A train multiple-unit control circuit, method and multiple-unit train

Abstract

This application relates to a train multiple-unit control circuit, method and multiple-unit train. In this application, when the first coupler connector of the leading vehicle and the second coupler connector of the trailing vehicle are accidentally decoupled, the immediate emergency braking circuit of the trailing vehicle immediately triggers emergency braking of the trailing vehicle, and the second delayed emergency stop circuit and the second delayed parking brake circuit of the trailing vehicle respectively trigger emergency stop and parking brake of the trailing vehicle after a delay. The delayed emergency braking circuit, the first delayed emergency stop circuit and the first delayed parking brake circuit of the leading vehicle respectively trigger the leading vehicle to apply emergency braking, emergency stop and parking brake after a delay, so that when the multiple-unit train has an accidental decoupling, the trailing vehicle first applies emergency braking, and then applies emergency stop and parking brake after a delay, and the leading vehicle delays applying emergency braking, emergency stop and parking brake, which can effectively reduce the risk of the trailing vehicle hitting the leading vehicle, and thus effectively guarantee the safety of the passengers in the multiple-unit train.

Description

Technical Field

[0001] This application belongs to the technical field of transportation, and particularly relates to a train multiple-unit control circuit, method, and multiple-unit train. Background Art

[0002] With the continuous development of railway transportation, in the electric traction operation of railway main lines, sometimes a single locomotive traction cannot meet the transportation requirements, and locomotive multiple units are needed, that is, at least two or more locomotives are connected end to end to form a multiple-unit train to achieve multi-locomotive traction.

[0003] An accidental decoupling may occur between the two locomotives of a multiple-unit train. Currently, for multiple-unit trains at home and abroad, when an accidental decoupling occurs, the commonly used control method is to apply emergency brakes to the front vehicle and the rear vehicle simultaneously. However, when the front vehicle and the rear vehicle apply emergency brakes simultaneously, due to excessive external resistance on the front vehicle or other reasons, it may cause the rear vehicle to impact the front vehicle, resulting in vehicle damage and even passenger casualties.

[0004] Therefore, when an accidental decoupling occurs in a multiple-unit train, how to reduce the risk of the rear vehicle impacting the front vehicle is a technical problem that needs to be urgently solved by those skilled in the art. Summary of the Invention

[0005] The purpose of this application is to provide a train multiple-unit control circuit and method. The train multiple-unit control circuit and method provided by this application can effectively reduce the risk of the rear vehicle impacting the front vehicle when an accidental decoupling occurs in a multiple-unit train, thereby effectively ensuring the safety of passengers in the multiple-unit train.

[0006] The technical solution provided by this application is as follows:

[0007] A train multiple-unit control circuit includes:

[0008] A first coupler connector, a delayed emergency braking circuit, a first delayed emergency stop circuit, and a first delayed parking braking circuit provided on the front vehicle of the train, and a second coupler connector, an immediate emergency braking circuit, a second delayed emergency stop circuit, and a second delayed parking braking circuit provided on the rear vehicle of the train, where the front vehicle and the rear vehicle are two independent vehicles obtained after the first coupler connector and the second coupler connector of the train are accidentally decoupled;

[0009] The first coupler connector is respectively connected to the delayed emergency braking circuit and the first delayed parking braking circuit;

[0010] The second coupler connector is respectively connected to the immediate emergency braking circuit and the second delayed parking braking circuit;

[0011] The second delayed emergency stop circuit is connected to the first delayed emergency stop circuit;

[0012] The delay emergency braking circuit is used to trigger the emergency braking of the front vehicle after a first preset duration when the first coupler connector and the second coupler connector are accidentally decoupled.

[0013] The immediate emergency braking circuit is used to immediately trigger the emergency braking of the rear vehicle when the first coupler connector and the second coupler connector are accidentally decoupled.

[0014] The first delay emergency stop circuit is used to trigger the emergency stop of the front vehicle after a second preset duration when the first coupler connector and the second coupler connector are accidentally decoupled.

[0015] The second delay emergency stop circuit is used to trigger the emergency stop of the rear vehicle after a second preset duration when the first coupler connector and the second coupler connector are accidentally decoupled.

[0016] The first delay parking brake circuit is used to trigger the parking brake of the front vehicle after a third preset duration when the first coupler connector and the second coupler connector are accidentally decoupled.

[0017] The second delay parking brake circuit is used to trigger the parking brake of the rear vehicle after a third preset duration when the first coupler connector and the second coupler connector are accidentally decoupled.

