Continuously Variable Control Circuit and Method for Traction and Braking of Rail Vehicles in Degraded Mode

Abstract

This invention discloses a stepless control circuit and method for traction and braking of rail vehicles in degraded mode. For GOA4 level vehicles, in creep mode, the encoder is activated; the ATC transmits analog signals to the encoder; the encoder converts the analog signals into PWM signals and transmits them to the traction and braking system of the GOA4 level vehicle. For GOA2 and lower level vehicles, in emergency traction mode, the encoder is activated; the driver controller transmits analog signals to the encoder; the encoder converts the analog signals into PWM signals and transmits them to the traction and braking system of the GOA2 and lower level vehicles, achieving stepless traction / braking control. This invention, by using the encoder as a carrier combined with circuit switching, achieves stepless control of vehicle traction or braking in emergency traction and creep modes, enabling precise train stopping, thus ensuring reliability under both GOA4 and GOA2 and lower level operation.

Description

Technical Field

[0001] This invention relates to the field of train braking control technology, specifically a continuously variable control circuit and method for traction braking of rail vehicles in a degraded mode. Background Technology

[0002] Currently, in conventional GOA2-level metro trains, if a train needs to enter degraded mode (i.e., emergency traction mode) due to network failures or other reasons, the on-duty driver typically triggers the degraded mode by operating a switch or button, and then activates the traction / braking command by operating the driver's controller handle. The traction and braking systems are controlled by recognizing the degraded mode command and the traction / braking command, and the applied traction or braking force is at a fixed level. After the train reaches zero speed, rotating the emergency traction switch to the "emergency traction" position activates the emergency traction mode. At this time, the train can only control the traction and braking systems via hardwire. The degraded (emergency traction) mode logic table is as follows: Figure 7 As shown.

[0003] Currently, in fully automated GOA4 level metro vehicles, if a communication failure between the network and signaling system necessitates entering a degraded mode (i.e., creep mode), since the vehicle is unmanned, if control is still performed through creep commands and traction / braking commands, and the traction / braking force adopts a fixed level, the vehicle cannot guarantee stopping accuracy at the platform, resulting in misalignment between the vehicle doors and the platform screen doors.

[0004] The shortcomings of the aforementioned existing technology are:

[0005] Current circuit designs, regardless of whether a train is GOA4 or GOA2 and below, once it enters degraded mode (emergency traction or creep mode), the traction and braking systems receive only level signals for traction and braking forces, making stepless control of traction and braking forces impossible, regardless of whether a single level signal or a combination of multiple level signals is used. The train executes only one or a few fixed percentage levels. Therefore, once a train enters degraded mode (emergency traction or creep mode), it can cause anything from misalignment of doors and platform screen doors, making it difficult for passengers to board and alight, to train congestion requiring passengers to be evacuated. Summary of the Invention

[0006] To address the shortcomings of the prior art, this invention provides a continuously variable control circuit and method for traction and braking of rail vehicles in a degraded mode.

[0007] The present invention adopts the following technical solution: a stepless control method for traction and braking of rail vehicles in degraded mode.

[0008] In GOA4 class vehicles, the encoder power is turned on and the vehicle operates in creep mode. The train automatic control system (ATC) transmits analog signals to the encoder. The encoder converts the analog signals into PWM signals and transmits them to the traction and braking system of the GOA4 class vehicle to achieve stepless traction / braking control.

[0009] For GOA2 and lower class vehicles, in emergency traction mode, the encoder power is turned on; the driver controller transmits analog signals to the encoder; the encoder converts the analog signals into PWM signals and transmits them to the traction and braking system of GOA2 and lower class vehicles to achieve stepless traction / braking control.

[0010] Preferred: GOA4 level vehicles, when the train automatic control system (ATC) detects a TCMS network fault, send an alarm message to the dispatch center through the onboard signal equipment, notify the dispatch terminal, and the dispatch terminal authorizes the onboard signal equipment to enter creep mode;

[0011] In creep mode, the creep mode command activates the creep mode relay, which in turn activates the main controller power switching contactor. The closing of the main controller power switching contactor connects the power supply to the encoder. Simultaneously, the encoder is activated by the simultaneous energization and closing of the driver's cab occupancy relay and the creep mode relay, acquiring the analog signal transmitted by the Automatic Train Control (ATC) system.

