CN110588725B - Double-break multi-redundancy control circuit for traction emergency command - Google Patents
Double-break multi-redundancy control circuit for traction emergency command Download PDFInfo
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
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Abstract
The invention discloses a traction emergency command double-break multi-redundancy control circuit, which comprises a first relay module, a second relay module and a first relay module, wherein the first relay module is used for receiving a traction emergency command; the two contacts of the first relay module are connected with the second relay module; the second relay module is connected with a third relay module; the second relay module and the third relay module are connected with the emergency stop module; the emergency stop module is connected with two signal system connecting nodes which are connected in parallel; the two signal system connecting nodes are connected with a traction instruction control loop through a derailment detection sub-circuit; the traction command and the emergency brake control circuit both adopt a double-break control mode, so that the safety of the unmanned vehicle in the aspect of circuit design can be improved, and the double-break control circuit has the advantages of ensuring the sufficient disconnection of the circuit, ensuring the reliable cutting of the traction command when necessary and reliably applying the emergency brake of the train.
Description
Technical Field
The invention relates to the field of rail transit circuit control, in particular to a traction emergency command double-break multi-redundancy control circuit.
Background
The existing vehicle traction command and emergency braking command control circuit generally adopts a traction command train line and an emergency braking train line, and the two train lines finish the execution of traction commands and braking commands.
Traction command train line: the method is characterized in that a single-end hard-wire output principle is adopted, logics such as driver cab occupation, a warning button, a direction command, parking brake release, no power supply for a warehouse, good vehicle door closing and the like are connected in series in a hard-wire command, the command is finally sent to a traction inverter and a brake control unit to execute a traction command, when any one link is disconnected, the traction command of a train is lost, and the train runs in an idle state.
The disadvantages are as follows: in the control mode, if the relay of any node is in fault or is accidentally disconnected, the traction command cannot be sent out, and rescue is caused. The reason is that the redundancy of the circuit itself is not sufficient, and the availability of the train is not strong.
Emergency brake command train line: the emergency braking train line also adopts a single-end hard-line output principle, the conditions of cab occupation, a direction handle, an emergency stop mushroom button, train overspeed protection, low total wind pressure and the like are connected in series in a hard-line command, when the train normally runs, all nodes are closed, the train does not apply an emergency braking instruction, and when any one link in the nodes is disconnected, the train applies emergency braking.
The disadvantages are as follows: in this control mode, if the relay of one node is stuck when needing to be opened, the train cannot output the emergency braking command when needing to output the emergency braking command, and therefore danger is caused. The reason is that the single-node disconnection design of the circuit does not consider the multiple disconnection design, and the safety level of the train is not high.
In addition, the signal system is controlled by a double-end series circuit, the failure of the node clamping or the clamping of any set of access circuit can cause the failure of train control, and the motor train can be started only by cutting off the signal system.
Disclosure of Invention
The invention aims to solve the technical problem that aiming at the defects of the prior art, the invention provides a traction emergency command double-break multi-redundancy control circuit, which increases the redundancy and the usability of the circuit.
In order to solve the technical problems, the technical scheme adopted by the invention is as follows: a traction emergency command double-break multi-redundancy control circuit comprises a first relay module; the two contacts of the first relay module are connected with the second relay module; the second relay module is connected with a third relay module; the second relay module and the third relay module are connected with the emergency stop module; the emergency stop module is connected with two signal system connecting nodes which are connected in parallel; and the two signal system connecting nodes are connected with the traction instruction control loop through the derailment detection sub-circuit.
One ends of two contacts of the first relay module are connected to the other end of the symmetrical train circuit; and the other ends of the two contacts of the self-locking button are respectively connected with the anode and the cathode of the power supply.
