Vehicle emergency control system and method

Abstract

The present invention provides a vehicle emergency control system and method, characterized by comprising: a normal mode air circuit module and an emergency mode air circuit module; the normal mode air circuit module comprising an auxiliary compressor, a main air line, a first check valve, a second check valve, a lifting air cylinder, a first bypass air line, and a first pressure switch; the emergency mode air circuit module having an input connected to the main air line between the first check valve and the first pressure switch, and an output connected to the main air line between the second check valve and the main air duct. The present invention can switch between normal and emergency modes, providing faster and more efficient air supply to the braking system.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle emergency air supply, and in particular to a vehicle emergency control system and method. Background Art

[0002] Subway vehicles mainly run in underground tunnels, and safe operation has always been a top priority. When a vehicle encounters a sudden disaster (flood, earthquake, fire, etc.), it will be difficult to rescue after it stops due to a vehicle failure in a closed underground space.

[0003] The braking system is a critical system for vehicles, and its reliability is particularly important. Currently, the main air compressor utilizes a 110V DC battery to provide compressed air for pantograph raising. Once the pantograph is raised, the compressed air for raising the pantograph is supplied by the main air supply, and the auxiliary air supply unit remains idle throughout the vehicle's operation. In the event of a sudden disaster, if the main air supply for the braking system becomes inoperative due to water ingress or mechanical failure, and the compressed air pressure in the braking system's main air duct falls below a certain set value, the vehicle will become blocked from traction, making it impossible to leave the danger zone and park safely in a timely manner, which is extremely dangerous. Summary of the Invention

[0004] The embodiments of the present invention provide an emergency control system and method for a vehicle auxiliary air supply unit to solve the problem in the prior art that different air supply modes cannot be selected according to different scenarios, resulting in unsafe vehicle operation.

[0005] In a first aspect, an embodiment of the present invention provides an emergency control system for a vehicle auxiliary air supply unit, comprising: a normal mode air path module and an emergency mode air path module;

[0006] The normal mode air circuit module includes an auxiliary air compressor, a main air pipeline, a first check valve, a second check valve, a bow raising air cylinder, a first bypass air pipeline and a first pressure switch;

[0007] The output end of the auxiliary air compressor is connected to the input end of the first check valve through the main air pipeline, the output end of the first check valve is connected to the output end of the second check valve through the main air pipeline, the input end of the bow-lifting air cylinder is connected to the main air pipeline between the first check valve and the second check valve through the first bypass air pipeline, the output end of the bow-lifting air cylinder is the output end of the normal mode air path module through the first bypass air pipeline, and the input end of the second check valve is connected to the main air duct through the main air pipeline; the first pressure switch is arranged on the main air pipeline between the first check valve and the second check valve; the auxiliary air compressor and the first pressure switch are respectively connected to a power supply;

[0008] The input end of the emergency mode air circuit module is connected to the main air pipeline between the first check valve and the first pressure switch, and the output end of the emergency mode air circuit module is connected to the main air pipeline between the second check valve and the main air duct.

[0009] In a possible implementation, the normal mode gas path module further includes: a hose, a cooler, a dryer, a safety valve, and a plug valve;

[0010] The input end of the hose is connected to the output end of the auxiliary air compressor through the main air pipeline, the output end of the hose is connected to the input end of the cooler through the main air pipeline, the output end of the cooler is connected to the input end of the dryer through the main air pipeline, and the output end of the dryer is connected to the input end of the first check valve through the main air pipeline;

[0011] The safety valve is arranged on the main gas pipeline between the hose and the cooler;

[0012] The input end of the gate valve is connected to the main air duct through the main air pipeline, and the output end of the gate valve is connected to the input end of the second check valve through the main air pipeline.

[0013] In a possible implementation, the emergency mode gas circuit module includes: a solenoid valve, a second pressure switch, and a second bypass air line;

[0014] The input end of the solenoid valve is connected to the main air pipeline between the first check valve and the first pressure switch through the second bypass air pipeline, and the output end of the solenoid valve is connected to the main air pipeline between the second check valve and the main air duct through the second bypass air pipeline;

[0015] The second pressure switch is arranged on the second bypass air line between the first check valve and the solenoid valve. The second pressure switch is used to monitor the pressure of the main air duct and control the start or shut down of the auxiliary air compressor according to the pressure of the main air duct.

[0016] In a possible implementation, the emergency mode gas circuit module further includes: a relief valve;

[0017] The overflow valve is arranged on the second bypass air pipeline, and the output end of the overflow valve is connected to the second pressure switch through the second bypass air pipeline.

[0018] In a possible implementation, the vehicle emergency control system further includes: a first contactor, a third connector, a fourth connector, a first circuit breaker, a first connector, a second connector, and a second circuit breaker;

[0019] One end of the coil of the first contactor is connected to the positive electrode of the power supply, and the other end is connected to one end of the fourth connector, the other end of the fourth connector is connected to one end of the first pressure switch, the other end of the first pressure switch is connected to one end of the third connector, and the other end of the third connector is connected to the negative electrode of the power supply;

[0020] One end of the first circuit breaker is connected to the positive pole of the power supply, the other end of the first circuit breaker is connected to one end of the first contact of the first contactor, the other end of the first contact of the first contactor is connected to one end of the first connector, the other end of the first connector is connected to the first end of the auxiliary air compressor, the second end of the auxiliary air compressor is connected to one end of the second connector, the other end of the second connector is connected to one end of the second contact of the first contactor, the other end of the second contact of the first contactor is connected to one end of the second circuit breaker, and the other end of the second circuit breaker is connected to the negative pole of the power supply.