[0012] Preferred: For GOA4 level vehicles, in creep mode, the analog signal transmitted by the Automatic Train Control (ATC) to the encoder is a voltage or current signal; the encoder converts the voltage or current signal into a PWM signal and transmits it to the traction and braking system of the GOA4 level vehicle via hardwire; the traction and braking system makes a comprehensive judgment based on the traction / braking command, creep mode command and PWM signal sent by the Automatic Train Control (ATC) to achieve stepless control of traction / braking.

[0013] Preferred: For GOA2 and lower grade vehicles, when the driver finds that the TCMS network is faulty and the vehicle cannot run, the driver operates the handle to the braking area. After the train reaches zero speed, the driver turns the emergency traction switch / button to the "emergency traction" position, and the emergency traction mode is activated.

[0014] In emergency traction mode, the emergency traction mode relay is energized, activating the main controller power switching contactor; the closing of the main controller power switching contactor connects the power supply to the encoder; simultaneously, the encoder is activated by the simultaneous energization and closing of the driver's cab occupancy relay and the emergency traction mode relay, acquiring the analog signal transmitted by the driver controller.

[0015] Preferred: For vehicles of GOA2 level and below, in emergency traction mode, the analog signal transmitted from the driver controller to the encoder is a voltage or current signal; the encoder converts the voltage or current signal into a PWM signal and transmits it via hardwire to the traction and braking system of the vehicle of GOA2 level and below; the traction and braking system makes a comprehensive judgment based on the traction / braking command, emergency traction command and PWM signal sent by the driver controller, and realizes stepless control of traction / braking.

[0016] A continuously variable control circuit for traction and braking of rail vehicles in a degraded mode.

[0017] The emergency traction mode relay contact terminal, the main controller power switching contactor coil terminal, and the power supply are connected in series, while the creep mode relay contact terminal is connected in parallel with the emergency traction mode relay contact terminal.

[0018] The encoder, the main controller power switching contactor contact, and the power supply are connected in series; the driver's cab occupancy relay contact and the emergency traction mode relay contact are connected in series at the active end of the encoder; the driver's cab occupancy relay contact and the creep mode relay contact are connected in series at the other active end of the encoder.

[0019] The Automatic Train Control (ATC) system and driver controller are connected to the encoder input terminal, and the encoder output terminal is connected to the PWM1 train line.

[0020] Preferably, an encoder circuit breaker is connected in series in the connection circuit between the encoder and the power supply.

[0021] Compared with the prior art, the beneficial effects of the present invention are as follows: the present invention achieves stepless control of vehicle traction or braking in emergency traction and creep modes by using an encoder as a carrier and combining circuit switching, ensuring precise alignment of vehicle doors and platform screen doors, and meeting the requirements for precise parking. Attached Figure Description

[0022] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0023] Figure 1 This is a schematic diagram of the continuously variable control circuit for traction and braking of rail vehicles in the degraded mode of this invention.

[0024] Figure 2 This is a schematic diagram of the operation of the continuously variable control circuit for traction and braking of a rail vehicle in the downgraded mode of the present invention (GOA4 level vehicle).

[0025] Figure 3 This is a schematic diagram of the operation of the continuously variable control circuit for traction and braking of rail vehicles in the downgraded mode of the present invention (for GOA2 and lower grade vehicles).

[0026] Figure 4 This is the degradation mode logic table of this invention.

[0027] Figure 5 This is a diagram showing the relationship between the control handle position and the PWM duty cycle.

[0028] Figure 6 This is a table showing the correspondence between voltage, current, and PWM duty cycle.

[0029] Figure 7 This is a logic table for a degraded (emergency traction) mode that exists in the background technology.

[0030] In the diagram: 1. Emergency traction mode relay; 2. Creep mode relay; 3. Main controller power switching contactor; 4. Encoder circuit breaker; 5. Driver's cab occupancy relay; 6. Automatic Train Control (ATC); 7. Driver controller; 8. Encoder. Detailed Implementation

[0031] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0032] Example 1

[0033] Combination Figure 1 As shown, a continuously variable control circuit for traction and braking of a rail vehicle in a degraded mode.

[0034] Emergency traction mode relay 1, model F470-H4V-XUV, is activated when the emergency traction switch / button is operated. Terminals A1 and A2 of emergency traction mode relay 1, terminals A1 and A2 of the main controller power switching contactor 3, and the power supply are connected in series. Creep mode relay 2, model F670-H4V-XUUY, is activated by an output signal from the train automatic control system (ATC6) when entering creep mode. Terminals D1 and D2 of creep mode relay 2 are connected in parallel with terminals A1 and A2 of emergency traction mode relay 1.

