CN113844414B - Rail transit vehicle and parking brake control system and method thereof - Google Patents
Rail transit vehicle and parking brake control system and method thereof Download PDFInfo
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- CN113844414B CN113844414B CN202111165566.6A CN202111165566A CN113844414B CN 113844414 B CN113844414 B CN 113844414B CN 202111165566 A CN202111165566 A CN 202111165566A CN 113844414 B CN113844414 B CN 113844414B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/1701—Braking or traction control means specially adapted for particular types of vehicles
- B60T8/1708—Braking or traction control means specially adapted for particular types of vehicles for lorries or tractor-trailer combinations
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Abstract
The invention discloses a rail transit vehicle and a parking brake control system and method thereof. Due to the adoption of the technical scheme, compared with the prior art, the invention can safely and effectively control and monitor the parking of the train set and guide a driver to emergently deal with the parking fault.
Description
Technical Field
The invention relates to the technical field of rail transit, in particular to a rail transit vehicle and a parking brake control system and method thereof.
Background
In recent years, with the development of the technology of the motor train unit, the motor train unit with concentrated power gradually popularizes domestically due to the advantages of flexible marshalling, low manufacturing, application and overhaul costs, high operation speed and the like. All power cars, trailers and control cars in the power-concentrated motor train unit adopt electric control parking modules, however, the application of abnormal parking may cause the wheels to be scratched, the alleviation of abnormal parking may cause the motor train unit to slide on a ramp, and the safe application is seriously influenced. Therefore, how to safely and effectively control and monitor the parking of the train set and guide a driver to emergently deal with the parking fault is a technical problem to be solved by the technical personnel in the field.
Disclosure of Invention
In order to solve the problem that the conventional power-concentrated motor train unit cannot monitor the application/release of the parking abnormity in the background technology, the invention provides a rail transit vehicle parking brake control system, and the specific technical scheme is as follows.
A rail transit vehicle parking brake control system comprises a first parking applying switch, a first relay, a first parking unit, a second relay, a second parking unit, a second parking applying switch, a third relay, a fourth relay, a third parking unit and a Central Control Unit (CCU), wherein the first parking applying switch, the first relay and the first parking unit are arranged in a power car;
the coil of the first relay, the coil of the second relay, the coil of the third relay and the coil of the fourth relay are connected in parallel;
the first parking applying switch is connected with a coil of the first relay in series, and the second parking applying switch is connected with a coil of the fourth relay in series;
one end of a normally open contact of the first relay is connected with a direct-current power supply, and the other end of the normally open contact of the first relay is connected with a coil of the second relay; one end of a normally open contact of the fourth relay is connected with the direct-current power supply, and the other end of the normally open contact of the fourth relay is connected with a coil of the third relay;
The first parking unit comprises a first electromagnetic valve, one end of a first coil of the first electromagnetic valve is connected with the direct-current power supply, and the other end of the first coil of the first electromagnetic valve is respectively connected with the first connection point and the second connection point; the second parking unit comprises a second electromagnetic valve, and a first coil of the second electromagnetic valve is connected with a normally open contact of the second relay in series; the third parking unit comprises a third electromagnetic valve, and a first coil of the third electromagnetic valve is connected with a normally open contact of a third relay in series;
the first connection point is arranged between the first parking applying switch and the coil of the first relay, and the second connection point is arranged between the second parking applying switch and the coil of the fourth relay; the first connection point and the second connection point are both connected with the Central Control Unit (CCU).
Preferably, the control system further comprises a first parking release switch and a fifth relay which are arranged in the power vehicle, a sixth relay which is arranged in the trailer, and a second parking release switch, a seventh relay and an eighth relay which are arranged in the control vehicle;
a coil of the fifth relay, a coil of the sixth relay, a coil of the seventh relay and a coil of the eighth relay are connected in parallel;
the first parking release switch is connected with a coil of a fifth relay in series, and the second parking release switch is connected with a coil of an eighth relay in series;
One end of a normally open contact of the fifth relay is connected with the direct-current power supply, and the other end of the normally open contact of the fifth relay is connected with a coil of the sixth relay; one end of a normally open contact of the eighth relay is connected with the direct-current power supply, and the other end of the normally open contact of the eighth relay is connected with a coil of the seventh relay;
one end of a second coil of the first electromagnetic valve is connected with a direct-current power supply, and the other end of the second coil of the first electromagnetic valve is respectively connected with a third connection point and a fourth connection point; a second coil of the second electromagnetic valve is connected in series with a normally open contact of a sixth relay; the second coil of the third electromagnetic valve is connected in series with a normally open contact of a seventh relay;
the third connection point is arranged between the first parking release switch and the coil of the fifth relay, and the fourth connection point is arranged between the second parking release switch and the coil of the eighth relay; the third connection point and the fourth connection point are both connected with the Central Control Unit (CCU).