[0021] In a possible implementation, the vehicle emergency control system further includes: a second contactor, a fifth connector, a sixth connector, a seventh connector, and an eighth connector;

[0022] One end of the coil of the second contactor and one end of the seventh contactor are connected in parallel to the positive electrode of the power supply, the other end of the coil of the second contactor is connected to one end of the sixth connector, the other end of the sixth connector is connected to one end of the second pressure switch, the other end of the second pressure switch is connected to one end of the fifth connector, and the other end of the fifth connector is connected to the negative electrode of the power supply;

[0023] The other end of the seventh connector is connected in series with a solenoid valve and then connected to one end of the eighth connector, and the other end of the eighth connector is connected to the negative pole of the power supply;

[0024] The first contact of the second contactor is connected in parallel to both ends of the first contact of the first contactor, and the second contact of the second contactor is connected in parallel to both ends of the second contact of the first contactor.

[0025] In one possible implementation, the vehicle emergency control system further includes: a single-pole double-throw switch;

[0026] The moving end of the single-pole double-throw switch is connected to the positive pole of the power supply, the first fixed end of the single-pole double-throw switch is connected to the coil of the first contactor, and the second fixed end of the single-pole double-throw switch is connected to the coil of the second contactor.

[0027] In a second aspect, an embodiment of the present invention provides a vehicle emergency control method, comprising:

[0028] When a pantograph raising command is received and the main air compressor of the vehicle is stopped, the first pressure switch in the normal mode air circuit module is controlled to be connected to a power source, and the auxiliary air compressor is controlled to start or stop according to the compressed air pressure value for pantograph raising of the vehicle, so that the normal mode air circuit module is used to provide compressed air for starting or stopping pantograph raising;

[0029] When the main air source of the vehicle's braking system fails and the vehicle's main air compressor stops, the emergency mode air circuit module is controlled to connect to the power supply, and the auxiliary air compressor is controlled to start or stop according to the total air pressure value, so that the emergency mode air circuit module can be used to start or stop providing compressed air to the main air cylinder.

[0030] In a possible implementation, controlling the start or stop of the auxiliary air compressor according to the compressed air pressure value for hoisting the vehicle includes:

[0031] When the first pressure switch detects that the compressed air pressure value of the vehicle's lifting cylinder is less than a first preset threshold, the first pressure switch closes, the coil of the first contactor is energized, the first contact and the second contact of the first contactor are closed, and the auxiliary air compressor starts; the first preset threshold is the lower limit of the air pressure set on the first pressure switch;

[0032] When the first pressure switch detects that the compressed air pressure value of the vehicle's lifting cylinder is greater than or equal to the second preset threshold, the first pressure switch is disconnected, the coil of the first contactor loses power, the first contact and the second contact of the first contactor are disconnected, and the auxiliary air compressor stops; the second preset threshold is the air pressure upper limit threshold set on the first pressure switch.

[0033] In a possible implementation, controlling the start or stop of the auxiliary air compressor according to the total wind pressure value includes:

[0034] When the total air duct pressure value of the vehicle monitored by the second pressure switch is less than a third preset threshold, the second pressure switch is closed, the coil of the second contactor is energized, the first contact and the second contact of the second contactor are closed, and the auxiliary air compressor is started; the third preset threshold is the lower limit of the air pressure set on the second pressure switch;

[0035] When the second pressure switch monitors that the total air duct pressure value of the vehicle is greater than or equal to a fourth preset threshold, the second pressure switch is disconnected, the coil of the second contactor loses power, the first contact and the second contact of the second contactor are disconnected, and the auxiliary air compressor stops; the fourth preset threshold is the upper limit threshold of air pressure set on the second pressure switch.

[0036] An embodiment of the present invention provides a vehicle emergency control system and method, which realizes the switching of air supply modes of different air circuit modules under different situations and different needs by adding an emergency mode air circuit module on the basis of the normal mode air circuit module. By adopting the normal mode air circuit module to provide compressed air for the bow lifting, the normal operation of the bow lifting of the system is guaranteed; when the main air source of the system fails and the main air compressor is shut down, the emergency mode air circuit module is adopted to provide compressed air for the main air duct of the brake system, thereby increasing the compressed air pressure of the main air duct of the brake system, so that the vehicle can be driven out of the dangerous area in time and parked safely. In addition, the normal mode air circuit module and the emergency mode air circuit module do not interfere with each other and operate independently, and according to the selected mode, the air supply control of the vehicle can be completed faster and better to achieve safe operation of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0038] Figure 1 Schematic diagram of the gas circuit structure of the vehicle emergency control system provided by an embodiment of the present invention;

[0039] Figure 2 This is a schematic diagram of the complete gas circuit structure of the vehicle emergency control system provided by an embodiment of the present invention;

[0040] Figure 3 1 is a schematic diagram of the circuit structure of a vehicle emergency control system provided by an embodiment of the present invention;

[0041] Figure 4 1 is a flow chart of a vehicle emergency control method provided by an embodiment of the present invention;

[0042] Figure 5 This is a schematic diagram of the structure of a complete vehicle solution of a vehicle emergency control system provided by an embodiment of the present invention;

[0043] Figure 6 It is a schematic diagram of the train unit gas circuit structure of the vehicle emergency control system provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0044] In the following description, specific details such as particular system structures and techniques are provided for purposes of illustration, not limitation, to facilitate a thorough understanding of the embodiments of the present invention. However, it will be apparent to those skilled in the art that the present invention may be practiced in other embodiments without these specific details. In other cases, detailed descriptions of well-known systems, devices, circuits, and methods are omitted so as not to obscure the description of the present invention with unnecessary detail.

[0045] In order to make the purpose, technical solutions and advantages of the present invention more clear, specific embodiments will be described below with reference to the accompanying drawings.

[0046] Figure 1 1 is a schematic diagram of the gas circuit structure of a vehicle emergency control system provided by an embodiment of the present invention, including: a normal mode gas circuit module 10 and an emergency mode gas circuit module 20.

