A control circuit for brake application and release signals of subway vehicles

Abstract

The present invention discloses a control circuit for brake application and release signals for subway vehicles, comprising a plurality of brake control main valves and brake control auxiliary valves. The first and last carriages with driver's cabs are controlled by the first brake control main valve and the first brake control auxiliary valve, the carriages with pantographs are controlled by the second and third brake control auxiliary valves, and the carriages without pantographs are controlled by the fourth brake control auxiliary valve and the second brake control main valve. The output brake application / release contacts of each brake control main valve and brake control auxiliary valve are connected in series to the power supply circuit of the brake application relay. The brake non-release signal output end of each brake control main valve is connected to the brake release relay. The circuit of the invention does not set up a driver's cab activation relay, so that the application / release signal does not need to be associated with the driver's cab activation, and there is no need to set up a brake application relay and a brake release relay in each carriage, which greatly reduces the number of relays, reduces the failure rate, and improves reliability.

Description

Technical Field

[0001] The invention relates to a control circuit for applying and releasing brake signals of a subway vehicle, belonging to the technical field of subway signal control. Background Art

[0002] Currently, all brake application signals for subway vehicles are provided to the signaling system for controlling vehicle door enable and opening. All brake release signals are provided to the vehicle traction system to prevent traction if the vehicle's brakes are not released. All brake application and release signals are also used to control the indicator lights on the driver's console, prompting the driver whether the vehicle's brakes are applied or released. Currently, the brake application and release signals for individual vehicles generally use the brake application / release signal (BRR) output by the brake control valve to control the brake application relay or brake release relay on each vehicle. The brake application relay contacts and brake release relay contacts of all vehicles are then connected in series to generate a master brake application relay driven by all brake application signals for the entire vehicle, and a master brake release relay driven by all brake release signals for all vehicles.

[0003] The existing control method has the following defects:

[0004] 1. The control circuit is affected by the driver's cab activation relay. The vehicle does not receive the brake application and release signals before the driver's cab is activated after the vehicle wakes up.

[0005] 2. Each car needs to be equipped with two brake application relays and brake release relays. The more car groups there are, the more relays are used. The use of a large number of relays increases the failure rate.

[0006] 3. During operation, subway vehicles frequently switch back and forth between traction, coasting, and braking. The brake application relay and brake release relay operate at a high frequency, and the failure rate of each relay itself is high. On the other hand, this also leads to a high failure rate for all brake application and all brake release signals of the vehicle, affecting the safety, reliability, and operation of the vehicle control. Summary of the Invention

[0007] The technical problem to be solved by the present invention is to overcome the defects of the prior art. In view of the control defects of the brake application and release signals of existing subway vehicles, a control circuit for the brake application and release signals of subway vehicles is provided. The control circuit is not affected by the state of the driver's cab, reduces the number of relays used in the entire vehicle, reduces the failure rate, and improves the reliability and safety of subway vehicle control.

[0008] In order to solve the above technical problems, the technical solutions adopted by the present invention are as follows:

[0009] A control circuit for brake application and release signals for subway vehicles, comprising a plurality of brake control main valves and brake control auxiliary valves for correspondingly controlling the braking / release of each subway car. The cars include the first / last car with a driver's cab, a car with a pantograph, and / or a car without a pantograph. The first / last car with a driver's cab is controlled by a first brake control main valve and a first brake control auxiliary valve, the car with a pantograph is controlled by a second brake control auxiliary valve and a third brake control auxiliary valve, and the car without a pantograph is controlled by a fourth brake control auxiliary valve and the second brake control main valve.

[0010] The output brake apply / release contacts BRR inside each brake control main valve and brake control auxiliary valve are connected in series to the power supply circuit of the brake apply relay K4;

[0011] The brake non-relaxation signal output end of each brake control main valve is connected to the brake relief relay K5.

[0012] Furthermore, when all brakes of the vehicle are applied, the internal output brake apply / release contacts BRR of each brake control main valve and brake control auxiliary valve are all connected, so that the brake apply relay K4 is energized.

[0013] Furthermore, when the internal output brake apply / release contact BRR of any brake control main valve or brake control auxiliary valve is not connected, the brake apply relay K4 shall not be energized.

[0014] Furthermore, when the brake non-relaxation signal BNR output by any brake control main valve is at a high level, the brake release relay K5 is energized.

[0015] Furthermore, when the brake non-relaxation signals BNR output by all brake control main valves are at a low level, the brake release relay K5 shall not be energized.

