Rail vehicle emergency brake control circuit and method of operation thereof

Abstract

Embodiments of the present disclosure provide a rail vehicle emergency braking control circuit and a working method thereof. The circuit comprises a one-end activated relay, a two-end activated relay, a local car no-braking heavy fault relay, a whole car no-braking heavy fault relay, a forward diode and a reverse diode. If a braking valve in a single car sends a braking heavy fault signal, the local car no-braking heavy fault relay of the corresponding car loses power, the whole car no-braking heavy fault relay is powered on, and the vehicle runs normally. If a braking valve in a plurality of cars sends a braking heavy fault signal, the local car no-braking heavy fault relay of the corresponding car loses power, the whole car no-braking heavy fault relay loses power, and the vehicle triggers emergency braking. In this way, a more reliable rail vehicle braking heavy fault circuit can be established, so that the vehicle can obtain the whole car braking heavy fault signal in time.

Description

Technical Field

[0001] This disclosure relates to the field of rail vehicle technology, and in particular to an emergency braking control circuit for rail vehicles and its operating method. Background Technology

[0002] Currently, the transmission of major brake faults mainly occurs through a network transmitting the vehicle's major brake fault status from each brake valve, or through the brake system collecting the vehicle's major brake fault status from each brake valve and transmitting it through the brake valves located at both ends of the vehicle.

[0003] However, transmission via the network is unreliable and may experience network failures; transmission via the brake valves located at both ends of the vehicle may also result in a failure of the brake valve at the end of the vehicle. If a major brake failure occurs in just one of the brake valves at either end of the vehicle, a major brake failure will be triggered, reducing vehicle availability.

[0004] Therefore, it is necessary to design a circuit to solve the above problems. Summary of the Invention

[0005] This disclosure provides an emergency braking control circuit for rail vehicles and its operating method, which can establish a more reliable rail vehicle braking fault circuit.

[0006] According to a first aspect of this disclosure, an emergency braking control circuit for a rail vehicle is provided. The circuit includes:

[0007] The entire vehicle lacks a brake fault relay.

[0008] The vehicle's brake failure relay is installed in each car.

[0009] If the brake valve in a single carriage sends a brake failure signal, the corresponding carriage's brake failure relay for that carriage will be de-energized, the vehicle's brake failure relay for the whole vehicle will be energized, and the vehicle will operate normally.

[0010] If the brake valves in multiple carriages send a brake failure signal, the brake failure relay of the corresponding carriage will lose power, and the brake failure relay of the whole vehicle will lose power, triggering the vehicle's emergency braking.

[0011] In some possible implementations of the first aspect, a vehicle-to-vehicle brake failure relay is connected to the vehicle's emergency braking loop; if the vehicle-to-vehicle brake failure relay loses power, the vehicle's emergency braking loop sends a brake failure signal, and the vehicle signal system applies emergency braking.

[0012] In some possible implementations of the first aspect, the carriages include a first carriage, a second carriage, a third carriage, and a fourth carriage, and the circuits provided in each carriage include circuits A, B, and C;

[0013] The circuits in the first and second carriages are reversed compared to those in the third and fourth carriages;

[0014] Route A and Route B are respectively equipped with a first switch and a second switch for the vehicle's no-brake fault relay; a forward diode is installed between the first contact of the first switch and the second contact of the second switch;

[0015] In the first carriage: a reverse diode is installed in section C;

[0016] In the second carriage: the C-track is equipped with a third switch for the vehicle's brake failure relay; a reverse diode is installed between the first contact of the second switch and the second contact of the third switch;

[0017] The A-track of the first carriage, the A-track of the second carriage, the C-track of the third carriage, and the C-track of the fourth carriage are connected;

[0018] The B-tracks of the first carriage, the second carriage, the third carriage, and the fourth carriage are connected;

[0019] The C track in the first carriage, the C track in the second carriage, the A track in the third carriage, and the A track in the fourth carriage are connected.

[0020] In some possible implementations of the first aspect, the circuitry in each carriage further includes:

[0021] D-track; each carriage is connected by D-track;

[0022] In the first and fourth carriages, the D-line is equipped with a vehicle-wide brake failure relay.

[0023] In some possible implementations of the first aspect, the circuit also includes:

[0024] One-position activated relay and two-position activated relay;

[0025] The single-position activated relay and the two-position activated relay are respectively equipped with a first switch and a second switch;

[0026] The second contact of the first switch of the one-terminal activated relay is connected to the first contact of the first switch of the first carriage; the first contact and the second contact of the second switch are respectively connected to the first contact of the first switch and the first contact of the second switch of the first carriage.