[0047] The normal mode air circuit module 10 includes an auxiliary air compressor 101 , a first check valve 102 , a first pressure switch 103 , a second check valve 104 , a lifting air cylinder 105 , a main air pipeline 301 and a first bypass air pipeline 302 .

[0048] Optionally, the auxiliary air compressor 101 can serve as a backup air source to compress air for use as power when the main air compressor fails.

[0049] A check valve is a valve with a circular disc as its opening and closing member. It operates by its own weight and the pressure of the medium to prevent the backflow of the medium. The valve opens when the inlet pressure exceeds the sum of the weight of the disc and its flow resistance. In the present invention, the first check valve 102 opens when the air pressure in the main air pipeline exceeds the sum of the weight of the disc and its flow resistance.

[0050] The first pressure switch 103 is used to monitor the compressed air pressure value of the vehicle's lifting cylinder 105 and control the start or stop of the auxiliary air compressor 101 according to the compressed air pressure value.

[0051] See also Figure 1As shown in the schematic diagram of the air circuit structure, the output end of the auxiliary air compressor 101 is connected to the input end of the first check valve 102 through the main air pipeline 301, the output end of the first check valve 102 is connected to the output end of the second check valve 104 through the main air pipeline 301, the input end of the bow-lifting air cylinder 105 is connected to the main air pipeline 301 between the first check valve 102 and the second check valve 104 through the first bypass air pipeline 302, the output end of the bow-lifting air cylinder 105 is the output end of the normal mode air circuit module through the first bypass air pipeline 302, and the input end of the second check valve 104 is connected to the main air duct through the main air pipeline 301; the first pressure switch 103 is arranged on the main air pipeline 301 between the first check valve 102 and the second check valve 104; the auxiliary air compressor 101 and the first pressure switch 103 are respectively connected to the power supply.

[0052] In one possible implementation, see Figure 2 The normal mode gas circuit module 10 also includes: a safety valve 106, a cooler 107, a dryer 108, a plug door 109 and a hose 110.

[0053] Safety valve 106 is a special valve that is normally closed when subjected to external forces. When the pressure of the medium in the equipment or pipeline rises above a specified value, it discharges the medium to the outside of the system to prevent the pressure in the pipeline or equipment from exceeding the specified value. Safety valve 106 is an automatic valve, primarily used in boilers, pressure vessels, and pipelines. It controls the pressure to a value below the specified value, playing a vital role in protecting personal safety and equipment operation. Here, safety valve 106 can be used to ensure that the main gas pipeline is below the set pressure, protecting the normal operation of auxiliary air compressor 101, preventing accidents, and reducing losses.

[0054] The cooler 107 is a type of heat exchange device that can be used to cool a fluid. Here, the cooler 107 can be used to cool the air compressed by the auxiliary air compressor 101 .

[0055] The dryer 108 is a mechanical device that vaporizes moisture in the material by heating to obtain a material with a specified moisture content. The dryer 108 can dry the cooled compressed air to reduce the moisture content in the compressed air.

[0056] See also Figure 2As shown in the schematic diagram of the air circuit structure, the input end of the hose 110 is connected to the output end of the auxiliary air compressor 101 through the main air pipeline 301, the output end of the hose 110 is connected to the input end of the cooler 107 through the main air pipeline 301, the output end of the cooler 107 is connected to the input end of the dryer 108 through the main air pipeline, and the output end of the dryer 108 is connected to the input end of the first check valve 102 through the main air pipeline; the safety valve 106 is arranged on the main air pipeline 301 between the hose 110 and the cooler 107; the input end of the gate valve 109 is connected to the main air duct through the main air pipeline 301, and the output end of the gate valve 109 is connected to the input end of the second check valve 104 through the main air pipeline 301.

[0057] In one possible embodiment, when a bow raising command is received and the vehicle's main air compressor is shut down, the first pressure switch 103 in the normal mode air circuit module 10 is controlled to be connected to a power source, and the auxiliary air compressor 101 is controlled to start or stop according to the compressed air pressure value for bow raising of the vehicle, so that the normal mode air circuit module 10 is used to provide compressed air for starting or stopping bow raising.

[0058] See also Figure 2 The emergency mode air circuit module 20 includes: a solenoid valve 202 , a second pressure switch 201 and a second bypass air pipeline 303 .

[0059] The solenoid valve 202 is an industrial device controlled by electromagnetics and is a basic component of automation for controlling fluids. It has a sealed cavity. When the solenoid valve 202 is energized, the valve opens; when the power is lost, the valve closes.

[0060] The second pressure switch 201 is used to monitor the pressure of the main air duct and control the start or stop of the auxiliary air compressor 101 according to the pressure of the main air duct.

[0061] See also Figure 2 As shown in the schematic diagram of the air circuit structure, the input end of the solenoid valve 202 is connected to the main air pipeline 301 between the first check valve 102 and the first pressure switch 103 through the second bypass air pipeline 303, and the output end of the solenoid valve 202 is connected to the main air pipeline 301 between the second check valve 104 and the main air duct through the second bypass air pipeline 303; the second pressure switch 201 is arranged on the second bypass air pipeline 303 between the first check valve 102 and the solenoid valve 202.

[0062] The emergency mode gas circuit module 20 further includes: a relief valve 203 .

[0063] The overflow valve 203 is used to limit pressure and prevent backflow. Its specific function is to allow the compressed air of the auxiliary air compressor 101 to enter the main air duct to supply air to the braking system while ensuring that the compressed air pressure for lifting the vehicle is sufficient.

[0064] The opening pressure of the relief valve 203 is set to be greater than or equal to the first pressure, and the first pressure can be 500 kPa, 550 kPa, etc.

