点断开，使所述执行回路和所述控制回路断开，所述紧急制动电磁阀失电，执行紧急制动。
可选的，所述执行回路上还设置有第一紧急按钮；
所述执行回路的正线和负线通过紧急制动电磁阀连接，所述执行回路的正线和负线上沿电流流向分别设置有第一紧急按钮和所述电磁式开关的触点；
当所述紧急按钮被触发时，触发所述执行回路的正线和负线上的所述电磁式开关的触点断开，使所述执行回路和所述控制回路断开，所述紧急制动电磁阀失电，执行紧急制动。
可选的，所述紧急制动触发部件成对设置于所述控制回路的正线和负线上。
可选的，所述紧急制动触发部件至少包括：司机室激活开关、司控器手柄紧急位检测开关、方向手柄检测开关、警惕装置触发开关、总风压力触发开关、第二紧急按钮、ATP紧急触发开关、超速触发开关、脱钩检测开关和障碍物检测开关中的一种或多种组合。
可选的，所述电磁式开关至少包括一个继电器；
所述继电器的继电器线圈设置于所述控制回路，所述继电器的常开触点和常闭触点设置于所述执行回路。
可选的，所述电磁式开关至少包括多个继电器，所述多个继电器的继电线圈设置于所述控制回路，所述多个继电器的触点以串并联结构设置于所述执行回路。
可选的，所述电磁式开关包括接触器。
本发明实施例第二方面公开了一种列车紧急制动控制方法，适用于本发明实施例第一方面公开的列车紧急制动控制电路，所述方法包括：
在列车正常运行状态下，当所述控制回路中的紧急制动触发部件由闭合状态变更为断开状态时，设置于所述控制回路中的电磁式开关的线圈部件失电；
设置于执行回路中的电磁式开关的触点断开，使所述控制回路和所述执行回路断开，所述紧急制动电磁阀失电，执行紧急制动。
可选的，若所述执行回路上设置有第一紧急按钮时，还包括：
当所述紧急按钮被触发时，设置于所述执行回路上的所述触点断开，所述紧急制动电磁阀失电。
可选的，还包括：
当所述控制回路中的紧急制动触发部件由断开状态变更为闭合时，设置于所述控制回路中的电磁式开关的线圈部件得电，设置于执行回路中的电磁式开关的触点闭合，缓解紧急制动。
基于上述本发明实施例提供的一种列车紧急制动控制电路及方法，该列车紧急制动控制电路包括通过电磁式开关关联的执行回路和控制回路；所述电磁式开关的线圈部件设置于所述控制回路，所述电磁式开关的触点设置于所述执行回路；所述控制回路上设置有紧急制动触发部件，所述执行回路上设置有作为负载的紧急制动电磁阀，当正常运行状态时，所述紧急制动触发部件断开，所述电磁式开关的线圈部件失电，所述电磁式开关的触点断开，使所述执行回路和所述控制回路断开，所述紧急制动电磁阀失电，执行紧急制动。在本方案中，将触发紧急制动的条件和执行回路分离，当控制回路上的紧急制动触发部件触发紧急制动时，不受执行回路上的负载电流的影响，实现降低负载电流对紧急制动的影响，提高紧急制动控制可靠性的目的。
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，下面描述中的附图仅仅是本发明的实施例，对于本邻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为本发明实施例公开的一种列车紧急制动控制电路的结构示意图；
图2为本发明实施例公开的一种两个继电器触点串并联的电路结构示意图；
图3为本发明实施例公开的另一种列车紧急制动控制电路的结构示意图；
图4为本发明实施例公开的再一种列车紧急制动控制电路的结构示意图。
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、完整地描述，显然，所描述的实施例仅仅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，本邻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他实施例，都属于本发明保护的范围。