[0027] The second contact of the first switch of the two-position activated relay is connected to the first contact of the first switch of the fourth carriage; the first contact and the second contact of the second switch are respectively connected to the first contact of the first switch and the first contact of the second switch of the fourth carriage.

[0028] In the first and fourth carriages, the vehicle's no-brake heavy fault relay is connected to the second switch of the one-position activation relay and the two-position activation relay, respectively.

[0029] One-position activated relays and two-position activated relays are used alternately.

[0030] In some possible implementations of the first aspect, the circuit also includes:

[0031] Multiple second and third carriages.

[0032] In some possible implementations of the first aspect, if none of the brake valves in each carriage sends a brake failure signal, the current flow in the circuit is as follows:

[0033] The current flows from the activation relay at one position to the A and B lines of the first car, then to the A and B lines of the second car, the C and B lines of the third car, the C and B lines of the fourth car, and then to the vehicle's no-brake major fault relay at the D line via the C and B lines of the fourth car. The current then flows from the vehicle's no-brake major fault relay at the fourth car back to the vehicle's no-brake major fault relay at the first car. All the vehicle's no-brake major fault relays are activated, and the vehicle operates normally.

[0034] At this time, current flows from the first contact of the first switch to the second contact of the second switch in the forward diodes of the first and second carriages;

[0035] Current flows from the first contact of the third switch to the second contact of the second switch in the forward diode of the third carriage;

[0036] Current flows from the forward diode in the fourth carriage to the second contact of the second switch.

[0037] In some possible implementations of the first aspect, if the brake valve of the second carriage issues a brake failure signal, the current flow in the circuit is as follows:

[0038] The current flows from the activation relay at one position to circuits A and B in the first carriage, then to the forward diode in the second carriage, and from the forward diode in the second carriage to circuit B in the third carriage and circuit B in the fourth carriage. From circuit B in the fourth carriage, the current flows to the vehicle's no-brake major fault relay at circuit D, and from the vehicle's no-brake major fault relay in the fourth carriage to the vehicle's no-brake major fault relay in the first carriage. All the vehicle's no-brake major fault relays are activated, and the vehicle operates normally.

[0039] In some possible implementations of the first aspect, if the brake valves of the second and third carriages issue a brake failure signal, the current flow in the circuit is as follows:

[0040] The current flows from the activated relay at one position to the A and B circuits of the first carriage, then to the forward diode of the second carriage, and then to the B circuit of the third carriage via the forward diode of the second carriage. At this time, the second contact of the B circuit of the third carriage is in the open state, so the current is interrupted here, and all the non-braking fault relays of the whole vehicle are de-energized, triggering the vehicle's emergency braking.

[0041] According to a second aspect of this disclosure, a rail vehicle emergency braking control method is provided, the method being applied to the rail vehicle emergency braking control circuit described above, the method comprising:

[0042] If no single-car brake failure occurs in the brake valve of each car, the corresponding brake failure relay of that car is activated and energized; if a brake failure occurs, the corresponding brake failure relay of that car is de-energized.

[0043] If the non-brake fault relay of each car is activated or the non-brake fault relay of a single car is de-energized, the circuit remains conductive and the non-brake fault relay of the whole car is activated.

[0044] If the non-brake fault relay of multiple carriages loses power, the circuit will be broken, the non-brake fault relay of the whole vehicle will lose power, and the vehicle will be triggered to brake suddenly.

[0045] This disclosure provides an emergency braking control circuit for rail vehicles and its operating method. By using a one-position activation relay, a two-position activation relay, a vehicle-specific brake failure relay, a vehicle-wide brake failure relay, and a diode, a more reliable rail vehicle brake failure circuit can be established, enabling the vehicle to promptly obtain a vehicle-wide brake failure signal.

[0046] It should be understood that the description in the Summary of the Invention is not intended to limit the key or essential features of the embodiments of this disclosure, nor is it intended to restrict the scope of this disclosure. Other features of this disclosure will become readily apparent from the following description. Attached Figure Description

[0047] The above and other features, advantages, and aspects of the embodiments of this disclosure will become more apparent from the accompanying drawings and the following detailed description. The drawings are provided for a better understanding of the invention and are not intended to limit the scope of this disclosure. In the drawings, the same or similar reference numerals denote the same or similar elements, wherein:

[0048] Figure 1 A circuit diagram of an emergency braking control circuit for a rail vehicle according to an embodiment of the present disclosure is shown;

[0049] Figure 2 A circuit diagram of an emergency braking control circuit for an 8-car train provided according to an embodiment of the present disclosure is shown.