[0035] Encoder 8 is a TQM-1CC.015 type encoder. Encoder 8, encoder circuit breaker 4, terminals 13 and 14 of the main controller power switching contactor 3, terminals 43 and 44 of the main controller power switching contactor 3, and the power supply are connected in series. Terminals D1 and D2 of the driver's cab occupancy relay 5 and terminals B1 and B2 of the emergency traction mode relay 1 are connected in series to the active terminal of encoder 8. Driver's cab occupancy relay 5 is activated when the driver's cab is occupied. Terminals D1 and D2 of driver's cab occupancy relay 5 are also connected in series with terminals B1 and B2 of the creep mode relay 2 to the other active terminal of encoder 8. The train automatic control system ATC6 and driver controller 7 are connected to the input terminals of encoder 8, and the output terminal of encoder 8 is connected to the PWM1 train line.

[0036] Example 2

[0037] Based on the above embodiment one, a stepless control method for traction and braking of rail vehicles in a degraded mode includes the following steps:

[0038] (1) GOA4 level vehicles,

[0039] Combination Figure 2 As shown, when the Train Automatic Control System (ATC6) detects a TCMS network fault, it sends an alarm message to the dispatch center through the onboard signal equipment, notifying the dispatch terminal. The dispatch terminal then authorizes the onboard signal equipment to enter creep mode.

[0040] In creep mode, the creep mode command activates creep mode relay 2, which in turn activates main controller power switching contactor 3. The closing of main controller power switching contactor 3 connects the power supply to encoder 8. At the same time, encoder 8 is activated by both driver's cab occupancy relay 5 and creep mode relay 2, and collects analog signals transmitted by train automatic control system ATC6.

[0041] The analog signals transmitted from the Automatic Train Control System (ATC6) to the encoder 8 are voltage or current signals. The encoder 8 converts the voltage or current signals into PWM signals and transmits them via hardwire to the traction and braking system of the GOA4 class vehicle. The traction and braking system makes a comprehensive judgment based on the traction / braking commands, creep mode commands, and PWM signals sent by the Automatic Train Control System (ATC6) to achieve stepless control of traction / braking.

[0042] (2) Vehicles of GOA2 level and below

[0043] Combination Figure 3 As shown, when the driver discovers that the TCMS network is faulty and the train cannot run, the driver operates the handle to the braking zone. After the train reaches zero speed, the driver turns the emergency traction switch / button to the "emergency traction" position, and the emergency traction mode is activated.

[0044] In emergency traction mode, emergency traction mode relay 1 is energized, activating main controller power switching contactor 3; the closing of main controller power switching contactor 3 connects the power supply to encoder 8; at the same time, encoder 8 is activated by both driver's cab occupancy relay 5 and emergency traction mode relay 1 being energized and closed, acquiring analog signals transmitted by driver controller 7.

[0045] The analog signal transmitted from the driver controller 7 to the encoder 8 is a voltage or current signal; the encoder 8 converts the voltage or current signal into a PWM signal and transmits it via hardwire to the traction and braking system of vehicles of GOA2 and below; the traction and braking system makes a comprehensive judgment based on the traction / braking command, emergency traction command and PWM signal sent by the driver controller 7, and realizes stepless control of traction / braking.

[0046] Combination Figure 5 and Figure 6 As shown, this embodiment can achieve traction / braking force control of any percentage between 0-100%, with PWM duty cycles of 10%-90% corresponding to 0%-100% traction / braking force.

[0047] In this embodiment, the degradation mode logic table used by the traction and braking system is as follows: Figure 4 As shown, this embodiment, by using an encoder as a carrier and combining circuit switching, achieves stepless control of vehicle traction or braking for GOA2 and lower level trains, as well as GOA4 level trains, in emergency traction and creep modes. Regardless of the mode, the train can stop precisely at the platform. In this embodiment, the stepless control circuit for rail vehicle traction and braking in degraded mode ensures reliability under both GOA4 and GOA2 and lower level operation.

[0048] The preferred embodiments of the present invention disclosed above are merely illustrative of the invention. These preferred embodiments do not exhaustively describe all details, nor do they limit the invention to the specific implementations described. Clearly, many modifications and variations can be made based on the content of this specification. This specification selects and specifically describes these embodiments to better explain the principles and practical applications of the invention, thereby enabling those skilled in the art to better understand and utilize the invention. The invention is limited only by the claims and their full scope and equivalents.