[0018] Preferably, the delay emergency braking circuit includes an integrity delay relay and a first emergency braking control contactor;

[0019] The coil of the integrity delay relay is connected to the first coupler connector;

[0020] The contact of the integrity delay relay is connected to the first emergency braking control contactor;

[0021] When the first coupler connector and the second coupler connector are accidentally decoupled, the coil of the integrity delay relay loses power, and the contact of the integrity delay relay disconnects after a first preset duration, causing the first emergency braking control contactor to lose power and triggering the emergency braking of the front vehicle.

[0022] Preferably, the immediate emergency braking circuit includes a second emergency braking control contactor;

[0023] The coil of the second emergency braking control contactor is connected to the second coupler connector;

[0024] When the first coupler connector and the second coupler connector are accidentally decoupled, the coil of the second emergency braking control contactor loses power immediately, triggering the emergency braking of the rear vehicle immediately.

[0025] Preferably, the first delayed emergency stop circuit includes a first coupling delay relay, a first no-emergency-stop delay relay, and a first emergency stop relay, and the second delayed emergency stop circuit includes a second no-emergency-stop delay relay and a second emergency stop relay;

[0026] The first contact of the first coupling delay relay is connected to the first contact of the first no-emergency-stop delay relay;

[0027] The first contact of the first coupling delay relay is connected to the first contact of the second no-emergency-stop delay relay through a train line;

[0028] The first contact of the second no-emergency-stop delay relay is connected to the second emergency stop relay;

[0029] The second emergency stop relay is connected to the first emergency stop relay;

[0030] When the first coupler connector and the second coupler connector are accidentally decoupled, the coil of the first coupling delay relay loses power, the first contact of the first coupling delay relay disconnects, the coil of the second no-emergency-stop delay relay loses power, and the first contact of the second no-emergency-stop delay relay disconnects after a second preset duration, causing the coil of the second emergency stop relay to lose power and triggering the emergency braking of the rear vehicle. The loss of power of the coil of the second emergency stop relay causes the coil of the first emergency stop relay to lose power, triggering the emergency braking of the front vehicle.

[0031] Preferably, the first delayed parking brake circuit includes a first coupling OK relay, a first decoupling control delay relay, and a first parking application relay;

[0032] The coil of the first coupling OK relay is connected to the first coupler connector;

[0033] The first contact of the first coupling OK relay is connected to the coil of the first decoupling control delay relay;

[0034] The contact of the first decoupling control delay relay is connected to the coil of the first parking application relay;

[0035] When the first coupler connector and the second coupler connector are accidentally decoupled, the coil of the first coupled relay loses power, the first contact of the first coupled relay closes, the coil of the first decoupling control delay relay is energized, and the contact of the first decoupling control delay relay closes after a third preset time delay, so that the coil of the first parking application relay is energized, triggering the parking brake of the front vehicle.

[0036] Preferably, the second delayed parking brake circuit includes a second coupled relay, a second decoupling control delay relay, and a second parking application relay;

[0037] The coil of the second coupled relay is connected to the second coupler connector;

[0038] The first contact of the second coupled relay is connected to the coil of the second decoupling control delay relay;

[0039] The contact of the second decoupling control delay relay is connected to the coil of the second parking application relay;

[0040] When the first coupler connector and the second coupler connector are accidentally decoupled, the coil of the second coupled relay loses power, the first contact of the second coupled relay closes, the coil of the second decoupling control delay relay is energized, and the contact of the second decoupling control delay relay closes after a third preset time delay, so that the coil of the second parking application relay is energized, triggering the parking brake of the rear vehicle.

[0041] The present application also provides a multiple-unit train, including the train multiple-unit control circuit described in any one of the above.

[0042] The present application also provides a train multiple-unit control method, applicable to the train multiple-unit control circuit described above, the method includes:

[0043] When the first coupler connector and the second coupler connector are accidentally decoupled, the delayed emergency brake circuit triggers the emergency brake of the front vehicle after a first preset time delay;

[0044] When the first coupler connector and the second coupler connector are accidentally decoupled, the immediate emergency brake circuit immediately triggers the emergency brake of the rear vehicle;

[0045] When the first coupler connector and the second coupler connector are accidentally decoupled, the first delayed emergency stop circuit triggers the emergency stop of the front vehicle after a second preset time delay;

[0046] When the first coupler connector and the second coupler connector are accidentally decoupled, the second delayed emergency stop circuit triggers the emergency stop of the rear vehicle after a second preset time delay;

[0047] When the first coupler connector and the second coupler connector are accidentally decoupled, the first delayed parking brake circuit triggers the front vehicle parking brake after a third preset time delay;

[0048] When the first coupler connector and the second coupler connector are accidentally decoupled, the second delayed parking brake circuit triggers the rear vehicle parking brake after a third preset time delay.