[0050] Figure 3 A flowchart of an emergency braking control method for a rail vehicle provided according to an embodiment of the present disclosure is shown. Detailed Implementation

[0051] To make the objectives, technical solutions, and advantages of the embodiments of this disclosure clearer, the technical solutions of the embodiments of this disclosure will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this disclosure, and not all embodiments. Based on the embodiments of this disclosure, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this disclosure.

[0052] Furthermore, the term "and / or" in this article is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, the character " / " in this article generally indicates that the preceding and following related objects have an "or" relationship.

[0053] To address the problems in the background art, this disclosure provides an emergency braking control circuit for a rail vehicle and its operating method. Specifically, an emergency braking control circuit for a rail vehicle is provided, including: a one-position activation relay, a two-position activation relay, a vehicle-wide brake failure relay, a vehicle-wide brake failure relay, and a diode. This establishes a more reliable brake failure circuit, enabling the vehicle to promptly obtain a vehicle-wide brake failure signal.

[0054] The emergency braking control circuit for rail vehicles and its working method provided in this disclosure will be described in detail below with reference to the accompanying drawings and specific embodiments.

[0055] Figure 1 A circuit diagram of an emergency braking control circuit for a rail vehicle according to an embodiment of the present disclosure is shown; as follows: Figure 1 As shown, the emergency braking control circuit of a rail vehicle may include: a single-position activation relay, a two-position activation relay, a vehicle-specific no-braking fault relay, a vehicle-wide no-braking fault relay, and forward diode R01 and reverse diode R02. It may also include circuits A, B, C, and D installed in each car.

[0056] The train consists of four carriages: the first carriage, the second carriage, the third carriage, and the fourth carriage.

[0057] The circuits in the first and second carriages are reversed compared to those in the third and fourth carriages.

[0058] Route A and Route B are respectively equipped with a first switch and a second switch for the vehicle's no-brake fault relay. A forward diode is installed between the first contact of the first switch and the second contact of the second switch.

[0059] In the first carriage: a reverse diode is installed on track C.

[0060] In the second carriage: a third switch for the vehicle's brake failure relay is installed on route C; a reverse diode is installed between the first contact of the second switch and the second contact of the third switch.

[0061] A vehicle-wide brake failure relay is installed in the D section between the first and fourth carriages.

[0062] The A-track of the first carriage, the A-track of the second carriage, the C-track of the third carriage, and the C-track of the fourth carriage are connected.

[0063] The B tracks of the first carriage, the second carriage, the third carriage, and the fourth carriage are connected.

[0064] The C track in the first carriage, the C track in the second carriage, the A track in the third carriage, and the A track in the fourth carriage are connected.

[0065] The D tracks of the first carriage, the second carriage, the third carriage, and the fourth carriage are connected.

[0066] The first switch includes: a first contact A1, a second contact A2, and a third contact A3; the second switch includes: a first contact B1, a second contact B2, and a third contact B3; the third switch includes: a first contact C1, a second contact C2, and a third contact C3.

[0067] The one-position activated relay and the two-position activated relay are respectively equipped with a first switch and a second switch; wherein...

[0068] The first switch includes: a first contact A1, a second contact A2, and a third contact A3;

[0069] The second switch includes: a first contact B1, a second contact B2, and a third contact B3.

[0070] The first contact A1 of the first switch of the one-terminal activated relay is connected to the positive terminal 101 of the power supply circuit; the second contact A2 is connected to the first contact A1 of the first switch of the first carriage; the first contact A1 and the second contact A2 of the second switch are respectively connected to the first contact A1 of the first switch of the first carriage and the first contact A1 of the second switch.

[0071] The first contact A1 of the first switch of the two-position activated relay is connected to the positive terminal 101 of the power supply circuit; the second contact A2 is connected to the first contact A1 of the first switch of the fourth carriage; the first contact A1 and the second contact A2 of the second switch are respectively connected to the first contact A1 of the first switch of the fourth carriage and the first contact A1 of the second switch.

[0072] The vehicle-wide brake failure relay in the first carriage is electrically connected to the third contact B3 of the second switch of the one-position activation relay.