在本申请中，术语“包括”、“包含”或者其任何其他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他要素，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，并不排除在包括所述要素的过程、方法、物品或者设备中还存在另外的相同要素。
由背景技术可知，随着城铁列车编组数量的增加，紧急制动回路上的负载电流随之增加，中间继电器的分断能力已经无法满足日益增加的负载容量，不仅导致中间继电器的寿命缩短也极易出现故障，严重的还会导致紧急制动控制出现问题。
因此，本发明实施例公开了一种新的列车紧急制动控制电路，通过电磁式开关关联的执行回路和控制回路，将触发紧急制动的条件因素均设置于控制回路中，使触发紧急制动的条件和执行回路分离，当控制回路上的紧急制动触发部件触发紧急制动时，不受执行回路上的负载电流的影响，实现降低负载电流对紧急制动的影响，提高紧急制动控制可靠性的目的。具体实现过程通过以下实施例详细说明。
如图1所示，为本发明实施例公开的一种列车紧急制动控制电路的结构示意图。该列车紧急制动控制电路应用于各类列车中，该列车紧急制动控制电路包括执行回路10、控制回路20和电磁式开关。
该执行回路10和控制回路20通过电磁式开关关联。
该电磁式开关的线圈部件31设置于所述控制回路20，所述电磁式开关的触 点32设置于所述执行回路10。
需要说明的是，电磁式开关的原理：当电磁式开关的线圈部件31得电时，该电磁式开关的触点32闭合；当电磁式开关的线圈部件31失电时，该电磁式开关的触点32断开。
控制回路20上设置有紧急制动触发部件40，该执行回路10上设置有作为负载的紧急制动电磁阀50。
需要说明的是，设置于执行回路10上作为负载的紧急制动电磁阀50的正线即为执行回路10的正线，紧急制动电磁阀50的负线即为执行回路10的负线。
可选的，紧急制动触发部件40成对设置于控制回路20的正线和负线上。
当正常运行状态时，控制回路20上的任一紧急制动触发部件40断开时，电磁式开关的线圈部件31失电，该电磁式开关的触点32断开，使执行回路10和控制回路20断开，所述紧急制动电磁阀50失电，执行紧急制动。
在本发明实施例中，执行回路10采用双线双断的设计，在执行紧急制动时，当执行回路10和控制回路20断开时，同时分断控制回路20的正线和控制回路20的负线，避免电磁式开关的触点发生故障时，只能断开控制回路20中的正线或负线中的一条线的问题，从而提高紧急制动的安全性。
基于上述本发明实施例公开的列车紧急制动控制电路。
在一种实现方式中，该电磁式开关至少包括一个继电器。
在具体设置该继电器时，该继电器的继电器线圈设置于控制回路20，继电器的常开触点和常闭触点设置于执行回路10。
当设置于控制回路20上的继电器的继电器线圈得电时，设置于执行回路上的继电器的常开触点闭合，继电器的常闭触点断开。反之，当设置于控制回路20上的继电器的继电器线圈失电时，设置于执行回路上的继电器的常开触点断开，继电器的常闭触点闭合。
在一种实现方式中，该电磁式开关至少包括多个继电器，所述多个继电器的继电线圈设置于所述控制回路20，所述多个继电器的触点以串并联结构设置于所述执行回路10。
如图2所示，为本发明实施例示出的一种两个继电器触点串并联的电路结构示意图。
在图2中，两个继电器、4个触点K1、K2、K3和K4串并联设置。
在具体实现中，遵循继电器的原理，当继电器的继电器线圈得电时，继电器的常开触点闭合，继电器的常闭触点断开。反之，当继电器的继电器线圈失电时，继电器的常开触点断开，继电器的常闭触点闭合。
根据继电器线圈的得电或失电情况，当两个继电器触点串联时，其分断电压降低、分断电流提升，从而提高了继电器的分断容量；当两个继电器触点并联时，若其中一个继电器发生故障，另一个继电器会正常工作，从而进一步提高紧急制动控制的可靠性。