[0049] Preferably, the delayed emergency brake circuit includes an integrity delay relay and a first emergency brake control contactor. When the first coupler connector and the second coupler connector are accidentally decoupled, the delayed emergency brake circuit triggers the front vehicle emergency brake after a first preset time delay, including:

[0050] When the first coupler connector and the second coupler connector are accidentally decoupled, the coil of the integrity delay relay loses power, and the contacts of the integrity delay relay disconnect after a first preset time delay, causing the first emergency brake control contactor to lose power and triggering the front vehicle emergency brake.

[0051] Preferably, the immediate emergency brake circuit includes a second emergency brake control contactor. When the first coupler connector and the second coupler connector are accidentally decoupled, the immediate emergency brake circuit immediately triggers the rear vehicle emergency brake, including:

[0052] When the first coupler connector and the second coupler connector are accidentally decoupled, the coil of the second emergency brake control contactor immediately loses power, immediately triggering the rear vehicle emergency brake.

[0053] Compared with the prior art, for a train multiple unit control circuit provided by the present application, when the first coupler connector of the front vehicle and the second coupler connector of the rear vehicle are accidentally decoupled, the immediate emergency brake circuit of the rear vehicle immediately triggers the rear vehicle emergency brake, and the second delayed emergency stop circuit and the second delayed parking brake circuit of the rear vehicle respectively trigger the rear vehicle emergency stop and parking brake after a time delay. The delayed emergency brake circuit, the first delayed emergency stop circuit and the first delayed parking brake circuit of the front vehicle respectively trigger the front vehicle to apply emergency brake, emergency stop and parking brake after a time delay, so that when an accidental decoupling occurs in the multiple unit train, the rear vehicle applies emergency brake first, applies emergency stop and parking brake after a time delay, and the front vehicle delays applying emergency brake, emergency stop and parking brake, which can effectively reduce the risk of the rear vehicle hitting the front vehicle, and thus effectively ensure the safety of the passengers in the multiple unit train. Description of the Drawings

[0054] To more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the accompanying drawings required for the description of the embodiments or the prior art. Obviously, the accompanying drawings in the following description are only some embodiments of the present application. For those of ordinary skill in the art, without creative efforts, other accompanying drawings can be obtained based on these drawings.

[0055] Figure 1 It is a structural block diagram of a train multiple unit control circuit disclosed in an embodiment of the present application;

[0056] Figure 2 It is a circuit schematic diagram of a delayed emergency braking circuit and an immediate emergency braking circuit disclosed in an embodiment of the present application;

[0057] Figure 3 It is a circuit schematic diagram of a first delayed emergency stop circuit and a second delayed emergency stop circuit disclosed in an embodiment of the present application;

[0058] Figure 4 It is a circuit schematic diagram of a first parking brake release control circuit in the leading vehicle disclosed in an embodiment of the present application;

[0059] Figure 5 It is a circuit schematic diagram of a first uncoupling control circuit in the leading vehicle disclosed in an embodiment of the present application;

[0060] Figure 6 It is a circuit schematic diagram of a first parking brake control circuit in the leading vehicle disclosed in an embodiment of the present application;

[0061] Figure 7 It is a circuit schematic diagram of a second parking brake release control circuit in the leading vehicle disclosed in an embodiment of the present application;

[0062] Figure 8 It is a circuit schematic diagram of a second uncoupling control circuit in the leading vehicle disclosed in an embodiment of the present application;

[0063] Figure 9 It is a circuit schematic diagram of a second parking brake control circuit in the leading vehicle disclosed in an embodiment of the present application;

[0064] Figure 10 It is a flowchart of a train multiple unit control method disclosed in an embodiment of the present application. Detailed implementation manners

[0065] To enable those skilled in the art to better understand the technical solutions in this application, the technical solutions in the embodiments of this application will be clearly and completely described below. Obviously, the described embodiments are only a part of the embodiments of this application, rather than all the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments in this application without creative efforts shall fall within the scope of protection of this application.

[0066] It should be noted that when an element is referred to as being "fixed to" or "disposed on" another element, it can be directly on the other element or indirectly disposed on the other element;; when an element is referred to as being "connected to" another element, it can be directly connected to the other element or indirectly connected to the other element.