[0073] The vehicle's no-brake fault relay in the fourth carriage is electrically connected to the third contact B3 of the second switch of the two-position activation relay.

[0074] The aforementioned vehicle brake failure relays are connected to the negative terminal 100 of the power supply circuit.

[0075] In some embodiments, one-position activated relays and two-position activated relays can be used alternately.

[0076] When the single-position activated relay is energized, the first contact B1 and the second contact B2 of its second switch are closed. At this time, the first contact B1 and the third contact B3 of the second switch of the two-position activated relay are closed.

[0077] When the two-position activated relay is energized, the first contact B1 and the second contact B2 of its second switch are closed. At the same time, the first contact B1 and the third contact B3 of the second switch of the one-position activated relay are closed.

[0078] The following explanation uses the circuit on one side of the relay activated by a single terminal as an example.

[0079] In route A: the second contact A2 of the first carriage is electrically connected to the first contact A1 of the second carriage; the second contact A2 of the second carriage is electrically connected to the second contact C2 in route C of the third carriage; the first contact A1 of the third carriage is electrically connected to the second contact A2 of the fourth carriage.

[0080] In route B: the second contact B2 of the first carriage is electrically connected to the first contact B1 of the second carriage; the second contact B2 of the second carriage is electrically connected to the second contact B2 of the third carriage; the first contact B1 of the third carriage is electrically connected to the second contact B2 of the fourth carriage.

[0081] In route C: the second contact C2 of the second carriage is electrically connected to the second contact A2 in route A of the third carriage.

[0082] In the first carriage:

[0083] The anode end of the forward diode R01 is electrically connected to the terminal where the first contact A1 is located in circuit A, and the cathode end is electrically connected to the terminal where the second contact B2 is located in circuit B.

[0084] The reverse diodes R02 are all located in the C circuit. One end of their cathodes is electrically connected to the end where the first contact B1 is located in the B circuit, and the other end of their anodes is electrically connected to the end where the first contact C1 is located in the C circuit of the second carriage.

[0085] In the second carriage:

[0086] The anode end of the forward diode R01 is electrically connected to the terminal where the first contact A1 is located in circuit A, and the cathode end is electrically connected to the terminal where the second contact B2 is located in circuit B.

[0087] The cathode of the reverse diode R02 is electrically connected to the terminal where the first contact B1 is located in circuit B, and the anode is electrically connected to the terminal where the second contact C2 is located in circuit C.

[0088] Because the circuits in the first and second carriages are reversed compared to those in the third and fourth carriages, therefore in the third carriage:

[0089] Diode R01 is a reverse diode. At this time, the anode end of diode R01 is electrically connected to the terminal where the first contact A1 is located in circuit A, and the cathode end is electrically connected to the terminal where the second contact B2 is located in circuit B.

[0090] Diode R02 is a forward diode. At this time, the cathode end of diode R02 is electrically connected to the terminal where the first contact B1 is located in circuit B, and the anode end is electrically connected to the terminal where the second contact C2 is located in circuit C.

[0091] In the fourth carriage:

[0092] Diode R01 is a reverse diode. At this time, the anode end of diode R01 is electrically connected to the terminal where the first contact A1 is located in circuit A, and the cathode end is electrically connected to the terminal where the second contact B2 is located in circuit B.

[0093] Diode R02 is a forward diode. At this time, the cathode end of diode R02 is electrically connected to the first contact B1 in circuit B, and the anode end is electrically connected to the second contact C2 in circuit C in the third carriage.

[0094] In some embodiments, when a single-terminal activation relay is energized, the vehicle-specific non-braking fault relay of each compartment is energized, and the vehicle-wide non-braking fault relay is energized.

[0095] At this time, the current flows in the circuit from the first switch that activates the relay at the first position to the first contact A1 of the first switch of the first carriage, and at the same time, the current flows through the forward diode R01 of the first carriage to the second contact B2 of the second switch.

[0096] The current flows from the first and second switches of the first carriage to the first and second switches of the second carriage, and at the same time, the current flows from the forward diode R01 of the second carriage to the second switch of the third carriage.

[0097] The current flows from the first switch in the second carriage to the third switch in the third carriage, and at the same time, the current flows from the forward diode R02 in the third carriage to the second switch in the fourth carriage.