The second relay module comprises two cab occupation relay branches with the same structure, and the two cab occupation relay branches are connected in parallel; the cab occupation relay branch comprises three cab occupation relays, wherein a first cab occupation relay and a second cab occupation relay are connected in series, and a third cab occupation relay is connected with the second cab occupation relay in parallel; one ends of two contacts of the first relay module are respectively connected with the middle points of the series branch of the cab occupation relay; one ends of the relay contacts occupied by the two third cabs are respectively connected with one ends of the two contacts of the first relay module; one end of the cab occupation relay branch circuit is connected with the positive electrode and the negative electrode of the power supply, and the other end of the cab occupation relay branch circuit is connected with two contacts of the emergency stop button.
The third relay module comprises two unmanned mode control branches with the same structure; the two unmanned driving mode control branches are connected in parallel; one unmanned mode control branch comprises two unmanned mode relays which are connected in parallel; one end of each of the two unmanned mode control branches is connected with the positive electrode and the negative electrode of the power supply respectively, and the other end of each of the two unmanned mode control branches is connected with two contacts of the emergency stop button respectively.
The derailment detection sub-circuit comprises two derailment detection branches with the same structure; the derailment detection branch comprises two parallel relay contacts; one end of each of the two derailment detection branches is connected with two signal system connection nodes, and the other end of each of the two derailment detection branches is connected with the traction instruction control loop.
The traction instruction control loop comprises amplifying contactor modules which are connected in parallel; the amplifying contactor module comprises four amplifying contactors connected in parallel, and two ends of a coil of each amplifying contactor are respectively connected to the other ends of the symmetrical train circuits; the contacts of the four amplifying contactors are connected in parallel in pairs to form two parallel branches, one ends of the two parallel branches are respectively connected with the positive electrode and the negative electrode of the power supply, and the other ends of the two parallel branches are connected with the other ends of the symmetrical train circuits.
The traction instruction control loop further comprises train braking equipment and train traction equipment; and the train braking equipment and the train traction equipment are respectively connected with the other end of the symmetrical train circuit.
The signal system connection node is a relay, and two ends of a contact of the relay are respectively connected to the other ends of the symmetrical train circuits.
Compared with the prior art, the invention has the beneficial effects that:
1. the traction instruction and the emergency brake control circuit both adopt a double-break control mode, so that the safety in the aspect of unmanned vehicle circuit design can be improved, and the double-break control circuit has the advantages of ensuring the sufficient disconnection of the circuit, namely that any one contact needing to be disconnected in the control circuit is not disconnected, and the circuit can be disconnected through the other pair of contacts, so that the reliable disconnection of a traction command can be ensured when necessary, and the emergency brake of a train can be reliably applied.
2. The traction instruction and the emergency braking control circuit both adopt a multi-redundancy control mode, the relay and the contactor of the key circuit adopt a mode that a plurality of devices are connected in parallel, and when one device fails and cannot be closed, other parallel contacts can be closed to send out commands, so that the usability of the circuit design is increased.
3. The signal system emergency braking node in the access control circuit not only adopts a double-break design, but also considers the design concept of redundancy control, and when the signal system at one end breaks down, the signal system node at the other end can still play a role in controlling the train emergency braking.
4. The circuit is provided with a switching circuit for unmanned driving and manned driving, so that the design requirement of unmanned driving can be met, the function of driving the vehicle by a local driver of the vehicle can be realized, and the circuit keeps the essential characteristic of double-break double-redundancy control no matter what control mode is adopted.
5. The emergency brake amplifying contactor circuit is arranged to control the valve switch for executing emergency brake, so that the impact of the valve switch on the control circuit can be reduced, and the amplifying contactor also considers double-break design and redundancy design, thereby avoiding the clamping failure of a single contactor and the clamping failure of the single contactor.
Drawings
FIG. 1 is a schematic diagram of a double break and multiple redundancy control part for traction and emergency braking in a manual driving mode.
FIG. 2 is a diagram of a signaling system for dual break and multiple redundancy control for traction and emergency braking according to the present invention.
Fig. 3 is a double break multiple redundancy control portion of the emergency brake actuation circuit of the present invention.