Preferably, the vehicle further comprises a ninth relay, a tenth relay and an eleventh relay, wherein the ninth relay, the tenth relay and the eleventh relay are arranged in the power vehicle;
the first parking unit further comprises a first pressure switch, and a first contact of the first pressure switch is connected with a coil of the ninth relay in series; the second parking unit further comprises a second pressure switch, and the third parking unit further comprises a third pressure switch; a first contact of the second pressure switch, a first contact of the third pressure switch, a contact of the ninth relay, a coil of the tenth relay and a coil of the eleventh relay are connected in parallel and then connected in series with the protection resistor;
One end of a contact of the tenth relay is connected with a direct current power supply, and the other end of the contact is connected with a Central Control Unit (CCU); one end of a contact of the eleventh relay is connected with a direct current power supply, and the other end of the contact is connected with a Central Control Unit (CCU).
Preferably, the system also comprises a first bypass switch arranged in the power vehicle, a second bypass switch arranged in the trailer and a third bypass switch arranged in the control vehicle; the first contact of the first bypass switch is connected in series with the contact of the ninth relay, the first contact of the second bypass switch is connected in series with the first contact of the second pressure switch, and the first contact of the third bypass switch is connected in series with the first contact of the third pressure switch.
Preferably, the second contact of the first pressure switch and the second contact of the first bypass switch are respectively connected with a Central Control Unit (CCU); the second contact of the second pressure switch, the second contact of the second bypass switch, the second contact of the third pressure switch and the second contact of the third bypass switch are respectively connected with a train safety detection system (TCDS);
the first contact of the first pressure switch is linked with the second contact of the first pressure switch, the first contact of the second pressure switch is linked with the second contact of the second pressure switch, and the first contact of the third pressure switch is linked with the second contact of the third pressure switch; the first contact of the first bypass switch is linked with the second contact of the first bypass switch, the first contact of the second bypass switch is linked with the second contact of the second bypass switch, and the first contact of the third bypass switch is linked with the second contact of the third bypass switch.
Preferably, the first parking unit further comprises a first isolation door, the first isolation door being connected to a Central Control Unit (CCU); the second parking unit further comprises a second isolation plug, and the third parking unit further comprises a third isolation plug; the second isolation plug door and the third isolation plug door are respectively connected with a train safety detection system (TCDS).
Preferably, the train safety detection system further comprises a Human Machine Interface (HMI) which is in communication with the train safety detection system (TCDS) and a Central Control Unit (CCU).
Based on the same inventive concept, the invention also provides a rail transit vehicle, which comprises a power vehicle, a trailer and a control vehicle, wherein the rail transit vehicle is provided with the rail transit vehicle parking brake control system.
Based on the same inventive concept, the invention also provides a rail transit vehicle parking brake control method, which comprises the following steps:
when the power vehicle receives a parking application instruction, the first parking application switch is closed, and the power vehicle instruction state is fed back to be applied; when the power vehicle receives the parking release instruction, the first parking release switch is closed, and the state of the power vehicle instruction is fed back to be released;
when the control vehicle receives a parking application instruction, the second parking application switch is closed, and the feedback control vehicle instruction state mark is applied; when the control vehicle receives the parking release instruction, the second parking release switch is closed, and the feedback control vehicle instruction state is marked as release;
When the contact of the tenth relay and the contact of the eleventh relay are both disconnected, the vehicle state is fed back to be recovered, otherwise, the vehicle state is fed back to be action;
when the second contact of a certain pressure switch is closed, the state of the pressure switch is fed back to be applied; when the second contact of a certain pressure switch is disconnected, the state of the pressure switch is fed back to be relieved;
when one isolation plug is conducted, the state of the isolation plug is fed back to be not isolated; when one isolating plug valve is closed, the state of the isolating plug valve is fed back as isolation;
when a certain bypass switch is disconnected, the state of the bypass switch is fed back to be not bypassed; when a certain bypass switch is closed, the state of the bypass switch is fed back to be a bypass.