[0098] The current flows through the third switch in the third carriage to the forward diode R02 in the fourth carriage, through the forward diode R02 to the first contact B1 of the second switch, through the first contact B1 to the third contact B3 of the second switch that activates the two-position relay, through the third contact B3 to the vehicle non-braking heavy fault relay in the fourth carriage and the vehicle non-braking heavy fault relay in the first carriage, and through the vehicle non-braking heavy fault relays in the fourth carriage and the first carriage respectively to the negative terminal 100 of the power supply circuit.

[0099] In some embodiments, when the two-position activation relay is energized, the vehicle-specific non-braking fault relay of each compartment is energized, and the vehicle-wide non-braking fault relay is energized.

[0100] At this time, the current flows in the circuit from the first switch that activates the relay at the first position to the first contact A1 of the first switch of the fourth carriage, and at the same time, the current flows through the forward diode R01 of the fourth carriage to the second contact B2 of the second switch.

[0101] The current flows through the first and second switches of the fourth carriage to the first and second switches of the third carriage, and at the same time, the current flows through the forward diode R01 of the third carriage to the second switch of the second carriage.

[0102] The current flows from the first switch in the third carriage to the third switch in the second carriage, and at the same time, the current flows from the forward diode R02 in the second carriage to the second switch in the first carriage.

[0103] The current flows through the third switch of the second carriage to the forward diode R02 of the first carriage, through the forward diode R02 to the first contact B1 of the second switch of the first carriage, through the first contact B1 to the third contact B3 of the second switch that activates the one-position relay, through the third contact B3 to the vehicle non-braking heavy fault relay of the first carriage and the vehicle non-braking heavy fault relay of the fourth carriage, and through the vehicle non-braking heavy fault relays of the first carriage and the fourth carriage respectively to the negative terminal 100 of the power supply circuit.

[0104] In some embodiments, a vehicle brake failure relay is connected to the vehicle emergency braking loop; if the vehicle brake failure relay loses power, the vehicle emergency braking loop sends a brake failure signal, and the vehicle signal system applies emergency braking.

[0105] In some embodiments, multiple second and third carriages may be provided.

[0106] The following is based on Figure 2 The text provides a detailed description of railcars with multiple second and third carriages.

[0107] Figure 2 A circuit diagram of an emergency braking control circuit for an 8-car train provided according to an embodiment of the present disclosure is shown.

[0108] like Figure 2 As shown, there are 3 second cars and 3 third cars between cars 1 and 8.

[0109] In such Figure 2 In the 8-car train shown, tracks A, B, C, and D of car 1 are connected to tracks A, B, C, and D of cars 2, 3, and 4 respectively; tracks A, B, C, and D of car 4 are connected to tracks C, B, A, and D of car 5 respectively; and tracks C, B, A, and D of car 5 are connected to tracks C, B, A, and D of cars 6, 7, and 8 respectively.

[0110] One-position activation relay and two-position activation relay are respectively connected to circuits A and B of vehicle 1 and vehicle 8. Vehicle 1 and vehicle 8 are each equipped with the aforementioned vehicle-wide no-braking fault relay.

[0111] Figure 3 A flowchart of an emergency braking control method for a rail vehicle according to an embodiment of the present disclosure is shown; as follows: Figure 3 As shown, the emergency braking control method 300 for rail vehicles can be applied to... Figure 1 The emergency braking control circuit for the rail vehicle shown includes the following steps:

[0112] S310: If no single-car brake failure occurs in the brake valve of each car, the corresponding brake failure relay of the car is activated and energized; if a brake failure occurs, the corresponding brake failure relay of the car is de-energized.

[0113] In some embodiments, if the brake valves of each carriage do not issue a brake failure signal, the current flows in the circuit as follows: the current flows from the activation relay at one position to the A and B lines of the first carriage, then to the A and B lines of the second carriage, the C and B lines of the third carriage, the C and B lines of the fourth carriage, then to the vehicle's brake failure relay at the D line via the C and B lines of the fourth carriage, and finally to the vehicle's brake failure relay at the first carriage via the vehicle's brake failure relay at the fourth carriage. All vehicle brake failure relays are activated, and the vehicle operates normally.

[0114] At this time, current flows from the first contact A1 of the first switch to the second contact B2 of the second switch through the forward diode R01 of the first and second carriages.

[0115] Current flows from the first contact C1 of the third switch to the second contact B2 of the second switch in the forward diode R02 of the third carriage.

[0116] Current flows from the forward diode R02 in the fourth carriage to the second contact B2 of the second switch.