Detailed Description
In order to better represent the design characteristics of double-break multi-redundancy traction emergency braking commands in the case, the invention is explained from three parts, the combination of three parts of circuits jointly forms the circuit structure of the case, and the three parts mainly comprise: 1. and a double-break multi-redundancy control part for traction and emergency braking in a manual driving mode. 2. The signal system is used for carrying out double-break and multiple-redundancy control on traction and emergency braking. 3. And a double-break multi-redundancy control part of the emergency brake execution loop.
The three circuits all adopt a positive and negative double-break control concept, namely, control commands are positive power supply negative backflow, any node in the positive and negative electrodes is broken to enable the circuits to generate corresponding logic commands, meanwhile, the concept of redundancy design is also considered, and the final command execution result cannot be influenced by the clamping or blocking condition of one relay or contactor contact.
The double-break multi-redundancy control part for the traction and the emergency braking in the manual driving mode comprises the following steps:
the partial circuit comprises command logic in a manual driving mode and switching logic in a full-automatic driving mode, and the functions and functions of all the parts are described as follows:
KM11 relay (first relay module): the KM11 relay represents VCU emergency braking in manual driving mode, when the VCU is about to generate emergency braking command, the control relay KM11 is electrified, 2 pairs of normally closed contacts of KM11 are disconnected, namely KM11 is connected to the other end of the train symmetrical circuit through the VCU emergency braking relay normally closed contact.
Self-locking knob S01: when the relay KM11 is failed or the VCU emergency braking command cannot be reset to cause that the train cannot be pulled, the bypass knob in the manual driving mode can bypass the VCU emergency braking command of 2 units by operating the self-locking knob S01.
KM1~ KM6 relay (second relay module): the representative cab occupies the relays, when the cab at the home end occupies the relays, the KM 1-KM 6 relays are all powered on and attracted, and the KM 1-KM 6 relays at the other end of the cab are not powered on, so that the original state is maintained.
KM7~ KM10 relay (third relay module): representing the relay in the unmanned mode, when the train runs in the unmanned mode, all the relays KM 7-KM 10 are powered on and attracted, and all circuits of the part with the driver are bypassed and do not work.
Mushroom button S02: and the emergency stop button is represented, and no matter the train is in a manned or unmanned mode, only a driver presses the mushroom button, two pairs of normally closed contacts in the circuit are disconnected, so that a traction blocking and train emergency braking command is generated.
When the train runs in a manual driving mode, the KM 7-KM 10 relays cannot be electrified and attracted, so that the logic of a manual driving part cannot be bypassed. The relays of the drivers of the occupied terminals KM 1-KM 6 are all powered, and the relays of the drivers of the non-occupied terminals KM 1-KM 6 are all not powered, so that the power supply passes through the KM1 and KM2 of the non-occupied terminals (another train unit) and passes through the VCU emergency braking relays KM11 of the two units, the state is sent to the KM 3-KM 6 drivers of the occupied relays (the occupied terminals are closed), the power supply is transmitted to the next stage circuit through the mushroom button S02, and when any point in the circuit is disconnected, the train is blocked and dragged, and the emergency braking is applied. When the relay KM11 is in failure or the VCU emergency braking command cannot be reset to cause the train to be incapable of traction, the self-locking knob of the S01 can be operated to bypass the VCU emergency braking command of 2 units, so that the VCU emergency braking command does not influence the train.
Conditions for VCU emergency brake command: when the train control system detects that the command of cab occupation is lost, the alarm button is not pressed for more than 4S, the direction command is lost, the parking brake is not released, the power supply is used for supplying power for a warehouse, the doors are not closed and the like, the VCU controls the KM11 relay to be disconnected, and at the moment, the train is blocked and dragged and applies emergency brake.
The embodiment of VCU emergency braking double break logic: in the circuit of the stage, if any one pair of contacts of two pairs of normally closed contacts of the VCU emergency braking relay KM11 is opened, the positive pole or negative pole loop of the circuit is opened, and at the moment, the train is blocked to pull and applies emergency braking, so that the double-break design of the circuit is embodied, and the safety of the train circuit is stronger.