Claims

1. A stepless control method for traction and braking of rail vehicles in degraded mode. Its features are: In GOA4 class vehicles, the encoder (8) is powered on and operates in creep mode; the train automatic control system (ATC) (6) transmits analog signals to the encoder (8); the encoder (8) converts the analog signals into PWM signals and transmits them to the traction and braking system of the GOA4 class vehicle to achieve stepless traction / braking control. For GOA2 and lower grade vehicles, in emergency traction mode, the encoder (8) is powered on and works; the driver controller (7) transmits analog signals to the encoder (8); the encoder (8) converts the analog signals into PWM signals and transmits them to the traction and braking system of GOA2 and lower grade vehicles to achieve stepless traction / braking control. For GOA4 level vehicles, when the train automatic control system ATC (6) detects a TCMS network fault, it sends an alarm message to the dispatch center through the signal on-board equipment to notify the dispatch terminal. The dispatch terminal then authorizes the signal on-board equipment to enter the creep mode. In creep mode, the creep mode command activates the creep mode relay (2) to be energized, and the creep mode relay (2) is energized to activate the main controller power switching contactor (3); the closing of the main controller power switching contactor (3) connects the power supply to the encoder (8); at the same time, the encoder (8) is activated by the driver's cab occupancy relay (5) and the creep mode relay (2) being energized and closed simultaneously, and collects the analog signal transmitted by the train automatic control system ATC (6); In GOA4 class vehicles, during creep mode, the analog signal transmitted from the Automatic Train Control (ATC) (6) to the encoder (8) is a voltage or current signal; the encoder (8) converts the voltage or current signal into a PWM signal and transmits it to the traction and braking system of the GOA4 class vehicle via hardwire; the traction and braking system makes a comprehensive judgment based on the traction / braking command, creep mode command and PWM signal sent by the Automatic Train Control (ATC) (6) to achieve stepless control of traction / braking.

2. The stepless control method for traction and braking of rail vehicles in degraded mode according to claim 1, Its features are: For GOA2 and lower grade vehicles, when the driver discovers that the TCMS network is faulty and the vehicle cannot run, the driver operates the handle to the braking area. After the train reaches zero speed, the driver turns the emergency traction switch / button to the "emergency traction" position, and the emergency traction mode is activated. In emergency traction mode, the emergency traction mode relay (1) is energized, activating the main controller power switching contactor (3); the closing of the main controller power switching contactor (3) connects the power supply to the encoder (8); at the same time, the encoder (8) is activated by the driver's cab occupancy relay (5) and the emergency traction mode relay (1) being energized and closed, and collects the analog signal transmitted by the driver controller (7).

3. The stepless control method for traction and braking of rail vehicles in degraded mode according to claim 2, Its features are: For GOA2 and lower grade vehicles, in emergency traction mode, the analog signal transmitted from the driver controller (7) to the encoder (8) is a voltage or current signal; the encoder (8) converts the voltage or current signal into a PWM signal and transmits it to the traction and braking system of the GOA2 and lower grade vehicles; the traction and braking system makes a comprehensive judgment based on the traction / braking command, emergency traction command and PWM signal sent by the driver controller (7) to realize stepless control of traction / braking.

4. A continuously variable control circuit for traction and braking of rail vehicles in a degraded mode. Its features are: The emergency traction mode relay (1) contact terminal, the main controller power switching contactor (3) coil terminal and the power supply are connected in series, and the creep mode relay (2) contact terminal is connected in parallel with the emergency traction mode relay (1) contact terminal; The encoder (8), the main controller power switching contactor (3) contact terminal and the power supply are connected in series; the driver's cab occupancy relay (5) contact terminal and the emergency traction mode relay (1) contact terminal are connected in series at the active end of the encoder (8); the driver's cab occupancy relay (5) contact terminal and the creep mode relay (2) contact terminal are connected in series at the other active end of the encoder (8); The Automatic Train Control (ATC) (6) and the driver controller (7) are connected to the input of the encoder (8), and the output of the encoder (8) is connected to the PWM1 train line.

5. The continuously variable control circuit for traction and braking of rail vehicles in degraded mode according to claim 4, characterized in that: The encoder (8) is connected to the power supply circuit via an encoder circuit breaker (4) in series.

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