[0065] See also Figure 2 As shown in the schematic diagram of the gas circuit structure, the relief valve 203 is arranged on the second bypass gas pipeline 303, and the output end of the relief valve 203 is connected to the second pressure switch 201 through the second bypass gas pipeline 303.

[0066] In one possible embodiment, when the main air source of the vehicle's braking system fails and the vehicle's main air compressor is shut down, the emergency mode air circuit module 20 is controlled to connect to the power supply, and the auxiliary air compressor 101 is controlled to start or stop according to the total air pressure value, so that the emergency mode air circuit module 20 is used to start or stop providing compressed air to the main air cylinder.

[0067] Figure 3 1 is a schematic diagram of the circuit structure of a vehicle emergency control system provided by an embodiment of the present invention, comprising: a normal control circuit 30 , an emergency control circuit 40 and a main circuit 50 .

[0068] Optionally, the circuit controlled by the closed position of the moving end of the single-pole double-throw switch S01 can be selected to switch the normal control circuit 30 and the emergency control circuit 40 to realize the start or stop of the auxiliary air compressor 101 in different scenarios.

[0069] The main circuit 50 includes a first circuit breaker F01 , a first connector C1 , a second connector C2 , a second circuit breaker F02 , a first contact Q11 of a first contactor, and a second contact Q12 of the first contactor.

[0070] The normal control circuit 30 includes: a coil Q11 of a first contactor, a third connector C3, and a fourth connector C4.

[0071] The moving end of the single-pole double-throw switch S01 is connected to the positive electrode of the power supply, and the first fixed end of the single-pole double-throw switch S01 is connected to the coil Q11 of the first contactor.

[0072] The working principle of the contactor is that when the contactor coil is energized, the coil current will generate a magnetic field. The generated magnetic field causes the static iron core to generate electromagnetic attraction to attract the moving iron core, and drive the AC contactor point to operate and the contacts to close; when the contactor coil is de-energized, the contacts are opened.

[0073] See also Figure 3Schematic diagram of the circuit structure, the moving end of the single-pole double-throw switch S01 is connected to the positive electrode of the power supply, the first fixed end of the single-pole double-throw switch S01 is connected to the coil Q11 of the first contactor, the other end of the coil Q11 of the first contactor is connected to one end of the fourth connector C4, the other end of the fourth connector C4 is connected to one end of the first pressure switch 103, the other end of the first pressure switch 103 is connected to one end of the third connector C3, and the other end of the third connector C3 is connected to the negative electrode of the power supply.

[0074] In the main circuit 50, one end of the first circuit breaker F01 is connected to the positive pole of the power supply, the other end of the first circuit breaker F01 is connected to one end of the first contact Q12 of the first contactor, the other end of the first contact Q12 of the first contactor is connected to one end of the first connector, the other end of the first connector C1 is connected to the first end of the auxiliary air compressor 101, the second end of the auxiliary air compressor 101 is connected to one end of the second connector C2, the other end of the second connector C2 is connected to one end of the second contact Q13 of the first contactor, the other end of the second contact Q13 of the first contactor is connected to one end of the second circuit breaker F02, and the other end of the second circuit breaker F02 is connected to the negative pole of the power supply.

[0075] In one possible implementation, when the active end of the single-pole double-throw switch S01 is closed to the first fixed end and the first pressure switch 103 detects that the compressed air pressure of the vehicle's hoist cylinder 105 is less than a first preset threshold, the first pressure switch 103 closes, the coil Q11 of the first contactor is energized, and the normal control circuit 30 is energized. The first preset threshold is the lower limit of the air pressure set on the first pressure switch 103;

[0076] Optionally, the first preset threshold value may be set according to actual needs. In this embodiment, the value of the first preset threshold value is not limited. For example, the first preset threshold value may be 650 kPa, 700 kPa, etc.

[0077] According to the working principle of the contactor, when the coil Q11 of the first contactor is energized, the first contact Q12 and the second contact Q13 of the first contactor in the main circuit 50 are closed, the main circuit 50 is energized, the auxiliary air compressor 101 is started, and the normal mode air circuit module 10 is used to provide compressed air for the lifting bow.

[0078] In one possible implementation, when the active terminal of the single-pole double-throw switch S01 is closed to the first fixed terminal and the first pressure switch 103 detects that the compressed air pressure of the vehicle's hoist cylinder 105 is greater than or equal to a second preset threshold, the first pressure switch 103 is disconnected, the coil Q11 of the first contactor is de-energized, and the normal control circuit 30 is de-energized. The second preset threshold is the upper air pressure threshold set on the first pressure switch 103.

[0079] Optionally, the second preset threshold value may be set according to actual needs. In this embodiment, the value of the second preset threshold value is not limited. For example, the first preset threshold value may be 800 kPa, 900 kPa, etc.

[0080] According to the working principle of the contactor, the first contact Q12 and the second contact Q13 of the first contactor in the main circuit 30 are disconnected, the main circuit 50 is powered off, the auxiliary air compressor 101 is shut down, and the normal mode air circuit module 10 stops providing compressed air for the lifting bow.

[0081] See also Figure 3 The main circuit 50 further includes: a first contact Q22 of the second contactor and a second contact Q23 of the second contactor.

[0082] The emergency control circuit 40 includes: a coil Q21 of the second contactor, a fifth connector C5 , a sixth connector C6 , a seventh connector C7 , an eighth connector C8 and a solenoid valve 202 .

[0083] The second fixed end of the single-pole double-throw switch S01 is connected to the coil Q21 of the second contactor.