The KM 3-KM 6 redundancy and double break logic are embodied as follows: the parallel use of KM3 and KM4 in the current stage circuit can improve the redundancy of the circuit, if the KM3 contact is oxidized to cause poor closing effect, at the moment, because of the parallel connection of the KM4 contact, the node is still in a closed state as a whole, and the positive circuit cannot be accidentally disconnected. Similarly, the parallel nodes of KM5 and KM6 are connected in series in the negative loop, and the accidental disconnection of the single contact can not cause the accidental disconnection of the parallel nodes, so that the circuit is fully redundant. In addition, from the whole small loop, the parallel nodes of the KM3 and KM4 and the parallel nodes of the KM5 and KM6 jointly form a double-break logic of the circuit, when the circuit executes the break logic, the KM3 to KM6 receive a break command at the same time, as long as any pair of the two parallel nodes completes the break action, the circuit can be reliably broken, and the sufficient availability of the circuit of the embodiment is reflected.
When the train runs in a full-automatic driving mode, the KM 7-KM 10 relays are electrified and attracted, the logic of a manual driving part is bypassed, and the train traction and braking logic is controlled by a lower circuit of a signal system. In addition, the parallel use of the KM7 and the KM8, the KM9 and the KM10 also embodies the redundancy and double break logic of the circuit, which is detailed in the KM 3-KM 6 redundancy and double break logic, and is not described herein again.
The signal system is used for controlling the traction and emergency braking double-break multi-redundancy control part:
the circuit of this stage mainly includes the apparatus in the access circuit of the signal system and control to the circuit; the redundancy and double break design of the whole vehicle traction and emergency braking logic; the requirements of the traction command train line for the traction equipment and the emergency braking equipment will now be described with respect to the functions and functions of the various components as follows:
a01 apparatus: and when the signal system judges that the train needs to apply emergency braking, the positive and negative circuits can be disconnected to lock and pull the train and apply the emergency braking.
KM12~ KM15 relay: representing the derailment detection sub-circuit, the KM 12-KM 15 relays are closed when the train normally runs, and when the derailment detection sub-circuit detects that the train is derailed, the KM 12-KM 15 relays are all disconnected.
KM 16-KM 19 contactor: the amplifying contactor has the circuit logic consistent with that of the traction and emergency braking circuit at the front stage, is applied to an emergency braking circuit and is used for on-off impact of valve devices of a low-gear braking control unit to protect the control circuit from impact voltage or current.
All traction and braking equipment of the train: the traction command in the traction and braking equipment supports a double-break circuit, and when any one of the positive and negative circuits loses power, the train blocks traction.
The first and the second in FIG. 2 are connected to the first and the second in the previous circuit FIG. 1 respectively and continue the logic.
When the train normally runs, the signal system judges that the train state is normal and has no trigger emergency braking condition, when the emergency braking is not generated, the signal system equipment A01 controls the KM20 and the KM21 to be closed, at the moment, the two-way state is finally sent to the KM 16-KM 19 amplifying contactor and the traction instruction control loop through the derailment detection state relays KM 12-KM 15, and when any one of the positive loop and the negative loop is disconnected, the train is blocked to be dragged and the emergency braking is applied.
Redundant design of signaling device a 01: the positive circuit, the KM20 in the train unit signal system equipment A01 and the KM20 in the other train unit signal system equipment A01 form a parallel connection relation, when the KM20 of any one signal equipment A01 has a stuck fault and cannot be closed, a parallel connection node cannot be completely disconnected, and emergency braking of a train can be avoided. Similarly, in the negative circuit, the KM21 in the train unit signal system device a01 and the KM21 in another train unit signal system device a01 also form a parallel connection relationship, and when the KM21 of any one signal device a01 has a stuck fault and cannot be closed, the parallel connection node of the train unit signal system device a 21 cannot be completely disconnected, so that emergency braking of the train by accident can be avoided, and the availability of the train is greatly improved.