[0016] Furthermore, two brake application relays K4 are arranged in parallel.

[0017] Furthermore, two brake release relays K5 are arranged in parallel.

[0018] A rail transit vehicle adopts the control circuit for applying and releasing brake signals of a subway vehicle.

[0019] The beneficial effects achieved by the present invention are:

[0020] To address the current issues of subway brake apply and release signals being affected by driver cab activation, as well as the need for two relays per car, resulting in excessive relay usage and high failure rates caused by a high activation frequency, and to improve the reliability of all brake apply and brake release signals, the present invention provides a new circuit for controlling subway vehicle brake apply and release signals that is independent of driver cab activation signals and does not require multiple brake apply / release relays to control the vehicle. This circuit eliminates the need for a driver cab activation relay and utilizes an asymmetric circuit, eliminating the need for the apply / release signals to be associated with driver cab activation. Furthermore, it eliminates the need for brake apply and release relays per car, significantly reducing the number of relays, lowering failure rates, and improving reliability. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 is a control circuit diagram of brake application and release signals for a subway vehicle according to an embodiment of the present invention;

[0022] In the figure, the parameters mean:

[0023] K4, brake application relay;

[0024] K5, brake release relay;

[0025] CB, power circuit breaker;

[0026] G11, brake control main valve;

[0027] G12, brake control auxiliary valve;

[0028] G21, brake control auxiliary valve;

[0029] G22, brake control auxiliary valve;

[0030] G31, brake control auxiliary valve;

[0031] G32, brake control main valve;

[0032] BRR, brake control valve internal output brake apply / release contact;

[0033] BNR, brake not released signal; when at least one brake is not released, the signal outputs high level; otherwise, the output low level indicates that all brakes are released;

[0034] CB, circuit breaker;

[0035] Tc1 and Tc2 are the first and last carriages with driver's cab respectively;

[0036] Both Mp1 and Mp2 are carriages with pantographs;

[0037] Both M1 and M2 are carriages without pantographs. DETAILED DESCRIPTION

[0038] The present invention will be further described below in conjunction with the accompanying drawings. The following embodiments are only used to more clearly illustrate the technical solutions of the present invention and are not intended to limit the scope of protection of the present invention.

[0039] Combine Figure 1 As shown, the control circuit of the subway vehicle brake application and release signal of this embodiment is described in detail.

[0040] The control circuit for the brake application and release signals of subway vehicles includes multiple brake control valves (including brake control main valves and brake control auxiliary valves). The multiple brake control valves control the braking and release of each car accordingly. Among them, the first and last cars with driver's cabs are controlled by the first brake control main valve and the first brake control auxiliary valve, the cars with pantographs are controlled by the second brake control auxiliary valve and the third brake control auxiliary valve, and the cars without pantographs are controlled by the fourth brake control auxiliary valve and the second brake control main valve.

[0041] The brake apply / release output contacts (BRR) within each car's corresponding brake control main valve and brake control auxiliary valve are connected in series to the power supply circuit of the brake apply relay K4. When all brakes on the entire train are applied, the brake apply / release output contacts (BRR) within each brake control main valve and brake control auxiliary valve are all connected, energizing the brake apply relay K4 and indicating that the train brakes are applied. If the brake apply / release output contacts (BRR) within any brake control main valve or brake control auxiliary valve are not connected, the brake apply relay K4 is not energized, indicating that the brakes on at least one car are not applied. A circuit breaker (CB) is also provided in the power supply circuit.

[0042] The brake non-relieving signal output end of each brake control main valve is connected to the brake relief relay K5, and when the brake non-relieving signal BNR output by any brake control main valve is high, the brake relief relay K5 is energized, indicating that the vehicle has brakes that have not been released. When the brake non-relieving signals BNR output by all brake control main valves are low, the brake relief relay K5 is not energized, indicating that all brakes of the vehicle are released.

[0043] In other embodiments, to increase reliability, the brake application relay K4 and the brake release relay K5 may be designed redundantly, with two of each being provided in parallel, that is, two brake application relays K4 and two brake release relays K5 are provided in parallel.

[0044] In this embodiment, a six-car subway is used as an example. The first car with a driver's cab Tc1, the car with a pantograph Mp1, the car without a pantograph M1, the car without a pantograph M2, the car with a pantograph Mp2, and the last car with a driver's cab Tc2 are connected in sequence.