[0084] See also Figure 3 A circuit diagram shows a circuit in which a fixed end of a single-pole double-throw switch S01 is connected to the positive electrode of a power supply, one end of a coil Q21 of a second contactor and one end of a seventh contactor C7 are connected in parallel and then connected to the single-pole double-throw switch S01, the other end of the coil Q21 of the second contactor is connected to one end of a sixth connector C6, the other end of the sixth connector C6 is connected to one end of a second pressure switch 201, the other end of the second pressure switch 201 is connected to one end of a fifth connector C5, and the other end of the fifth connector C5 is connected to the negative electrode of the power supply;

[0085] The other end of the seventh connector C7 is connected in series with the solenoid valve 202 and then connected to one end of the eighth connector C8, and the other end of the eighth connector C8 is connected to the negative pole of the power supply; the first contact Q22 of the second contactor is connected in parallel at both ends of the first contact Q12 of the first contactor, and the second contact Q23 of the second contactor is connected in parallel at both ends of the second contact Q13 of the first contactor.

[0086] In one possible implementation, when the second fixed terminal of the single-pole double-throw switch S01 is closed and the total air duct pressure of the vehicle monitored by the second pressure switch 201 is less than a third preset threshold, the second pressure switch 201 is closed, the coil Q21 of the second contactor is energized, and the emergency control circuit 40 is energized. The third preset threshold is the lower limit of the air pressure set on the second pressure switch 201;

[0087] Optionally, the third preset threshold value may be set according to actual needs. In this embodiment, the value of the third preset threshold value is not limited. For example, the third preset threshold value may be 650 kPa, 700 kPa, etc.

[0088] According to the working principle of the contactor, when the coil Q21 of the second contactor is energized, the first contact Q22 and the second contact Q23 of the second contactor are closed, the main circuit 50 is energized, the auxiliary air compressor 101 is started, and the emergency mode air circuit module 20 begins to provide compressed air to the main air cylinder;

[0089] In one possible implementation, before starting to provide compressed air to the main air cylinder, the auxiliary air compressor 101 first supplies air to the bow lifting device. When the bow lifting pressure is greater than or equal to the first pressure, the overflow valve 203 opens, and the compressed air of the auxiliary air compressor 101 enters the main air duct to provide compressed air to the main air cylinder.

[0090] Optionally, the first pressure may be 500 kPa, 550 kPa, etc.

[0091] In one possible implementation, when the second fixed terminal of the single-pole double-throw switch S01 is closed and the total air duct pressure of the vehicle is greater than or equal to a fourth preset threshold, the second pressure switch 201 is opened, the coil Q21 of the second contactor loses power, and the emergency control circuit 40 is de-energized. The fourth preset threshold is the upper air pressure threshold set on the second pressure switch 201.

[0092] Optionally, the fourth preset threshold value may be set according to actual needs. In this embodiment, the value of the fourth preset threshold value is not limited. For example, the fourth preset threshold value may be 730 kPa, 800 kPa, etc.

[0093] According to the working principle of the contactor, the first contact Q22 and the second contact Q23 of the second contactor in the main circuit are disconnected, the main circuit 50 is powered off, the auxiliary air compressor 101 is shut down, and the emergency mode air circuit module 20 stops providing compressed air to the main air cylinder.

[0094] Optionally, during the operation of the normal control air circuit module 10 and the normal control circuit 30, the emergency control air circuit module 20 and the emergency control circuit 40 have no signal output and do not participate in the control of the auxiliary air compressor 101; during the operation of the emergency control air circuit module 20 and the emergency control circuit 40, the normal control air circuit module 10 and the normal control circuit 30 have no signal output and do not participate in the control of the auxiliary air compressor 101.

[0095] The normal control circuit 30 and the emergency control circuit 40 are independent of each other. Therefore, the first pressure switch 103 and the second pressure switch 201 control the start and stop of the auxiliary air compressor independently and do not interfere with each other.

[0096] An embodiment of the present invention provides a vehicle emergency control system, which realizes the switching of air supply modes of different air circuit modules under different situations and different needs by adding an emergency mode air circuit module on the basis of the normal mode air circuit module. By adopting the normal mode air circuit module to provide compressed air for the bow lifting, the normal operation of the bow lifting of the system is guaranteed; when the main air source of the system fails and the main air compressor is shut down, the emergency mode air circuit module is adopted to provide compressed air for the main air duct of the brake system, thereby increasing the compressed air pressure of the main air duct of the brake system, so that the vehicle can be driven out of the dangerous area in time and parked safely. In addition, the switching between the normal mode air circuit module and the emergency mode air circuit module and the independent operation can also complete the air supply control of the vehicle faster and better, and realize the safe operation of the vehicle.

[0097] Figure 4 A flow chart of a vehicle emergency control method provided by an embodiment of the present invention is shown. The vehicle emergency control method adopts the above-mentioned vehicle emergency control system. For ease of description, only the parts related to the embodiment of the present invention are shown, which are described in detail as follows:

[0098] like Figure 4 As shown, the vehicle emergency control method includes:

[0099] Step 101: When a pantograph raising command is received and the vehicle's main air compressor is stopped, the first pressure switch 103 in the normal mode air circuit module 10 is connected to a power source, and the auxiliary air compressor 101 is started or stopped based on the vehicle's pantograph raising compressed air pressure, so that the normal mode air circuit module 10 is used to supply compressed air for starting or stopping pantograph raising.

[0100] See also Figure 1 or 2, the connection relationship of the normal mode gas path module 10, and Figure 3 The circuit connection relationship between the normal control circuit 30 and the main circuit 50;

[0101] When a pantograph raising command is received, the vehicle first uses the main air compressor to raise the pantograph. When the main air compressor stops and cannot provide sufficient compressed air for pantograph raising, the first pressure switch 103 in the normal mode air circuit module 10 is controlled to connect to the power supply, thereby connecting the normal control circuit 30 to the power supply. It should be noted that the control of the first pressure switch 103 in the normal mode air circuit module 10 to connect to the power supply can be automatic or manual.