Double-break design of signaling device a 01: any one of the positive pole circuit and the negative pole circuit can disconnect the double-parallel KM20 node or the double-parallel KM21 node when the signal system judges that the train needs to apply emergency braking, so that the train can normally apply the emergency braking. The circuit design has sufficient safety.
Double redundancy and double break design of derailment detection: for the dual redundancy and dual-break design of the KM 12-KM 15 relays, please refer to the KM 3-KM 6 redundancy and dual-break logic design, which are not described herein.
The double-break multi-redundancy control part of the emergency braking execution loop comprises the following steps:
the design of the circuit at this stage mainly comprises the issuing logic of an emergency braking command train line, and the functions and functions of the main components are introduced as follows:
KM 16-KM 19 contactor: the amplifying contactor has the circuit logic consistent with that of the traction and emergency braking circuit at the front stage, is applied to an emergency braking circuit and is used for on-off impact of valve devices of a low-gear braking control unit to protect the control circuit from impact voltage or current.
All traction and braking equipment of the train: emergency braking commands in the traction and braking equipment support double-break circuits, and when any one of the positive and negative circuits loses power, the train applies emergency braking.
The circuit at the stage is an emergency braking execution circuit in an emergency braking control circuit, the positive and negative double-break circuit is directly controlled by the amplifying contactors KM 16-KM 19, and when any one circuit is disconnected with a power supply, the train applies emergency braking.
The double redundancy and double break design of the amplification contactors KM 16-KM 19: the principle of the double-break and double-redundancy design of the amplifying contactors KM 16-KM 19 is the same as the redundancy and double-break logic design of KM 3-KM 6, and is not described in detail. However, it is worth mentioning that the impact of brake valves in the emergency braking execution circuit is large, and the contacts of the single contactor are used in series to improve the overcurrent capacity of the contactor.
In the invention, each marshalling unit is provided with a set of circuit of the invention, and a train consists of two sets of symmetrical marshalling units. A symmetrical train circuit refers to the inventive circuit of another marshalling unit of a train of symmetrical trains.
Claims (6)
1. A traction emergency command double-break multi-redundancy control circuit is characterized by comprising a first relay module; the two contacts of the first relay module are connected with the second relay module; the second relay module is connected with a third relay module; the second relay module and the third relay module are connected with the emergency stop module; the emergency stop module is connected with two signal system connecting nodes which are connected in parallel; the two signal system connecting nodes are connected with a traction instruction control loop through a derailment detection sub-circuit;
one ends of two contacts of the first relay module are connected to the other end of the symmetrical train circuit; the other ends of the two contacts of the first relay module are respectively connected with the positive electrode and the negative electrode of a power supply;
the second relay module comprises two cab occupation relay branches with the same structure, and the two cab occupation relay branches are connected in parallel; the cab occupation relay branch comprises three cab occupation relays, wherein a first cab occupation relay and a second cab occupation relay are connected in series, and a third cab occupation relay is connected with the second cab occupation relay in parallel; one ends of two contacts of the first relay module are respectively connected with the middle points of the series branch of the cab occupation relay; one ends of the relay contacts occupied by the two third cabs are respectively connected with one ends of the two contacts of the first relay module; one end of the cab occupation relay branch circuit is connected with the positive electrode and the negative electrode of the power supply, and the other end of the cab occupation relay branch circuit is connected with two contacts of the emergency stop button.
2. The traction emergency command double break multiple redundancy control circuit of claim 1, wherein the third relay module comprises two identical unmanned mode control branches; the two unmanned driving mode control branches are connected in parallel; one unmanned mode control branch comprises two unmanned mode relays which are connected in parallel; one end of each of the two unmanned mode control branches is connected with the positive electrode and the negative electrode of the power supply respectively, and the other end of each of the two unmanned mode control branches is connected with two contacts of the emergency stop button respectively.