[0067] It should be understood that the orientation or positional relationships indicated by terms such as "length", "width", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. are based on the orientation or positional relationships shown in the drawings. It is only for the convenience of describing this application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as a limitation to this application.

[0068] In addition, the terms "first" and "second" are only used for descriptive purposes and cannot be construed as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, the features defined with "first" and "second" may explicitly or implicitly include one or more of such features. In the description of this application, "a plurality of" and "several" mean two or more, unless otherwise specifically defined.

[0069] It should be noted that the structures, ratios, sizes, etc. shown in the drawings of this specification are only used to cooperate with the content disclosed in the specification for those skilled in this technology to understand and read, and are not used to limit the conditions under which this application can be implemented. Therefore, they do not have a technical essence. Any modification of the structure, change in the ratio relationship, or adjustment of the size, without affecting the efficacy that this application can produce and the purpose that can be achieved, should still fall within the scope covered by the technical content disclosed in this application.

[0070] Such as Figure 1As shown in the figure, an embodiment of the present application provides a train multiple unit control circuit, including: a first coupler connector 110, a delayed emergency braking circuit 120, a first delayed emergency stop circuit 130, and a first delayed parking brake circuit 140 provided on the front vehicle of the train, and a second coupler connector 210, an immediate emergency braking circuit 220, a second delayed emergency stop circuit 230, and a second delayed parking brake circuit 240 provided on the rear vehicle of the train. Among them, the front vehicle and the rear vehicle are two independent vehicles obtained after the first coupler connector 110 and the second coupler connector 210 of the train are accidentally decoupled; the first coupler connector 110 is respectively connected to the delayed emergency braking circuit 120 and the first delayed parking brake circuit 140; the second coupler connector 210 is respectively connected to the immediate emergency braking circuit 220 and the second delayed parking brake 240 circuit; the second delayed emergency stop circuit 230 is connected to the first delayed emergency stop circuit 130; the delayed emergency braking circuit 120 is used to trigger the emergency braking of the front vehicle after a first preset duration when the first coupler connector 110 and the second coupler connector 210 are accidentally decoupled; the immediate emergency braking circuit 220 is used to immediately trigger the emergency braking of the rear vehicle when the first coupler connector 110 and the second coupler connector 210 are accidentally decoupled; the first delayed emergency stop circuit 130 is used to trigger the emergency stop of the front vehicle after a second preset duration when the first coupler connector 110 and the second coupler connector 210 are accidentally decoupled; the second delayed emergency stop circuit 230 is used to trigger the emergency stop of the rear vehicle after a second preset duration when the first coupler connector 110 and the second coupler connector 210 are accidentally decoupled; the first delayed parking brake circuit 140 is used to trigger the parking brake of the front vehicle after a third preset duration when the first coupler connector 110 and the second coupler connector 210 are accidentally decoupled; the second delayed parking brake circuit 240 is used to trigger the parking brake of the rear vehicle after a third preset duration when the first coupler connector 110 and the second coupler connector 210 are accidentally decoupled.

[0071] In this embodiment, the first preset duration may be 1 s, the second preset duration may be 0.5 s, and the third preset duration may be 1 s.

[0072] In this embodiment, the first coupler connector 110 includes a first pin and a first socket, and the second coupler connector 210 includes a second pin and a second socket. If the coupled train is formed by coupling two locomotives, after the two locomotives are coupled, the first pin of the first coupler connector 110 of the front vehicle is inserted into the second socket of the second coupler connector 210 of the rear vehicle, and the first socket of the first coupler connector 110 of the front vehicle is inserted into the second pin of the second coupler connector 210 of the rear vehicle to achieve electrical coupling. The first pin, the first socket, the second pin, and the second socket are not shown in the drawings.

[0073] Compared with the prior art, for a train coupler control circuit provided by the present application, when the first coupler connector 110 of the leading vehicle and the second coupler connector 210 of the trailing vehicle are accidentally decoupled, the immediate emergency braking circuit 220 of the trailing vehicle immediately triggers emergency braking of the trailing vehicle, and the second delayed emergency stop circuit 230 and the second delayed parking brake 240 circuit of the trailing vehicle respectively trigger emergency stop and parking brake of the trailing vehicle with a delay. The delayed emergency braking circuit 120, the first delayed emergency stop circuit 130, and the first delayed parking brake circuit 140 of the leading vehicle respectively trigger the leading vehicle to apply emergency braking, emergency stop, and parking brake with a delay. When an accidental decoupling occurs in the coupled train, the trailing vehicle first applies emergency braking, and then applies emergency stop and parking brake with a delay, while the leading vehicle delays applying emergency braking, emergency stop, and parking brake. This can effectively reduce the risk of the trailing vehicle hitting the leading vehicle, and thus effectively ensure the safety of the passengers in the coupled train.