Preferably, when the vehicle state is motion, the traction lock is triggered; when the vehicle state is motion and the speed of the train set is not zero, punishment braking is further triggered until the vehicle stops;
when the state of the first pressure switch is applied, the traction lock is triggered; when the state of the first pressure switch is applied and the speed of the train set is not zero, punitive braking is further triggered until the train is stopped;
when any isolation cock is in an isolation state, triggering traction blocking and not acquiring a feedback signal of a vehicle pressure switch corresponding to the isolation cock.
Preferably, the vehicle command state, the control vehicle command state and the vehicle state are sent to a human-machine interface (HMI) through a Central Control Unit (CCU) to be displayed; and the state of the pressure switch, the state of the isolation cock and the state of the bypass switch are sent to a human-machine interface (HMI) through a train safety detection system (TCDS) to be displayed.
Compared with the prior art, the invention can safely and effectively control and monitor the parking of the vehicle set and guide a driver to emergently dispose the parking fault.
Drawings
FIG. 1 is a schematic diagram of a park application control circuit according to the present invention;
FIG. 2 is a schematic diagram of a park mitigation control circuit of the present invention;
FIG. 3 is a schematic view of a parking ring of the present invention;
FIG. 4 is a schematic diagram of a state feedback circuit according to the present invention;
FIG. 5 is a schematic structural diagram of a parking unit according to the present invention.
All the drawings in the invention adopt a conventional drawing method, namely are in a 'power-free and wind-free' state.
Detailed Description
The present invention is described in further detail below with reference to the attached drawing figures.
Example 1
Referring to fig. 1-5, a rail transit vehicle parking brake control system includes a parking control circuit, a parking ring, and a state feedback circuit. The park control circuit, in turn, includes a park application control circuit and a park mitigation control circuit.
As shown in fig. 1, the parking application control circuit includes a first parking application switch, a first relay J11, a first parking unit, a second relay J12, a second parking unit, and a second parking application switch, a third relay J13, a fourth relay J14, and a third parking unit, which are provided in the control vehicle, which are provided in the power vehicle.
The coil of the first relay J11, the coil of the second relay J12, the coil of the third relay J13 and the coil of the fourth relay J14 are connected in parallel.
The first park apply switch is in series with the coil of the first relay J11 and the second park apply switch is in series with the coil of the fourth relay J14.
One end of a normally open contact of the first relay J11 is connected with a direct current power supply, and the other end of the normally open contact of the first relay J11 is connected with a coil of the second relay J12; one end of a normally open contact of the fourth relay J14 is connected with a direct current power supply, and the other end of the normally open contact of the fourth relay J14 is connected with a coil of the third relay J13.
The first parking unit comprises a first electromagnetic valve, one end of a first coil SJ1 of the first electromagnetic valve is connected with a direct-current power supply, and the other end of the first coil SJ1 of the first electromagnetic valve is respectively connected with a first connection point and a second connection point; the second parking unit comprises a second electromagnetic valve, and a first coil SJ12 of the second electromagnetic valve is connected with a normally open contact of a second relay J12 in series; the third park unit includes a third solenoid valve, and a first coil SJ13 of the third solenoid valve is connected in series with the normally open contact of third relay J13.
The first connection point is arranged between the first parking applying switch and the coil of the first relay J11, and the second connection point is arranged between the second parking applying switch and the coil of the fourth relay J14; the first connection point and the second connection point are both connected with the CCU.
When the power vehicle or the control vehicle sends a parking applying command, the first parking applying switch or the second parking applying switch is closed, and the CCU feeds back the power vehicle or the control vehicle command state as applying.
Take first parking to apply the switch and close as an example, first parking is applyed the switch and is closed back, and the coil of first relay J11 gets electric for the normally open contact of first relay J11 is closed, and then makes the coil of second relay J12 and third relay J13 get electric, makes the normally open contact of second relay J12 and third relay J13 also closed. Therefore, the first coil SJ1 of the first solenoid valve, the first coil SJ2 of the second solenoid valve and the first coil SJ3 of the third solenoid valve are electrified, so that the parking application is realized. Parking application control instruction output conditions: a. the park apply button is pressed; b. the speed of the train set is zero and the driver occupation signal is lost; c. and controlling the power supply to be powered off.
As shown in FIG. 2, the park mitigation control circuit includes a first park mitigation switch, a fifth relay J21, disposed in the vehicle, a sixth relay J22, disposed in the trailer, and a second park mitigation switch, a seventh relay J23, and an eighth relay J24, disposed in the control vehicle.