在一种实现方式中，该电磁式开关包括接触器。优选的，可以为电磁接触器。该接触器具有切断大负载，即大电流的功能。同时，接触器动作次数低且功耗高，在额定寿命下动作次数可以达到几十万次级别。
需要说明的是，技术人员可以根据不同的列车负载选择不同型号的接触器。
可选的，该紧急制动触发部件40可以包括：司机室激活开关、司控器手柄紧急位检测开关、方向手柄检测开关、警惕装置触发开关、总风压力触发开关、第二紧急按钮、ATP紧急触发开关、超速触发开关、脱钩检测开关和障碍物检测开关中的一种或多种组合。
需要说明的是，该紧急制动触发部件40的数量和类型可以由技术人员自行设置，只要符合紧急制动触发的条件因素即可。
在本发明实施例中，独立设置执行回路和控制回路，并通过电磁式开关关联执行回路和控制回路。将触发紧急制动的条件因素设置于控制回路上，使触发紧急制动的条件和执行回路分离。将紧急制动电磁阀以负载的方式设置于执行回路上，此时，控制回路上的负载仅为电磁式开关的线圈部件，鉴于电磁式开关的功率远远小于紧急制动电磁阀的功率，且该电磁式开关也不受列车编组数量的影响，能够满足列车日益增加的负载容量。在正常运行时，当控制回路上的紧急制动触发部件触发紧急制动，即紧急制动触发部件断开时，控制回路 上的电磁式开关的线圈部件失电，而设置于执行回路上的电磁式开关的触点则断开，使执行回路和控制回路断开，紧急制动电磁阀失电，执行紧急制动。基于本发明实施例所公开的列车紧急制动控制电路，可以实现降低负载电流对紧急制动的影响，提高紧急制动控制可靠性的目的。
此外，本发明实施例中还可以根据负载情况和使用寿命选择不同的电磁式开关，在提高紧急制动控制可靠性同时，提高触点分断容量。
基于上述本发明实施例公开的列车紧急制动控制电路，如图3所示，为本发明实施例基于图1示出的另一种列车紧急制动控制电路的结构示意图。
该列车紧急制动控制电路中具体包括：执行回路10、控制回路20和继电器30。
该执行回路10和控制回路20通过电磁式开关关联。
该继电器的继电器线圈33设置于所述控制回路20，所述继电器的常开触点34和常闭触点35设置于所述执行回路10。
控制回路20上设置有司机室激活开关41、司控器手柄紧急位检测开关42、方向手柄检测开关43、警惕装置触发开关44、总风压力触发开关45、第二紧急按钮46、ATP紧急触发开关47、超速触发开关48、脱钩检测开关49和障碍物检测开关50等紧急制动触发部件。
在具体设置中，司机室激活开关41、司控器手柄紧急位检测开关42、方向手柄检测开关43、警惕装置触发开关44、总风压力触发开关45、第二紧急按钮46、ATP紧急触发开关47、超速触发开关48、脱钩检测开关49和障碍物检测开关50成对设置于控制回路20的正线和负线上。
该执行回路10上设置有作为负载的紧急制动电磁阀50。
当正常运行状态时，控制回路20上的司机室激活开关41、司控器手柄紧急位检测开关42、方向手柄检测开关43、警惕装置触发开关44、总风压力触发开关45、第二紧急按钮46、ATP紧急触发开关47、超速触发开关48、脱钩检测开关49和障碍物检测开关50中的任一一个紧急制动触发部件断开时，设置于控制回路20上的继电器的继电器线圈33失电，设置于执行回路10上的 继电器的常开触点34断开，继电器的常闭触点35闭合，使执行回路10和控制回路20断开，紧急制动电磁阀50失电，执行紧急制动。
这里举例说明：
示例一
一般列车的车头和车尾分别设置有一个司机室，在列车正常运行的情况下，当无司机室激活时，司机室激活开关41被断开，此时控制回路20上的继电器的继电器线圈33失电，设置于执行回路10上的继电器的常开触点34断开，继电器的常闭触点35闭合，使执行回路10和控制回路20断开，紧急制动电磁阀50失电，执行紧急制动。
当车头或车尾中任一一个司机室激活，司机室激活开关41均处于闭合状态，此时，控制回路20上的继电器的继电器线圈33得电，设置于执行回路10上的继电器的常开触点34闭合，继电器的常闭触点35断开，使列车恢复正常运行。
示例二