[0074] As Figure 2 shown, as an implementation manner, in the embodiment of the present application, the delayed emergency braking circuit 120 includes an integrity delay relay KM7 and a first emergency braking control contactor KM12-1; the coil of the integrity delay relay KM7 is connected to the first coupler connector 110; the contact of the integrity delay relay KM7 is connected to the first emergency braking control contactor KM12-1; when the first coupler connector 110 and the second coupler connector 210 are accidentally decoupled, the coil of the integrity delay relay KM7 loses power, and the contact of the integrity delay relay KM7 disconnects after a first preset duration of delay, causing the first emergency braking control contactor KM12-1 to lose power and triggering emergency braking of the leading vehicle.

[0075] In this embodiment, after the train is coupled, the coil of the integrity delay relay KM7 of the leading vehicle is powered on. When the first coupler connector 110 and the second coupler connector 210 are accidentally decoupled, the coil of the integrity delay relay KM7 of the leading vehicle loses power, and the contact (15-16 contact) of the integrity delay relay KM7 of the leading vehicle disconnects after a first preset duration of delay (1 s). As a result, the first emergency braking control contactor KM12-1 of the leading vehicle loses power after a first preset duration of delay (1 s) when an accidental decoupling occurs. The emergency braking control of the train is effective with a low level. After the first emergency braking control contactor loses power, it triggers emergency braking of the leading vehicle, so that the leading vehicle is triggered to apply emergency braking after a first preset duration of delay (1 s) when an accidental decoupling occurs.

[0076] As Figure 2As shown, as an implementation manner, in the embodiment of the present application, the immediate emergency braking circuit 220 includes a second emergency braking control contactor KM12-2; the coil of the second emergency braking control contactor KM12-2 is connected to the second coupler connector 210; when the first coupler connector 110 and the second coupler connector 210 are accidentally decoupled, the coil of the second emergency braking control contactor KM12-2 immediately loses power, immediately triggering the emergency braking of the rear vehicle.

[0077] In this embodiment, after the train is coupled, the coil of the second emergency braking control contactor KM12-2 of the rear vehicle is connected to the power supply of the front vehicle through the second coupler connector 210 of the rear vehicle and the first coupler connector 110 of the front vehicle. The power supply of the emergency braking train line of the rear vehicle comes from the front vehicle, that is, the power supply of the coil of the second emergency braking control contactor KM12-2 comes from the front vehicle. When the first coupler connector 110 and the second coupler connector 210 are accidentally decoupled, the coil of the second emergency braking control contactor KM12-2 of the rear vehicle immediately loses power, immediately triggering the emergency braking of the rear vehicle.

[0078] As Figure 3 As shown, as an implementation manner, in the embodiment of the present application, the first delayed emergency stop circuit 130 includes a first coupling delay relay KM4-1, a first non-emergency stop delay relay KM3-1, and a first emergency stop relay KM5-1; the second delayed emergency stop circuit 230 includes a second non-emergency stop delay relay KM3-2 and a second emergency stop relay KM5-2; the first contact of the first coupling delay relay KM4-1 is connected to the first contact of the first non-emergency stop delay relay KM3-1; the first contact of the first coupling delay relay KM4-1 is connected to the first contact of the second non-emergency stop delay relay KM3-2 through a train line; the first contact of the second non-emergency stop delay relay KM3-2 is connected to the second emergency stop relay KM5-2; the second emergency stop relay KM5-2 is connected to the first emergency stop relay KM5-1; when the first coupler connector 110 and the second coupler connector 210 are accidentally decoupled, the coil of the first coupling delay relay KM4-1 loses power, the first contact of the first coupling delay relay KM4-1 disconnects, the coil of the second non-emergency stop delay relay KM3-2 loses power, and the first contact of the second non-emergency stop delay relay KM3-2 disconnects after a second preset duration, causing the coil of the second emergency stop relay KM5-2 to lose power, triggering the emergency stop of the rear vehicle. The loss of power of the coil of the second emergency stop relay KM5-2 causes the coil of the first emergency stop relay KM5-1 to lose power, triggering the emergency stop of the front vehicle.