And the coil of the fifth relay J21, the coil of the sixth relay J22, the coil of the seventh relay J23 and the coil of the eighth relay J24 are connected in parallel.
The first park release switch is connected in series with the coil of the fifth relay J21 and the second park release switch is connected in series with the coil J24 of the eighth relay.
One end of a normally open contact of the fifth relay J21 is connected with a direct-current power supply, and the other end of the normally open contact of the fifth relay J21 is connected with a coil of the sixth relay J22; one end of a normally open contact of the eighth relay J24 is connected with a direct current power supply, and the other end of the normally open contact of the eighth relay J24 is connected with a coil of the seventh relay J23.
One end of a second coil HJ1 of the first electromagnetic valve is connected with a direct-current power supply, and the other end of the second coil HJ1 of the first electromagnetic valve is respectively connected with a third connection point and a fourth connection point; the second coil HJ2 of the second electromagnetic valve is connected with the normally open contact of a sixth relay J22 in series; and the second coil HJ3 of the third electromagnetic valve is connected with the normally open contact of a seventh relay J23 in series.
The third connection point is arranged between the first parking release switch and the coil of the fifth relay J21, and the fourth connection point is arranged between the second parking release switch and the coil of the eighth relay J24; the third connection point and the fourth connection point are both connected with the CCU.
When the power vehicle or the control vehicle sends out a parking relieving instruction, the first parking relieving switch or the second parking relieving switch is closed, and the CCU feeds back the instruction state of the power vehicle or the control vehicle to be relieved.
By taking the first parking releasing switch as an example, after the first parking releasing switch is closed, the coil of the fifth relay J21 is powered on, so that the normally open contact of the fifth relay J21 is closed, and further the coils of the sixth relay J22 and the seventh relay J23 are powered on, so that the normally open contacts of the sixth relay J22 and the seventh relay J23 are also closed. Thus, the second coil HJ1 of the first solenoid valve, the second coil HJ2 of the second solenoid valve, and the second coil HJ3 of the third solenoid valve are energized, thereby achieving park mitigation. Parking mitigation control instruction output conditions: the park apply button is pressed.
As shown in fig. 3, the parking ring includes a ninth relay J41, a tenth relay J31 provided in the vehicle, and an eleventh relay J32 provided in the control vehicle. The first parking unit further comprises a first pressure switch Y1, and a first contact (i/o) of the first pressure switch Y1 is connected with a coil of the ninth relay J41 in series; the second parking unit further comprises a second pressure switch J2, the third parking unit further comprises a third pressure switch Y3; and a first contact (II/IV) of the second pressure switch Y2, a first contact (II/IV) of the third pressure switch Y3, a contact J41 of the ninth relay, a coil J31 of the tenth relay and a coil J32 of the eleventh relay are connected in parallel and then connected in series with a protective resistor.
One end of a contact of the tenth relay J31 is connected with the direct-current power supply, and the other end of the contact is connected with the CCU; one end of a contact of the eleventh relay J32 is connected with a direct current power supply, and the other end is connected with the CCU.
The parking ring further comprises a first bypass switch P1 arranged in the power vehicle, a second bypass switch P2 arranged in the trailer and a third bypass switch P3 arranged in the control vehicle; the first contact (r/r) of the first bypass switch P1 is connected in series with the contact of the ninth relay J41, the first contact (r/r) of the second bypass switch P2 is connected in series with the first contact (r/r) of the second pressure switch Y2, and the first contact (r/r) of the third bypass switch P3 is connected in series with the first contact (r/r) of the third pressure switch Y3.
If the parking brake of the vehicle is applied, the first contact (phi/phi) of the first pressure switch Y1 is closed, and the normally open contact J41 of the ninth relay is closed. The branch of the first bypass switch P1 shorts the parking ring and the parking ring enters the active state. The opening and closing conditions of the electric elements in the recovery state are opposite to the action state, and therefore, the description is omitted.
If the trailer, control park brake is applied, the first (c/c) contacts of Y2, Y3 are closed. The branch where the second bypass switch P2 and the third bypass switch P3 are located short-circuits the parking ring, and the parking ring enters an action state. The opening and closing conditions of the electrical components in the recovery state are opposite to the action state, and thus the detailed description is omitted. When any vehicle is parked and applied, the parking ring is triggered to act; after all the vehicle parking is relieved, the parking rings are restored. The vehicles can shield the control of the parking ring through bypass switches P1-P3. Relays J31, J32 feed back the park ring "active/restore" state to the CCU.