[0117] S320: If the fault relay for the vehicle's own brake is activated in each car or the fault relay for the vehicle's own brake is de-energized in a single car, the circuit remains conducting and the fault relay for the vehicle's own brake is activated.

[0118] In some embodiments, if the brake valve of the second carriage issues a brake failure signal, the current flows in the circuit as follows: the current flows from the activation relay at one position to the A and B circuits of the first carriage, then to the forward diode of the second carriage, through the forward diode of the second carriage to the B circuit of the third carriage, the B circuit of the fourth carriage, through the B circuit of the fourth carriage to the vehicle brake failure relay at the D circuit, through the vehicle brake failure relay of the fourth carriage to the vehicle brake failure relay of the first carriage, and all vehicle brake failure relays are activated, and the vehicle operates normally.

[0119] S330: If the non-brake fault relay of a multi-carriage vehicle loses power, the circuit will be broken, the non-brake fault relay of the whole vehicle will lose power, and the vehicle will be triggered to brake suddenly.

[0120] In some embodiments, if the brake valves of the second and third carriages issue a brake failure signal, the current flow in the circuit is as follows:

[0121] The current flows from the activated relay at one position to the A and B circuits of the first carriage, then to the forward diode of the second carriage, and then to the B circuit of the third carriage via the forward diode of the second carriage. At this time, the second contact of the B circuit of the third carriage is in the open state, so the current is interrupted here, and all the non-braking fault relays of the whole vehicle are de-energized, triggering the vehicle's emergency braking.

[0122] According to the emergency braking control circuit and its working method for rail vehicles provided in this disclosure, a more reliable rail vehicle braking fault circuit can be established by using a one-position activation relay, a two-position activation relay, a vehicle-specific braking fault relay, a vehicle-wide braking fault relay, and a diode, so that the vehicle can obtain the vehicle-wide braking fault signal in a timely manner.

[0123] It should be noted that, for the sake of simplicity, the foregoing method embodiments are all described as a series of actions. However, those skilled in the art should understand that this disclosure is not limited to the described order of actions, because according to this disclosure, some steps can be performed in other orders or simultaneously. Furthermore, those skilled in the art should also understand that the embodiments described in the specification are all optional embodiments, and the actions and modules involved are not necessarily essential to this disclosure.

[0124] It should be understood that the various forms of processes shown above can be used to rearrange, add, or delete steps. For example, the steps described in this disclosure can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution disclosed in this disclosure can be achieved, and this is not limited herein.

[0125] The specific embodiments described above do not constitute a limitation on the scope of protection of this disclosure. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this disclosure should be included within the scope of protection of this disclosure.

Claims

1. An emergency braking control circuit for rail vehicles, characterized in that, The circuit includes: A vehicle brake failure relay; wherein the vehicle brake failure relay is connected to the vehicle's emergency braking loop. If the vehicle's brake fault relay loses power, the vehicle's emergency braking loop will send a brake fault signal, and the vehicle signal system will trigger emergency braking. A non-brake fault relay is installed in each car; wherein, the cars include a first car, a second car, a third car, and a fourth car. The circuits installed in each carriage include circuits A, B, and C; The circuits of the first carriage and the fourth carriage are reversed, and the circuits of the second carriage and the third carriage are reversed. The A circuit and the B circuit are respectively equipped with a first switch and a second switch for the vehicle's no-brake fault relay; a forward diode is provided between the first contact of the first switch and the second contact of the second switch; In the first carriage: a reverse diode is installed in the C-path; In the second carriage: a third switch for the vehicle's brake failure relay is installed on the C-track; a reverse diode is installed between the first contact of the second switch and the second contact of the third switch; The A-track of the first carriage, the A-track of the second carriage, the C-track of the third carriage, and the C-track of the fourth carriage are connected; The B-tracks of the first carriage, the second carriage, the third carriage, and the fourth carriage are connected; The C lane of the first carriage, the C lane of the second carriage, the A lane of the third carriage, and the A lane of the fourth carriage are connected; The circuitry in each carriage also includes a D-circuit; the D-circuit in each carriage is connected. In the first carriage and the fourth carriage, the D-track is equipped with the vehicle's no-brake major fault relay; One-position activated relay and two-position activated relay; Both the one-position activated relay and the two-position activated relay are equipped with a first switch and a second switch; The second contact of the first switch of the one-position activated relay is connected to the first contact of the first switch of the vehicle's no-brake heavy fault relay in the first compartment; the first and second contacts of the second switch of the one-position activated relay are respectively connected to the first contact of the first switch of the vehicle's no-brake heavy fault relay in the first compartment and the first contact of the second switch of the vehicle's no-brake heavy fault relay in the first compartment. The second contact of the first switch of the two-position activation relay is connected to the first contact of the first switch of the vehicle's non-brake heavy fault relay in the fourth compartment; the first and second contacts of the second switch of the two-position activation relay are respectively connected to the first contact of the first switch of the vehicle's non-brake heavy fault relay in the fourth compartment and the first contact of the second switch of the vehicle's non-brake heavy fault relay in the fourth compartment. In the first carriage and the fourth carriage, the vehicle brake failure relay is connected to the second switch of the one-position activation relay and the two-position activation relay. The single-position activated relay and the two-position activated relay are used alternately; If the brake valve in a single carriage sends a brake failure signal, the corresponding carriage's vehicle brake failure relay is de-energized, the vehicle's vehicle brake failure relay is energized, and the vehicle operates normally. If the brake valves in multiple carriages send a brake failure signal, the corresponding carriage's brake failure relay loses power, and the entire vehicle's brake failure relay loses power, triggering the vehicle's emergency braking.