[0079] In this embodiment, it is assumed that the train formation is A1 - B1 - C1 - C2 - B2 - A2, where A1 and A2 are end cars. A1 is the foremost car in the front train, and A2 is the rearmost car in the rear train. The first emergency stop button S02 - 1 connected to the first non - emergency - stop delay relay KM3 - 1 and the first coupling delay relay KM4 - 1 is provided on car A1, and the second coupling delay relay KM4 - 2 and the second emergency stop button S02 - 2 are provided on car A2. The contacts of the second coupling delay relay KM4 - 2 are connected to the contacts of the second non - emergency - stop delay relay KM3 - 2, and the second emergency stop button S02 - 2 is connected to the second coupling delay relay KM4 - 2 and the second non - emergency - stop delay relay KM3 - 2. When car A1 of the train is coupled, the coil of the first coupling delay relay KM4 - 1 on car A1 is energized, and the first contact (contacts 15 - 18) of the first coupling delay relay KM4 - 1 closes. The power supply of car A1 reaches the first contact (contacts 15 - 16) of the second non - emergency - stop delay relay KM3 - 2 on car A2 through the train line of cars B1 - C1 - C2 - B2 via the first contact (contacts 15 - 18) of the first coupling delay relay KM4 - 1. It flows through the first contact (contacts 15 - 16) of the second non - emergency - stop delay relay KM3 - 2 to the coil of the second emergency stop relay KM5 - 2 to energize it, and then flows through another train line between the second emergency stop relay KM5 - 2 and the first emergency stop relay KM5 - 1 to the coil of the first emergency stop relay KM5 - 1 on car A1 to energize it. When the first coupler 110 and the second coupler 210 are accidentally decoupled (for example, when the coupler between cars C1 and C2 is accidentally decoupled, the front train includes cars A1, B1, and C1, and the rear train includes cars C2, B2, and A2), the coil of the first coupling delay relay KM4 - 1 loses power, and the first contact (contacts 15 - 18) of the first coupling delay relay KM4 - 1 opens. The coil of the second non - emergency - stop delay relay KM3 - 2 loses power, and the first contact (contacts 15 - 16) of the second non - emergency - stop delay relay KM3 - 2 opens after a second preset duration (1 s) of delay. As a result, the coil of the second emergency stop relay KM5 - 2 loses power after a second preset duration (1 s) of delay when accidentally decoupled. The loss of power of the coil of the second emergency stop relay KM5 - 2 on car A2 causes the coil of the first emergency stop relay KM5 - 1 on car A1 to lose power. The loss of power of the coil of the second emergency stop relay KM5 - 2 on car A2 also causes the coils of the emergency stop relays on cars B1, C1, C2, and B2 to lose power. Since the coil of the second emergency stop relay KM5 - 2 on car A2 loses power after a second preset duration (1 s) of delay when accidentally decoupled, the coil of the first emergency stop relay KM5 - 1 on car A1 and the coils of the emergency stop relays on cars B1, C1, C2, and B2 also lose power after a second preset duration (1 s) of delay when accidentally decoupled.The emergency stop control of the train is low-level effective. After the coil of the second emergency stop relay KM5-2 loses power, it triggers the emergency stop of car A2. After the coil of the emergency stop relay of car C2 loses power, it triggers the emergency stop of car C2. After the coil of the emergency stop relay of car B2 loses power, it triggers the emergency stop of car B2. Since the emergency stop relays of cars A2, C2, and B2 in the rear carriages lose power after a second preset duration (1s) when accidentally decoupled, the emergency stop of the rear carriages is triggered after a second preset duration (1s) when accidentally decoupled. After the coil of the first emergency stop relay KM5-1 loses power, it triggers the emergency stop of car A1. After the coil of the emergency stop relay of car C1 loses power, it triggers the emergency stop of car C1. After the coil of the emergency stop relay of car B1 loses power, it triggers the emergency stop of car B1. Since the emergency stop relays of cars A1, C1, and B1 in the front carriages lose power after a second preset duration (1s) when accidentally decoupled, the emergency stop of the front carriages is triggered after a second preset duration (1s) when accidentally decoupled.

[0080] When the first coupler 110 and the second coupler 210 are accidentally decoupled, the coil of the first coupling delay relay KM4-1 loses power, and the contacts (contacts 15-18) of the first coupling delay relay KM4-1 are disconnected after a fourth preset duration (2s), further preventing the front carriages from immediately applying emergency stop after the train is decoupled.