As shown in fig. 4, the second contact (r/c) of the first pressure switch Y1 and the second contact (r/c) of the first bypass switch P1 are connected to the CCU, respectively; and a second contact (r/c) of the second pressure switch Y2, a second contact (r/c) of the second bypass switch P2, a second contact (r/c) of the third pressure switch Y3 and a second contact (r/c) of the third bypass switch P3 are respectively connected with the TCDS.
The first contact (r/r) of the first pressure switch Y1 is linked with the second contact (r/r) of the first pressure switch Y1, the first contact (r/r) of the second pressure switch Y2 is linked with the second contact (r/r) of the second pressure switch Y2, and the first contact (r/r) of the third pressure switch Y3 is linked with the second contact (r/r) of the third pressure switch Y3; the first contact (r/r) of the first bypass switch P1 is linked with the second contact (r/r) of the first bypass switch P1, the first contact (r/r) of the second bypass switch P2 is linked with the second contact (r/r) of the second bypass switch P2, and the first contact (r/r) of the third bypass switch P3 is linked with the second contact (r/r) of the third bypass switch P3.
The first parking unit further comprises a first isolation plug G1, the first isolation plug G1 being connected to the CCU; the second parking unit further comprises a second isolation plug G2, the third parking unit further comprises a third isolation plug G3; the second isolation plug G2 and the third isolation plug G3 are respectively connected with the TCDS. The system also comprises an HMI which is communicated with the TCDS and the CCU.
The pressure switches Y2, Y3 of each trailer, control car feed back the park "apply/relieve" state to the TCDS. The bypass switches P2, P3 for each trailer, control cart feed back whether the parking ring "bypasses" to the TCDS. Isolation plugs G2, G3 of each trailer, control car feed back whether the park is "isolated" to the TCDS. The TCDS sends the information to the CCU and the HMI through network communication, and the HMI displays corresponding prompt information. The prompt message of the isolation cock is that the priority is higher than the parking 'application' state.
As shown in fig. 5, the parking unit includes double pulse solenoid valves (first, second, and third solenoid valves), a pressure switch (Y), and an isolation cock (G).
The double pulse solenoid valve includes 2 coils: SJ coil (first coil) and HJ coil (second coil). After the SJ coil receives the high-level pulse control command, the stopping and releasing pipe is controlled to exhaust air and stop and apply; and after the HJ coil receives a high-level pulse control instruction, the parking pipe is controlled to be inflated, and parking is relieved.
The pressure switch is located on the stop-and-go pipe downstream of the isolation plug. Pressure switch operation value 450kPa/480 kPa: when the pressure of the parking pipe is lower than 450kPa, the normally closed contact is closed, and the normally open contact is opened; when the pressure of the parking pipe is higher than 480kPa, the normally closed contact is opened, and the normally open contact is closed.
The isolation cock is a manual cock with an electric contact and is positioned in a downstream air passage of the double-pulse electromagnetic valve. When the air source is communicated with the parking pipe, the air path of the parking pipe is communicated, and the electric contact is closed; when the device is in an isolation position, the air source is cut off from the air path of the parking pipe, the parking pipe is communicated with the atmosphere, and the electric contact is disconnected.
The invention relates to a relative control logic of a rail transit vehicle parking brake control system, which comprises the following steps:
1. if all CCUs in the train set receive the feedback that the parking rings are in the recovery state, judging that the parking rings are in the recovery state; otherwise, judging that the parking ring is in an 'action' state.
If the parking ring is in the 'action' state, then:
a. the CCU triggers the traction lockout.
b. If the consist speed is not zero, the CCU will also trigger penalty braking until the vehicle is stopped.
c. If the parking applying instruction is not output, but the parking ring is changed from the recovery state to the action state, the HMI will also perform a popup alarm: and stopping and releasing the ring. The pop-up alarm allows manual clearing after 3 seconds.
2. If the vehicle is in the park "apply" state, then:
a. the CCU triggers the traction lockout.
b. If the consist speed is not zero, the CCU will also trigger penalty braking until the vehicle is stopped.
3. If a certain vehicle isolation plug door G in the vehicle group is in an isolation position, then:
a. The CCU triggers the traction lockout.
b. And not collecting a feedback signal corresponding to the vehicle pressure switch Y.
c. HMI carries out pop window alarm: after the parking is relieved through the pull ring, the bypass switch is set to be in a bypass position. The pop-up alarm allows manual clearing after the bypass switch has been set to the "bypass position".
d. And after the popup window alarm is cleared, the traction blocking is released.
e. And after the popup alarm is cleared, the CCU recalculates the maximum parking gradient and sends the maximum parking gradient to the HMI for display.