3. Traction emergency command double break multiple redundancy control circuit according to claim 1 or 2, wherein said derailment detection sub-circuit comprises two structurally identical derailment detection branches; the derailment detection branch comprises two parallel relay contacts; one end of each of the two derailment detection branches is connected with two signal system connection nodes, and the other end of each of the two derailment detection branches is connected with the traction instruction control loop.
4. The traction emergency command double break multiple redundancy control circuit of claim 3, wherein the traction command control loop comprises amplified contactor modules in parallel; the amplifying contactor module comprises four amplifying contactors connected in parallel, and two ends of a coil of each amplifying contactor are respectively connected to the other ends of the symmetrical train circuits; the contacts of the four amplifying contactors are connected in parallel in pairs to form two parallel branches, one ends of the two parallel branches are respectively connected with the positive electrode and the negative electrode of the power supply, and the other ends of the two parallel branches are connected with the other ends of the symmetrical train circuits.
5. The traction emergency command double break multiple redundancy control circuit of claim 4, wherein the traction command control loop further comprises a train braking device, a train traction device; and the train braking equipment and the train traction equipment are respectively connected with the other end of the symmetrical train circuit.
6. The traction emergency command double-break multi-redundancy control circuit according to claim 1, wherein the signal system connection node is a relay, and two ends of a contact of the relay are respectively connected to the other ends of the symmetrical train circuit.
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| CN201910863424.3A CN110588725B (en) | 2019-09-12 | 2019-09-12 | Double-break multi-redundancy control circuit for traction emergency command |
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| CN113928374B (en) * | 2020-06-29 | 2022-10-28 | 株洲中车时代电气股份有限公司 | Emergency stop system of high-speed maglev train |
| CN112291129B (en) * | 2020-11-02 | 2021-11-16 | 中车南京浦镇车辆有限公司 | Unmanned subway train derailment detection control device |
| CN112644286B (en) * | 2020-11-20 | 2023-03-31 | 湖南中车智行科技有限公司 | Electric train accelerator pedal system with traction protection |
| CN113911167B (en) * | 2021-10-26 | 2023-11-28 | 中车南京浦镇车辆有限公司 | Overspeed protection control circuit suitable for unmanned vehicle |
| CN114162149B (en) * | 2022-01-14 | 2024-07-05 | 中国铁道科学研究院集团有限公司 | Train traction cutting control device and traction cutting control method |
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| DE102008045101A1 (en) * | 2008-04-28 | 2009-11-05 | GM Global Technology Operations, Inc., Detroit | Double ended inverter system for e.g. wagon, has controller coupled to inverter subsystems, where controller influences operation of inverter subsystems to manage power transfer among energy sources and electric traction motor |
| CN203732945U (en) * | 2013-12-12 | 2014-07-23 | 中国铁道科学研究院 | Hot-standby train automatic driving system |
| CN104777745B (en) * | 2014-01-14 | 2017-12-22 | 北大方正集团有限公司 | A kind of redundancy control circuit and redundancy control system |
| DE102016217902A1 (en) * | 2016-09-19 | 2018-03-22 | Siemens Aktiengesellschaft | Monitoring a rail vehicle |
| CN107867280B (en) * | 2017-11-10 | 2020-06-23 | 中车株洲电力机车有限公司 | Vehicle coupling control circuit, emergency stop braking method and rail transit vehicle |
| DE102018104143A1 (en) * | 2018-02-23 | 2019-08-29 | Wabco Gmbh | Brake system for a vehicle train and tractor equipped therewith |
| CN209257887U (en) * | 2018-12-11 | 2019-08-16 | 成都运达科技股份有限公司 | A kind of train draft control unit |
| CN109733420B (en) * | 2019-01-04 | 2020-11-24 | 中车青岛四方机车车辆股份有限公司 | Train storage battery traction system and method and train |
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