[0102] When the first pressure switch 103 detects that the compressed air pressure value of the vehicle's lifting cylinder 105 is less than a first preset threshold, the first pressure switch 103 closes, the normal control circuit 30 is energized, the coil Q11 of the first contactor is energized, the first contact Q12 and the second contact Q13 of the first contactor are closed, and the auxiliary air compressor 101 is started. The first preset threshold is the lower limit of the air pressure set on the first pressure switch 103.

[0103] Optionally, the first preset threshold value may be set according to actual needs. In this embodiment, the value of the first preset threshold value is not limited. For example, the first preset threshold value may be 650 kPa, 700 kPa, etc.

[0104] In one possible implementation, when the first pressure switch 103 detects that the compressed air pressure value of the vehicle's lifting air cylinder 105 is greater than or equal to a second preset threshold, the first pressure switch 103 is disconnected, the coil Q11 of the first contactor loses power, the first contact Q12 and the second contact Q13 of the first contactor are disconnected, and the auxiliary air compressor 101 is shut down; the second preset threshold is the upper limit threshold of the air pressure set on the first pressure switch.

[0105] Optionally, the second preset threshold value may be set according to actual needs. In this embodiment, the value of the second preset threshold value is not limited. For example, the first preset threshold value may be 800 kPa, 900 kPa, etc.

[0106] Step 102, when the main air source of the vehicle's braking system fails and the vehicle's main air compressor is shut down, the emergency mode air circuit module 20 is controlled to connect to the power supply, and the auxiliary air compressor 101 is controlled to start or stop according to the total air pressure value, so that the emergency mode air circuit module 20 is used to start or stop providing compressed air to the main air cylinder.

[0107] See also Figure 2 , the connection relationship of the emergency mode gas circuit module 20, and Figure 3 The circuit connection relationship between the emergency control circuit 40 and the main circuit 50;

[0108] When the emergency control circuit 40 is connected to a power source, the second pressure switch 201 begins operating. When the total air duct pressure of the vehicle monitored by the second pressure switch 201 is less than a third preset threshold, the second pressure switch 201 closes, the coil Q21 of the second contactor is energized, the first contact Q22 and the second contact Q23 of the second contactor close, and the auxiliary air compressor 101 starts. The third preset threshold is the lower limit of the air pressure set on the second pressure switch 201.

[0109] Optionally, the third preset threshold value may be set according to actual needs. In this embodiment, the value of the third preset threshold value is not limited. For example, the third preset threshold value may be 650 kPa, 700 kPa, etc.

[0110] When the total air duct pressure value of the vehicle monitored by the second pressure switch 201 is greater than or equal to the fourth preset threshold, the second pressure switch 201 is disconnected, the coil Q21 of the second contactor loses power, the first contact Q22 and the second contact Q23 of the second contactor are disconnected, and the auxiliary air compressor 101 shuts down; the fourth preset threshold is the upper limit threshold of the air pressure set on the second pressure switch 201.

[0111] Optionally, the fourth preset threshold value may be set according to actual needs. In this embodiment, the value of the fourth preset threshold value is not limited. For example, the fourth preset threshold value may be 730 kPa, 800 kPa, etc.

[0112] See also Figure 3 A single-pole double-throw switch S01 is set on the line connecting the normal control circuit 30 and the emergency control circuit 40 to the positive pole of the power supply. By controlling the closed position of the moving end and the two fixed ends of the single-pole double-throw switch S01, the normal control circuit 30 or the emergency control circuit 40 can be selected to work, thereby realizing air supply to the vehicle in different scenarios and ensuring the safety of vehicle operation.

[0113] An embodiment of the present invention provides a vehicle emergency control method, which realizes the switching of air supply modes of different air circuit modules under different situations and different needs by adding an emergency mode air circuit module on the basis of the normal mode air circuit module. By adopting the normal mode air circuit module to provide compressed air for the bow lifting, the normal operation of the bow lifting of the system is guaranteed; when the main air source of the system fails and the main air compressor is shut down, the emergency mode air circuit module is adopted to provide compressed air for the main air duct of the brake system, thereby increasing the compressed air pressure of the main air duct of the brake system, so that the vehicle can be driven out of the dangerous area in time and parked safely. In addition, the switching between the normal mode air circuit module and the emergency mode air circuit module and the independent operation can also complete the air supply control of the vehicle faster and better, and realize the safe operation of the vehicle.

[0114] Optionally, the vehicle emergency control system provided by the present invention can be applied to a whole vehicle, wherein the train is composed of 6 vehicles, 3 vehicles forming a train unit, each train unit is provided with an auxiliary air supply unit A1, the main air ducts of the two train units are connected, and each auxiliary air supply unit can supply air to the entire train. Since the configurations of the two train units are the same, the following takes one train unit as an example:

[0115] Figure 5This is a schematic diagram of the complete vehicle solution structure of the vehicle emergency control system provided by an embodiment of the present invention, including: an auxiliary air supply unit A1, a vehicle body A2, a vehicle-end equipment room A3, and an auxiliary air supply unit mounting bracket A4. In order to ensure that the auxiliary air supply unit A1 is not affected by the environment under the vehicle, and referring to the small size of the auxiliary air compressor 101, it is recommended that the auxiliary air supply unit A1 be installed inside the vehicle. If it is not possible to install it inside the vehicle, it is necessary to ensure that the auxiliary air supply unit A1 is installed under the vehicle as close to the vehicle body chassis as possible. Therefore, the present invention is installed in the equipment room A3 at the end of the vehicle.