The invention relates to a fault judgment logic and disposal measure of a rail transit vehicle parking brake control system, which comprises the following steps:
and the CCU comprehensively judges the state of each vehicle, judges the fault when the parking state is inconsistent with the parking control instruction, and displays corresponding prompt information and fault handling measures by the HMI. The specific fault conditions are as follows.
1. Failure 1: individual parking anomalies are mitigated or not imposed.
And fault judgment logic: the parking release instruction is not output, but the feedback parking of the individual vehicle is changed from an 'applying' state to a 'releasing' state; or a parking application instruction is output, but the individual vehicle feedback parking is still in a "relieved" state.
The HMI prompts which vehicles have abnormal parking relief or no fault, and the CCU recalculates the maximum parking gradient and sends the maximum parking gradient to the HMI for display.
HMI display handling measures: and (4) maintaining operation, and repairing the double-pulse electromagnetic valve, the relay J2X and the pressure switch Y of the fault vehicle after returning to the garage.
2. And (4) fault 2: individual parking is abnormally imposed or not alleviated.
And fault judgment logic: the parking application instruction is not output, but the individual vehicle feedback parking is changed from a 'relieving' state to an 'applying' state; or the parking mitigation instruction is output, but the individual vehicle feedback parking is still in the "apply" state.
The HMI prompts which vehicles have parking exceptions imposed or not alleviated the fault.
HMI display disposition measures: parking, checking whether the real applying/relieving action of parking is normal or not, if so, keeping running after a bypass switch of the fault vehicle is set to a bypass position, and repairing a pressure switch Y of the fault vehicle after returning to a warehouse; if not, the isolation plug door of the fault car is set to be in an isolation position, parking is relieved through a pull ring, a bypass switch is set to be in a bypass position, the HMI popup window alarm (VI.3. c) is cleared, the operation is maintained, and the parking pipe system of the fault car, the double-pulse electromagnetic valve and the relay J1X are repaired after the isolation plug door returns to the warehouse.
3. Failure 3: the parking ring behaves abnormally or does not recover.
And fault judgment logic: each car feeds back parking in "remission," but the parking rings are still in the "active" state (six.1).
The HMI prompts the parking ring to act abnormally or not to recover from the fault.
After clearing the HMI popup alarm (VI.1. c), the traction lock and penalty brake are released through the HMI.
HMI display disposition measures: and (5) maintaining operation, and repairing the fault vehicle relays J31 and J32 after returning to the garage.
Example 2
The embodiment provides a rail transit vehicle, including power car, trailer and control car, this embodiment takes 1 power car +1 trailer +1 control car as an example. The actual train group formation situation may be 1 power vehicle +7 trailers +1 control car, 1 power vehicle +18 trailers +1 power vehicle, 1 power vehicle +7 trailers +1 control car +7 trailers +1 power vehicle, etc.
The rail transit vehicle in the present embodiment is provided with the rail transit vehicle parking brake control system in embodiment 1.
Example 3
The embodiment provides a rail transit vehicle parking brake control method, which is used for controlling a power-concentrated motor train unit parking brake system in embodiment 1, and comprises the following steps:
when the power vehicle receives a parking application instruction, the first parking application switch is closed, and the power vehicle instruction state is fed back to be applied; when the power vehicle receives a parking release instruction, the first parking release switch is closed, and the instruction state of the power vehicle is fed back to be released;
When the control vehicle receives a parking application instruction, the second parking application switch is closed, and the feedback control vehicle instruction state is marked as application; when the control vehicle receives the parking release instruction, the second parking release switch is closed, and the instruction state of the feedback control vehicle is marked as release;
when the contact of the tenth relay and the contact of the eleventh relay are both disconnected, the vehicle state is fed back to be recovered, otherwise, the vehicle state is fed back to be action;
when the second contact of a certain pressure switch is closed, the state of the pressure switch is fed back to be applied; when the second contact of a certain pressure switch is disconnected, the state of the pressure switch is fed back to be relieved;
when one isolation plug is conducted, the state of the isolation plug is fed back to be not isolated; when one isolating plug valve is closed, the state of the isolating plug valve is fed back to be isolated;
when a certain bypass switch is disconnected, the state of the bypass switch is fed back to be not bypassed; when a certain bypass switch is closed, the state of the bypass switch is fed back to be a bypass.