[0045] The first carriage with a driver's cab Tc1 is controlled by the brake control main valve G11 and the brake control auxiliary valve G12, the carriage with a pantograph Mp1 is controlled by the brake control auxiliary valves G21 and G22, the carriage without a pantograph M1 is controlled by the brake control auxiliary valve G31 and the brake control main valve G32, the carriage without a pantograph M2 is controlled by the brake control auxiliary valve G31 and the brake control main valve G32, the carriage with a pantograph Mp2 is controlled by the brake control auxiliary valves G21 and G22, and the rear carriage with a driver's cab Tc2 is controlled by the brake control main valve G11 and the brake control auxiliary valve G12.

[0046] The brake non-relaxation signals BNR output by the two brake control main valves G11 and the two brake control main valves G32 are both connected to the brake release relay K5.

[0047] In other embodiments, when the subway is marshaled into other numbers of sections, similarly, the first and last sections with driver's cab cars, cars without pantographs, and cars with pantographs also use the above-mentioned corresponding brake control main valves and brake control auxiliary valves to control braking and relief.

[0048] All brake application signals for the entire vehicle are provided through the brake application relay K4, and all brake release signals are provided through the brake release relay K5. When all brakes for the entire vehicle are applied, the internal output brake application / release contacts BRR of each brake control valve (including the brake control main valve and brake control auxiliary valve) are connected, thereby energizing the brake application relay K4. The brake application relay K4 contacts operate and provide all brake application signals for the entire vehicle, indicating that the train brakes are applied.

[0049] When there is a brake that is not released in the whole vehicle, the brake not released signal BNR output by the corresponding brake control main valve (the brake valve that manages half of the train and outputs the braking status of half of the train) is high. When any brake not released signal BNR is high, the brake release relay K5 is energized, indicating that there is a brake that is not released in the whole vehicle; when all brakes of the whole vehicle are released, the brake not released signals BNR output by all brake control main valves are low, then the brake release relay K5 is not energized, indicating that all brakes of the whole vehicle are released.

[0050] This control circuit adopts an asymmetric circuit and a control method that is unrelated to the activation of the driver's cab. It does not use a driver's cab activation relay, which solves the problem of not being able to obtain brake apply and release signals after the vehicle wakes up but before the driver's cab is activated. There is no need to set a brake apply / release relay in each car, and there will be no faults caused by frequent relay operation, thus greatly improving the reliability of the signal.

[0051] The control circuit for applying and releasing brake signals for subway vehicles in this embodiment can be used in subways, and can also be used in other rail transit vehicles as needed.

[0052] The above is only a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the technical principles of the present invention. These improvements and modifications should also be regarded as the scope of protection of the present invention.

Claims

1. A control circuit for brake application and release signals of subway vehicles, characterized in that: It includes multiple brake control main valves and brake control auxiliary valves corresponding to the braking / relaxation of each subway car. The cars include the first / last car with a driver's cab, a car with a pantograph, and / or a car without a pantograph. The first / last car with a driver's cab is controlled by the first brake control main valve and the first brake control auxiliary valve, the car with a pantograph is controlled by the second brake control auxiliary valve and the third brake control auxiliary valve, and the car without a pantograph is controlled by the fourth brake control auxiliary valve and the second brake control main valve. The output brake apply / release contacts BRR inside each brake control main valve and brake control auxiliary valve are connected in series to the power supply circuit of the brake apply relay K4; The brake non-relaxation signal output terminals of each brake control main valve are connected to the brake release relay K5; When all brakes of the vehicle are applied, the internal output brake apply / release contacts BRR of each brake control main valve and brake control auxiliary valve are all connected, so that the brake apply relay K4 is energized; When the internal output brake apply / release contact BRR of any brake control main valve or brake control auxiliary valve is not connected, the brake apply relay K4 shall not be energized; When the brake non-relaxation signal BNR output by any brake control main valve is high, the brake release relay K5 is energized; When the brake non-relaxation signals BNR output by all brake control main valves are at low level, the brake release relay K5 shall not be energized.

2. A control circuit for applying and releasing brake signals for subway vehicles according to claim 1, characterized in that: Two brake application relays K4 are provided in parallel.

3. The control circuit for applying and releasing brake signals of a subway vehicle according to claim 1, characterized in that: Two brake release relays K5 are arranged in parallel.

4. A rail transit vehicle, characterized in that: A control circuit for subway vehicle brake application and release signals according to any one of claims 1 to 3.

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