[0116] Figure 6 This is a schematic diagram of the train unit air circuit structure of a vehicle emergency control system provided by an embodiment of the present invention. It includes the car body air circuit component W1, the main air compressor, the auxiliary air supply unit A1, the train unit air circuit components W2, W3, and W4, the main air cylinder A06, the brake air cylinder B03, and the air spring air cylinder L02. The car body air circuit component W1 and the train unit air circuit components W2, W3, and W4 are commonly used air circuit components and are not described in detail here.

[0117] Optionally, you can Figure 6 The air circuit structure diagram shown in the figure calculates the air supply time. A train unit is equipped with three cars, a main air compressor, and auxiliary air supply units. Each car is equipped with three air cylinders: the main air cylinder A06, the brake air cylinder B03, and the empty spring air cylinder L02. Assuming that the difference between the fourth preset threshold and the third preset threshold is 50kPa, a relief valve 203 is set in front of the empty spring air cylinder L02. When the total air pressure is lower than the fourth preset threshold, the empty spring air cylinder L02 is not filled with air. Therefore, the empty spring air supply is temporarily not considered when calculating the air supply time of the auxiliary air supply unit. Two auxiliary air supply units are set, each with a displacement of 80L / min (at standard atmospheric pressure). Each train has a total of 12 (6 main air cylinders A06, 6 brake air cylinders B03) 100L air cylinders, totaling 1200L. The total air duct has a total of 39L. It takes approximately 3.87 minutes for the system compressed air pressure to increase from the third preset threshold to the fourth preset threshold.

[0118] It should be understood that the size of the serial numbers of the steps in the above embodiments does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present invention.

[0119] Those skilled in the art can clearly understand that, for the convenience and brevity of description, only the division of the above-mentioned functional units and modules is used as an example for illustration. In actual applications, the above-mentioned functions can be distributed and completed by different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiment can be integrated into one processing unit, or each unit can exist physically alone, or two or more units can be integrated into one unit. The above-mentioned integrated unit can be implemented in the form of hardware or in the form of software functional units. In addition, the specific names of the functional units and modules are only for the convenience of distinguishing each other, and are not used to limit the scope of protection of this application. The specific working process of the units and modules in the above-mentioned system can refer to the corresponding process in the aforementioned method embodiment, and will not be repeated here.

[0120] In the above embodiments, the description of each embodiment has its own focus. For parts that are not described or recorded in detail in a certain embodiment, reference can be made to the relevant description of other embodiments.

[0121] Those skilled in the art will appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professionals and technicians can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of the present invention.

[0122] In the embodiments provided herein, it should be understood that the disclosed devices / terminals and methods can be implemented in other ways. For example, the device / terminal embodiments described above are merely illustrative. For example, the division of modules or units is merely a logical functional division. In actual implementation, other division methods may be used, such as multiple units or components being combined or integrated into another system, or some features being ignored or not implemented. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interface, or the indirect coupling or communication connection of devices or units may be electrical, mechanical, or other forms.

[0123] Units described as separate components may or may not be physically separate, and components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple network units. Some or all of these units may be selected to achieve the purpose of this embodiment according to actual needs.

[0124] In addition, the functional units in the various embodiments of the present invention may be integrated into a single processing unit, each unit may exist physically separately, or two or more units may be integrated into a single unit. The aforementioned integrated units may be implemented in the form of hardware or software functional units.

[0125] If the integrated module / unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the present invention implements all or part of the processes in the above-mentioned embodiment method, and can also be completed by instructing the relevant hardware through a computer program. The computer program can be stored in a computer-readable storage medium, and when the computer program is executed by the processor, it can implement the steps of the above-mentioned vehicle emergency control method embodiment. Among them, the computer program includes computer program code, and the computer program code can be in the form of source code, object code, executable file or some intermediate form. Computer-readable media may include: any entity or device that can carry computer program code, recording media, U disk, mobile hard disk, magnetic disk, optical disk, computer memory, read-only memory (ROM), random access memory (RAM), electrical carrier signal, telecommunication signal and software distribution medium, etc.

[0126] The above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit the same. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. These modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the various embodiments of the present invention, and should all be included in the scope of protection of the present invention.

Claims

1. A vehicle emergency control system, characterized in that: include: Normal mode gas path module and emergency mode gas path module; The normal mode air circuit module includes an auxiliary air compressor, a main air pipeline, a first check valve, a second check valve, a bow raising air cylinder, a first bypass air pipeline and a first pressure switch; The output end of the auxiliary air compressor is connected to the input end of the first check valve through the main air pipeline, the output end of the first check valve is connected to the output end of the second check valve through the main air pipeline, the input end of the bow-lifting air cylinder is connected to the main air pipeline between the first check valve and the second check valve through the first bypass air pipeline, the output end of the bow-lifting air cylinder is the output end of the normal mode air path module through the first bypass air pipeline, and the input end of the second check valve is connected to the main air duct through the main air pipeline; the first pressure switch is arranged on the main air pipeline between the first check valve and the second check valve; the auxiliary air compressor and the first pressure switch are respectively connected to a power supply; The input end of the emergency mode air circuit module is connected to the main air pipeline between the first check valve and the first pressure switch, and the output end of the emergency mode air circuit module is connected to the main air pipeline between the second check valve and the main air duct; The emergency mode air circuit module includes: a solenoid valve, a second pressure switch and a second bypass air pipeline; The input end of the solenoid valve is connected to the main air pipeline between the first check valve and the first pressure switch through the second bypass air pipeline, and the output end of the solenoid valve is connected to the main air pipeline between the second check valve and the main air duct through the second bypass air pipeline; The second pressure switch is provided on the second bypass air line between the first check valve and the solenoid valve, and is used to monitor the pressure of the main air duct and control the start or shut down of the auxiliary air compressor according to the pressure of the main air duct; The emergency mode gas circuit module further includes: a relief valve; The relief valve is arranged on the second bypass air pipeline, and the output end of the relief valve is connected to the second pressure switch through the second bypass air pipeline; The overflow valve limits pressure and prevents backflow. It is specifically used to ensure that the compressed air from the auxiliary air compressor enters the main air duct to supply air to the braking system while ensuring that the compressed air pressure for lifting the vehicle is sufficient.