The power vehicle instruction state, the control vehicle instruction state and the vehicle state are sent to a human-computer interface through a central control unit to be displayed; and the state of the pressure switch, the state of the isolation cock and the state of the bypass switch are sent to a human-computer interface through a train safety detection system to be displayed.
When the vehicle state is motion, triggering traction blocking; when the vehicle state is motion and the speed of the train set is not zero, punishment braking is further triggered until the vehicle stops;
when the state of the first pressure switch is applied, the traction lock is triggered; when the state of the first pressure switch is applied and the speed of the train set is not zero, punitive braking is further triggered until the train is stopped;
when any isolation cock is in an isolation state, triggering traction blocking and not acquiring a feedback signal of a vehicle pressure switch corresponding to the isolation cock.
Finally, it should be noted that: the above examples are only intended to illustrate the technical solution of the present invention, but not to limit it; although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions of the embodiments of the present invention.
Claims (10)
1. The utility model provides a rail transit vehicle parking braking control system which characterized in that: the system comprises a first parking applying switch, a first relay, a first parking unit, a second relay, a second parking unit, a second parking applying switch, a third relay, a fourth relay, a third parking unit and a central control unit, wherein the first parking applying switch, the first relay and the first parking unit are arranged in a power vehicle;
The coil of the first relay, the coil of the second relay, the coil of the third relay and the coil of the fourth relay are connected in parallel;
the first parking applying switch is connected with a coil of the first relay in series, and the second parking applying switch is connected with a coil of the fourth relay in series;
one end of a normally open contact of the first relay is connected with a direct current power supply, and the other end of the normally open contact of the first relay is connected with a coil of the second relay; one end of a normally open contact of the fourth relay is connected with the direct-current power supply, and the other end of the normally open contact of the fourth relay is connected with a coil of the third relay;
the first parking unit comprises a first electromagnetic valve, one end of a first coil of the first electromagnetic valve is connected with the direct-current power supply, and the other end of the first coil of the first electromagnetic valve is respectively connected with the first connection point and the second connection point; the second parking unit comprises a second electromagnetic valve, and a first coil of the second electromagnetic valve is connected with a normally open contact of a second relay in series; the third parking unit comprises a third electromagnetic valve, and a first coil of the third electromagnetic valve is connected with a normally open contact of a third relay in series;
the first connection point is arranged between the first parking applying switch and the coil of the first relay, and the second connection point is arranged between the second parking applying switch and the coil of the fourth relay; the first connection point and the second connection point are both connected with the central control unit.
2. The rail transit vehicle parking brake control system of claim 1, wherein: the first parking release switch, the fifth relay, the sixth relay, the second parking release switch, the seventh relay and the eighth relay are arranged in the control vehicle;
a coil of the fifth relay, a coil of the sixth relay, a coil of the seventh relay and a coil of the eighth relay are connected in parallel;
the first parking release switch is connected with a coil of a fifth relay in series, and the second parking release switch is connected with a coil of an eighth relay in series;
one end of a normally open contact of the fifth relay is connected with the direct-current power supply, and the other end of the normally open contact of the fifth relay is connected with a coil of the sixth relay; one end of a normally open contact of the eighth relay is connected with the direct-current power supply, and the other end of the normally open contact of the eighth relay is connected with a coil of the seventh relay;
one end of a second coil of the first electromagnetic valve is connected with a direct-current power supply, and the other end of the second coil of the first electromagnetic valve is respectively connected with a third connection point and a fourth connection point; a second coil of the second electromagnetic valve is connected in series with a normally open contact of a sixth relay; the second coil of the third electromagnetic valve is connected in series with a normally open contact of a seventh relay;
The third connection point is arranged between the first parking release switch and a coil of the fifth relay, and the fourth connection point is arranged between the second parking release switch and a coil of the eighth relay; the third connection point and the fourth connection point are both connected with the central control unit.
3. The rail transit vehicle parking brake control system of claim 2, wherein: the system also comprises a ninth relay, a tenth relay and an eleventh relay, wherein the ninth relay and the tenth relay are arranged in the power vehicle, and the eleventh relay is arranged in the control vehicle;
the first parking unit further comprises a first pressure switch, and a first contact of the first pressure switch is connected with a coil of the ninth relay in series; the second parking unit further comprises a second pressure switch, and the third parking unit further comprises a third pressure switch; a first contact of the second pressure switch, a first contact of the third pressure switch, a contact of the ninth relay, a coil of the tenth relay and a coil of the eleventh relay are connected in parallel and then connected in series with the protection resistor;
one end of a contact of the tenth relay is connected with the direct-current power supply, and the other end of the contact of the tenth relay is connected with the central control unit; and one end of a contact of the eleventh relay is connected with a direct-current power supply, and the other end of the contact is connected with the central control unit.