[0081] As Figures 4 to 6 shown, as an implementation manner, in the embodiment of the present application, the first delayed parking brake circuit 140 includes a first coupling okay relay KM6-1, a first decoupling control delay relay KM10-1, and a first parking application relay KM11-1; the coil of the first coupling okay relay KM6-1 is connected to the first coupler 110; the first contact of the first coupling okay relay KM6-1 is connected to the coil of the first decoupling control delay relay KM10-1; the contacts of the first decoupling control delay relay KM10-1 are connected to the coil of the first parking application relay KM11-1; when the first coupler 110 and the second coupler 210 are accidentally decoupled, the coil of the first coupling okay relay KM6-1 loses power, the first contact of the first coupling okay relay KM6-1 closes, the coil of the first decoupling control delay relay KM10-1 is powered on, and the contacts of the first decoupling control delay relay KM10-1 close after a third preset duration, causing the coil of the first parking application relay KM11-1 to be powered on and triggering the parking brake of the front carriages.

[0082] In this embodiment, the first delay parking brake circuit 140 may include a first parking release control circuit 141, a first uncoupling control circuit 142, and a first parking brake control circuit 143. The first coupling good relay KM6-1 is disposed in the first uncoupling control circuit 142. The first uncoupling control delay relay KM10-1 is disposed in the first uncoupling control circuit 142 and the first parking brake control circuit 143. The first parking application relay KM11-1 is disposed in the first parking brake control circuit 143. When the train coupling is completed, the contact (1-2 contact) of the first parking release relay KM8-1 of the leading vehicle is in a closed state, and the contact (7-8 contact) of the first uncoupling button S01-1 is in a closed state. The coil of the first coupling good relay KM6-1 of the leading vehicle is energized. The second contact (1-2 contact) of the first coupling good relay KM6-1 is closed and the first contact (3-4 contact) is opened. The first coupling end relay KM2-1 is energized to make the contact (3-4 contact) of KM2-1 closed, so that the first uncoupling control relay KM9-1 is energized. The first contact (1-2 contact) and the second contact (3-4 contact) of the first uncoupling control relay KM9-1 are both closed. However, since the first contact (3-4 contact) of the first coupling good relay KM6-1 is open in the state where the train is coupled well, the coil of the first uncoupling control delay relay KM10-1 is not energized at this time, so that the coil of the first parking application relay KM11-1 is not energized either. The parking brake control of the train is effective with a high level. At this time, the coil of the first parking application relay KM11-1 not being energized does not trigger the train parking brake.

[0083] After the first coupler 110 and the second coupler 210 are accidentally uncoupled, since the first parking release button S03-1 is not operated and the first uncoupling button S01-1 is not operated either, the contact (1-2 contact) of the first parking release relay KM8-1 and the contact (7-8 contact) of the first uncoupling button S01-1 are still in a closed state. The first contact (1-2 contact) and the second contact (3-4 contact) of the first uncoupling control relay KM9-1 are still both closed. However, after the accidental uncoupling, the first coupling good relay KM6-1 loses power, and the first contact (3-4 contact) of the first coupling good relay KM6-1 is closed, so that the coil of the first uncoupling control delay relay KM10-1 is energized. The contact of the first uncoupling control delay relay KM10-1 closes after a third preset duration (1 s) of delay. The coil of the first parking application relay KM11-1 is energized after a third preset duration (1 s) of delay during accidental uncoupling. The parking brake control of the train is effective with a high level. The coil of the first parking application relay KM11-1 of the leading vehicle is energized after a third preset duration (1 s) of delay during accidental uncoupling, triggering the leading vehicle to apply the parking brake after a third preset duration (1 s) of delay after accidental uncoupling.

[0084] As Figures 7 to 9 shown, as an implementation, in the embodiments of the present application, the second delayed parking brake 240 circuit includes a second coupled good relay KM6-2, a second uncoupling control delay relay KM10-2, and a second parking application relay KM11-2; the coil of the second coupled good relay KM6-2 is connected to the second coupler 210; the first contact of the second coupled good relay KM6-2 is connected to the coil of the second uncoupling control delay relay KM10-2; the contact of the second uncoupling control delay relay KM10-2 is connected to the coil of the second parking application relay KM11-2; when the first coupler 110 and the second coupler 210 are accidentally uncoupled, the coil of the second coupled good relay KM6-2 loses power, the first contact of the second coupled good relay KM6-2 closes, the coil of the second uncoupling control delay relay KM10-2 is powered on, and the contact of the second uncoupling control delay relay KM10-2 closes after a third preset duration, so that the coil of the second parking application relay KM11-2 is powered on, triggering the parking brake of the rear vehicle.