2. The circuit according to claim 1, characterized in that, The carriage also includes multiple second carriages and the third carriage.

3. The circuit according to claim 1, characterized in that, If the brake valves of each carriage do not issue a brake failure signal, the current flow in the circuit is as follows: The current flows from the activation relay at the first terminal to the A and B circuits of the first carriage, then to the A and B circuits of the second carriage, the C and B circuits of the third carriage, the C and B circuits of the fourth carriage, and then to the vehicle's no-brake major fault relay at the D circuit via the C and B circuits of the fourth carriage. Finally, the current flows from the vehicle's no-brake major fault relay at the fourth carriage back to the vehicle's no-brake major fault relay at the first carriage. All the vehicle's no-brake major fault relays are activated, and the vehicle operates normally. At this time, current flows from the first contact of the first switch of the vehicle's no-brake heavy fault relay to the second contact of the second switch of the vehicle's no-brake heavy fault relay in the forward diodes of the first and second carriages. The current flows in the forward diode of the third compartment from the second contact of the third switch of the vehicle's no-brake heavy fault relay to the first contact of the second switch of the vehicle's no-brake heavy fault relay. The current flows through the forward diode in the fourth compartment, from the forward diode to the first contact of the second switch of the vehicle's non-braking fault relay, and then to the third contact of the second switch of the two-position activated relay.

4. The circuit according to claim 1, characterized in that, If the second carriage brake valve issues a brake failure signal, the current flow in the circuit is as follows: The current flows from the activation relay at the first terminal to the A and B circuits of the first carriage, then to the forward diode of the second carriage, and through the forward diode of the second carriage to the B circuit of the third carriage and the B circuit of the fourth carriage. The current then flows through the B circuit of the fourth carriage to the vehicle's no-brake major fault relay at the D circuit, and through the vehicle's no-brake major fault relay of the fourth carriage to the vehicle's no-brake major fault relay of the first carriage. All the vehicle's no-brake major fault relays are activated, and the vehicle operates normally.

5. The circuit according to claim 1, characterized in that, If the brake valves of the second and third carriages issue a brake failure signal, the current flow in the circuit is as follows: The current flows from the activated relay at the first terminal to the A and B circuits of the first carriage, then to the forward diode of the second carriage, and through the forward diode of the second carriage to the B circuit of the third carriage. At this time, the second contact of the B circuit of the third carriage is in an open state, so the current is interrupted here, and all the vehicle's non-braking fault relays are de-energized, triggering the vehicle's emergency braking.

6. A method for emergency braking control of a rail vehicle, characterized in that, The method is applied to the circuit as described in any one of claims 1-5, and the method includes: If no single-car brake failure occurs in the brake valve of each car, the corresponding brake failure relay of that car is activated and energized; if a brake failure occurs, the corresponding brake failure relay of that car is de-energized. If the non-brake fault relay of each car is activated or the non-brake fault relay of a single car is de-energized, the circuit remains conductive and the non-brake fault relay of the whole car is activated. If the non-brake fault relay of multiple carriages loses power, the circuit will be broken, the non-brake fault relay of the whole vehicle will lose power, and the vehicle will be triggered to brake suddenly.

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