4. The rail transit vehicle parking brake control system of claim 3, wherein: the system also comprises a first bypass switch arranged in the power vehicle, a second bypass switch arranged in the trailer and a third bypass switch arranged in the control vehicle; the first contact of the first bypass switch is connected in series with the contact of the ninth relay, the first contact of the second bypass switch is connected in series with the first contact of the second pressure switch, and the first contact of the third bypass switch is connected in series with the first contact of the third pressure switch.
5. The rail transit vehicle parking brake control system of claim 4, wherein: the second contact of the first pressure switch and the second contact of the first bypass switch are respectively connected with the central control unit; the second contact of the second pressure switch, the second contact of the second bypass switch, the second contact of the third pressure switch and the second contact of the third bypass switch are respectively connected with a train safety detection system;
the first contact of the first pressure switch is linked with the second contact of the first pressure switch, the first contact of the second pressure switch is linked with the second contact of the second pressure switch, and the first contact of the third pressure switch is linked with the second contact of the third pressure switch; the first contact of the first bypass switch is linked with the second contact of the first bypass switch, the first contact of the second bypass switch is linked with the second contact of the second bypass switch, and the first contact of the third bypass switch is linked with the second contact of the third bypass switch.
6. The rail transit vehicle parking brake control system of claim 5, wherein: the first parking unit also comprises a first isolation plug door, and the first isolation plug door is connected with the central control unit; the second parking unit further comprises a second isolation plug, and the third parking unit further comprises a third isolation plug; and the second isolation plug door and the third isolation plug door are respectively connected with a train safety detection system.
7. The rail transit vehicle parking brake control system of claim 6, wherein: the train safety detection system further comprises a human-computer interface, and the human-computer interface is communicated with the train safety detection system and the central control unit.
8. The utility model provides a rail transit vehicle, includes power car, trailer and control car which characterized in that: the rail transit vehicle is provided with the rail transit vehicle parking brake control system as claimed in any one of claims 1 to 7.
9. A rail transit vehicle parking brake control method comprising the rail transit vehicle parking brake control system of claim 6 or 7, characterized in that the method comprises the steps of:
when the power vehicle receives a parking application instruction, the first parking application switch is closed, and the power vehicle instruction state is fed back to be applied; when the power vehicle receives the parking release instruction, the first parking release switch is closed, and the state of the power vehicle instruction is fed back to be released;
When the control vehicle receives a parking application instruction, the second parking application switch is closed, and the feedback control vehicle instruction state is marked as application; when the control vehicle receives the parking release instruction, the second parking release switch is closed, and the feedback control vehicle instruction state is marked as release;
when the contact of the tenth relay and the contact of the eleventh relay are both disconnected, the vehicle state is fed back to be recovered, otherwise, the vehicle state is fed back to be action;
when the second contact of a certain pressure switch is closed, the state of the pressure switch is fed back to be applied; when the second contact of a certain pressure switch is disconnected, the state of the pressure switch is fed back to be relieved;
when one isolation plug is conducted, the state of the isolation plug is fed back to be not isolated; when one isolating plug valve is closed, the state of the isolating plug valve is fed back to be isolated;
when a certain bypass switch is disconnected, the state of the bypass switch is fed back to be not bypassed; when a certain bypass switch is closed, the state of the bypass switch is fed back to be a bypass.
10. The rail transit vehicle parking brake control method of claim 9, wherein:
when the vehicle state is motion, triggering traction blocking; when the vehicle state is motion and the speed of the train set is not zero, punishment braking is further triggered until the vehicle stops;
When the state of the first pressure switch is applied, the traction lock is triggered; when the state of the first pressure switch is applied and the speed of the train set is not zero, punishment braking is further triggered until the train is stopped;
when any isolation cock is in an isolation state, triggering traction blocking and not acquiring a feedback signal of a vehicle pressure switch corresponding to the isolation cock.
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| CN202111165566.6A CN113844414B (en) | 2021-09-30 | 2021-09-30 | Rail transit vehicle and parking brake control system and method thereof |
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