在列车正常运行的情况下，当超速触发开关48被激活，即被断开时，此时控制回路20上的继电器的继电器线圈33失电，设置于执行回路10上的继电器的常开触点34断开，继电器的常闭触点35闭合，使执行回路10和控制回路20断开，紧急制动电磁阀50失电，执行紧急制动。
当超速触发开关48均处于未激活状态，即闭合状态时，此时，控制回路20上的继电器的继电器线圈33得电，设置于执行回路10上的继电器的常开触点34闭合，继电器的常闭触点35断开，使列车恢复正常运行。
其他紧急制动触发部件被激活时，也执行相应的操作，这里不再赘述。
在本发明实施例中，将触发紧急制动条件的紧急制动触发部件设置于控制回路上，与执行回路分离设计，当控制回路上的紧急制动触发部件触发紧急制动时，不受执行回路上的负载电流的影响，能够实现降低负载电流对紧急制动的影响，提高紧急制动控制可靠性的目的。
基于上述本发明实施例公开的列车紧急制动控制电路，如图4所示，为本发明实施例基于图1示出的另一种列车紧急制动控制电路的结构示意图。
该列车紧急制动控制电路包括执行回路10、控制回路20和电磁式开关。
该执行回路10和控制回路20通过电磁式开关关联。
该电磁式开关的线圈部件31设置于所述控制回路20，所述电磁式开关的触点32设置于所述执行回路10。
控制回路20上设置有紧急制动触发部件40，该执行回路10上设置有作为负载的紧急制动电磁阀50和第一紧急按钮60。
执行回路10的正线和负线通过紧急制动电磁阀50连接，执行回路10的正线和负线上沿电流流向分别设置有第一紧急按钮60和电磁式开关的触点32。
需要说明的是，设置于执行回路10上作为负载的紧急制动电磁阀50的正线即为执行回路10的正线，紧急制动电磁阀50的负线即为执行回路10的负线。
可选的，紧急制动触发部件40成对设置于控制回路20的正线和负线上。
当正常运行状态时，控制回路20上的任一紧急制动触发部件40断开时，电磁式开关的线圈部件31失电，该电磁式开关的触点32断开，使执行回路10和控制回路20断开，紧急制动电磁阀50失电，执行紧急制动。
当所述第一紧急按钮60闭合时，触发所述执行回路10的正线和负线上的所述电磁式开关的触点32断开，使所述执行回路10和所述控制回路20断开，紧急制动电磁阀50失电，执行紧急制动。
在本发明实施例中，将触发紧急制动条件的紧急制动触发部件设置于控制回路上与执行回路分离设计，且执行回路采用双线双断的设计，当执行紧急制动时，能够分断控制回路和执行回路，不受执行回路上的负载电流的影响，不仅能够实现降低负载电流对紧急制动的影响，提高紧急制动控制可靠性的目的。
基于上述本发明实施例公开的列车紧急制动控制电路，本发明实施例还公开了一种列车紧急制动控制方法，适用于上述实施例公开的列车紧急制动控制电路，所述方法主要包括如下步骤：
S501：在列车正常运行状态下，当所述控制回路中的紧急制动触发部件由闭合状态变更为断开状态时，设置于所述控制回路中的电磁式开关的线圈部件失电；
S502：设置于执行回路中的电磁式开关的触点断开，紧急制动电磁阀失电，执行紧急制动。
在一个实施例中，若所述执行回路上设置有第一紧急按钮时，该方法还包括：
当所述紧急按钮被触发时，设置于所述执行回路上的所述电磁式开关的触点断开，使所述控制回路和所述执行回路断开，紧急制动电磁阀失电，执行紧急制动。
需要说明的是，第一紧急按钮在正常情况下触点处于闭合状态，当第一紧急按钮被触发或者被激活后，触点断开，从而使控制回路和执行回路断开。
在一个实施例中，所述方法还包括：
当所述控制回路中的紧急制动触发部件由断开状态变更为闭合时，设置于所述控制回路中的电磁式开关的线圈部件得电，设置于执行回路中的电磁式开关的触点闭合，缓解紧急制动。
在本发明实施例中，基于执行回路的双线双断的设计，在触发设置于控制回路上的紧急制动触发部件时，控制回路上的电磁式开关的线圈部件失电，而设置于执行回路上的电磁式开关的触点则断开，使执行回路和控制回路断开，执行紧急制动。不仅可以实现降低负载电流对紧急制动的影响，还提高紧急制动控制可靠性的目的。