2. The vehicle emergency control system according to claim 1, characterized in that: The normal mode gas path module further includes: a hose, a cooler, a dryer, a safety valve and a plug door; The input end of the hose is connected to the output end of the auxiliary air compressor through the main air pipeline, the output end of the hose is connected to the input end of the cooler through the main air pipeline, the output end of the cooler is connected to the input end of the dryer through the main air pipeline, and the output end of the dryer is connected to the input end of the first check valve through the main air pipeline; The safety valve is arranged on the main gas pipeline between the hose and the cooler; The input end of the gate valve is connected to the main air duct through the main air pipeline, and the output end of the gate valve is connected to the input end of the second check valve through the main air pipeline.

3. The vehicle emergency control system according to claim 1 or 2, characterized in that: Also includes: a first contactor, a third connector, a fourth connector, a first circuit breaker, a first connector, a second connector, and a second circuit breaker; One end of the coil of the first contactor is connected to the positive electrode of the power supply, and the other end is connected to one end of the fourth connector, the other end of the fourth connector is connected to one end of the first pressure switch, the other end of the first pressure switch is connected to one end of the third connector, and the other end of the third connector is connected to the negative electrode of the power supply; One end of the first circuit breaker is connected to the positive pole of the power supply, the other end of the first circuit breaker is connected to one end of the first contact of the first contactor, the other end of the first contact of the first contactor is connected to one end of the first connector, the other end of the first connector is connected to the first end of the auxiliary air compressor, the second end of the auxiliary air compressor is connected to one end of the second connector, the other end of the second connector is connected to one end of the second contact of the first contactor, the other end of the second contact of the first contactor is connected to one end of the second circuit breaker, and the other end of the second circuit breaker is connected to the negative pole of the power supply.

4. The vehicle emergency control system according to claim 3, characterized in that: Also includes: a second contactor, a fifth connector, a sixth connector, a seventh connector, and an eighth connector; One end of the coil of the second contactor and one end of the seventh connector are connected in parallel to the positive electrode of the power supply, the other end of the coil of the second contactor is connected to one end of the sixth connector, the other end of the sixth connector is connected to one end of the second pressure switch, the other end of the second pressure switch is connected to one end of the fifth connector, and the other end of the fifth connector is connected to the negative electrode of the power supply; The other end of the seventh connector is connected in series with a solenoid valve and then connected to one end of the eighth connector, and the other end of the eighth connector is connected to the negative pole of the power supply; The first contact of the second contactor is connected in parallel to both ends of the first contact of the first contactor, and the second contact of the second contactor is connected in parallel to both ends of the second contact of the first contactor.

5. The vehicle emergency control system according to claim 4, characterized in that: Also includes: Single-pole double-throw switch; The moving end of the single-pole double-throw switch is connected to the positive pole of the power supply, the first fixed moving end of the single-pole double-throw switch is connected to the coil of the first contactor, and the second fixed end of the single-pole double-throw switch is connected to the coil of the second contactor.

6. A vehicle emergency control method, characterized in that: The vehicle emergency control system according to any one of claims 1 to 5 is adopted, wherein the vehicle emergency control method comprises: When a pantograph raising command is received and the main air compressor of the vehicle is stopped, the first pressure switch in the normal mode air circuit module is controlled to be connected to a power source, and the auxiliary air compressor is controlled to start or stop according to the compressed air pressure value for pantograph raising of the vehicle, so that the normal mode air circuit module is used to provide compressed air for starting or stopping pantograph raising; When the main air source of the vehicle's braking system fails and the vehicle's main air compressor stops, the emergency mode air circuit module is controlled to connect to the power supply, and the auxiliary air compressor is controlled to start or stop according to the total air pressure value, so that the emergency mode air circuit module can be used to start or stop providing compressed air to the main air cylinder.

7. The vehicle emergency control method according to claim 6, characterized in that: The control of starting or stopping the auxiliary air compressor according to the compressed air pressure value for hoisting the vehicle includes: When the first pressure switch detects that the compressed air pressure value of the vehicle's lifting air cylinder is less than a first preset threshold, the first pressure switch closes, the coil of the first contactor is energized, the first contact and the second contact of the first contactor are closed, and the auxiliary air compressor starts; the first preset threshold is the lower limit threshold of the air pressure set on the first pressure switch; When the first pressure switch detects that the compressed air pressure value of the vehicle's lifting cylinder is greater than or equal to the second preset threshold, the first pressure switch is disconnected, the coil of the first contactor loses power, the first contact and the second contact of the first contactor are disconnected, and the auxiliary air compressor stops; the second preset threshold is the air pressure upper limit threshold set on the first pressure switch.

8. The vehicle emergency control method according to claim 7, characterized in that: The controlling of starting or stopping the auxiliary air compressor according to the total air pressure value includes: When the second pressure switch detects that the total air duct pressure value of the vehicle is less than a third preset threshold, the second pressure switch closes, the coil of the second contactor is energized, the first contact and the second contact of the second contactor close, and the auxiliary air compressor starts; the third preset threshold is the lower limit of the air pressure set on the second pressure switch; When the second pressure switch detects that the total air duct pressure value of the vehicle is greater than or equal to a fourth preset threshold, the second pressure switch is disconnected, the coil of the second contactor loses power, the first contact and the second contact of the second contactor are disconnected, and the auxiliary air compressor stops; the fourth preset threshold is the upper limit threshold of air pressure set on the second pressure switch.

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