对所公开的实施例的上述说明，使本领域专业技术人员能够实现或使用本发明。对这些实施例的多种修改对本领域的专业技术人员来说将是显而易见的，本文中所定义的一般原理可以在不脱离本发明的精神或范围的情况下，在其它实施例中实现。因此，本发明将不会被限制于本文所示的这些实施例，而是要符合与本文所公开的原理和新颖特点相一致的最宽的范围。
Claims (10)
- 一种列车紧急制动控制电路，其特征在于，所述列车紧急制动控制电路包括通过电磁式开关关联的执行回路和控制回路；所述电磁式开关的线圈部件设置于所述控制回路，所述电磁式开关的触点设置于所述执行回路；所述控制回路上设置有紧急制动触发部件，所述执行回路上设置有作为负载的紧急制动电磁阀，当正常运行状态时，所述紧急制动触发部件被触发，所述电磁式开关的线圈部件失电，所述电磁式开关的触点断开，使所述执行回路和所述控制回路断开，所述紧急制动电磁阀失电，执行紧急制动。
- 根据权利要求1所述的电路，其特征在于，所述执行回路上还设置有第一紧急按钮；所述执行回路的正线和负线通过紧急制动电磁阀连接，所述执行回路的正线和负线上沿电流流向分别设置有第一紧急按钮和所述电磁式开关的触点；当所述紧急按钮被触发时，触发所述执行回路的正线和负线上的所述电磁式开关的触点断开，使所述执行回路和所述控制回路断开，所述紧急制动电磁阀失电，执行紧急制动。
- 根据权利要求1所述的电路，其特征在于，所述紧急制动触发部件成对设置于所述控制回路的正线和负线上。
- 根据权利要求1所述的电路，其特征在于，所述紧急制动触发部件至少包括：司机室激活开关、司控器手柄紧急位检测开关、方向手柄检测开关、警惕装置触发开关、总风压力触发开关、第二紧急按钮、ATP紧急触发开关、超速触发开关、脱钩检测开关和障碍物检测开关中的一种或多种组合。
- 根据权利要求1至4中任一项所述的电路，其特征在于，所述电磁式开关至少包括一个继电器；所述继电器的继电器线圈设置于所述控制回路，所述继电器的常开触点和常闭触点设置于所述执行回路。
- 根据权利要求1至4中任一项所述的电路，其特征在于，所述电磁式 开关至少包括多个继电器，所述多个继电器的继电线圈设置于所述控制回路，所述多个继电器的触点以串并联结构设置于所述执行回路。
- 根据权利要求1至4中任一项所述的电路，其特征在于，所述电磁式开关包括接触器。
- 一种列车紧急制动控制方法，其特征在于，适用于权利要求1至7中任一项所述的列车紧急制动控制电路，所述方法包括：在列车正常运行状态下，当所述控制回路中的紧急制动触发部件由闭合状态变更为断开状态时，设置于所述控制回路中的电磁式开关的线圈部件失电；设置于执行回路中的电磁式开关的触点断开，使所述控制回路和所述执行回路断开，所述紧急制动电磁阀失电，执行紧急制动。
- 根据权利要求8所述的方法，其特征在于，若所述执行回路上设置有第一紧急按钮时，还包括：当所述紧急按钮被触发时，设置于所述执行回路上的所述触点断开，所述紧急制动电磁阀失电。
- 根据权利要求8所述的方法，其特征在于，还包括：当所述控制回路中的紧急制动触发部件由断开状态变更为闭合时，设置于所述控制回路中的电磁式开关的线圈部件得电，设置于执行回路中的电磁式开关的触点闭合，缓解紧急制动。
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| DE102009051019A1 (de) * | 2009-10-28 | 2011-05-05 | Knorr-Bremse Systeme für Schienenfahrzeuge GmbH | Notbremseinrichtung eines Schienenfahrzeugs |
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