[0085] In this embodiment, the second delayed parking brake circuit 240 may include a second parking release control circuit 241, a second uncoupling control circuit 242, and a second parking brake control circuit 243. The second coupled good relay KM6-2 is disposed in the second uncoupling control circuit 242. The second uncoupling control delay relay KM10-2 is disposed in the second uncoupling control circuit 242 and the second parking brake control circuit 243. The second parking application relay KM11-2 is disposed in the second parking brake control circuit 243. When the train coupling is completed, the contact (1-2 contact) of the second parking release relay KM8-2 of the rear vehicle is in a closed state, the contact (7-8 contact) of the second uncoupling button S01-2 is in a closed state, the coil of the second coupled good relay KM6-2 of the rear vehicle is powered on, the second contact (1-2 contact) of the second coupled good relay KM6-2 closes and the first contact (3-4 contact) disconnects, the second coupled end relay KM2-2 is powered on to make the contact (3-4 contact) of KM2-2 close, so that the second uncoupling control relay KM9-2 is powered on, and the first contact (1-2 contact) and the second contact (3-4 contact) of the second uncoupling control relay KM9-2 are both closed. However, in the state where the train is coupled well, the first contact (3-4 contact) of the second coupled good relay KM6-2 is disconnected. At this time, the coil of the second uncoupling control delay relay KM10-2 is not powered on, so that the coil of the second parking application relay KM11-2 is not powered on either. And the parking brake control of the train uses high level to be effective. At this time, the coil of the second parking application relay KM11-2 not being powered on does not trigger the train parking brake.

[0086] After the first coupler connector 110 and the second coupler connector 210 are accidentally decoupled, since the second parking release button S03-2 is not operated and the second uncoupling button S01-2 is not operated, the contacts (1-2 contacts) of the second parking release relay KM8-2 and the contacts (7-8 contacts) of the second uncoupling button S01-2 are still in the closed state. The first contact (1-2 contacts) and the second contact (3-4 contacts) of the second decoupling control relay KM9-2 are still both closed. However, after the accidental decoupling, the second coupling good relay KM6-2 loses power, and the first contact (3-4 contacts) of the second coupling good relay KM6-2 is closed, causing the coil of the second decoupling control delay relay KM10-2 to be energized. The contacts of the second decoupling control delay relay KM10-2 are closed after a delay of the third preset duration (1 s), enabling the coil of the second parking application relay KM11-2 to be energized after a delay of the third preset duration (1 s) during accidental decoupling. The parking brake control of the train uses high level validity. The coil of the second parking application relay KM11-2 of the rear vehicle is energized after a delay of the third preset duration (1 s) during accidental decoupling, triggering the rear vehicle to apply the parking brake after a delay of the third preset duration (1 s) during accidental decoupling.

[0087] The present application also provides a multiple-unit train, including the train multiple-unit control circuit of any one of the above.

[0088] As Figure 10 shown, the present application also provides a train multiple-unit control method, applicable to the train multiple-unit control circuit of any one of the above. The method includes:

[0089] S101. When the first coupler connector and the second coupler connector are accidentally decoupled, the delayed emergency braking circuit triggers the emergency braking of the front vehicle after a delay of the first preset duration.

[0090] S102. When the first coupler connector and the second coupler connector are accidentally decoupled, the immediate emergency braking circuit immediately triggers the emergency braking of the rear vehicle.

[0091] S103. When the first coupler connector and the second coupler connector are accidentally decoupled, the first delayed emergency stop circuit triggers the emergency stop of the front vehicle after a delay of the second preset duration.

[0092] S104. When the first coupler connector and the second coupler connector are accidentally decoupled, the second delayed emergency stop circuit triggers the emergency stop of the rear vehicle after a delay of the second preset duration.

[0093] S105. When the first coupler connector and the second coupler connector are accidentally decoupled, the first delayed parking brake circuit triggers the parking brake of the front vehicle after a delay of the third preset duration.

[0094] S106. When the first coupler connector and the second coupler connector are accidentally decoupled, the second delayed parking brake circuit triggers the rear vehicle parking brake after a third preset duration of delay.

[0095] As an implementation manner, in the embodiments of the present application, the delayed emergency brake circuit includes an integrity delay relay and a first emergency brake control contactor. Step S101 includes:

[0096] When the first coupler connector and the second coupler connector are accidentally decoupled, the coil of the integrity delay relay loses power, and the contacts of the integrity delay relay disconnect after a first preset duration of delay, causing the first emergency brake control contactor to lose power and triggering the emergency brake of the front vehicle.

[0097] As an implementation manner, in the embodiments of the present application, the immediate emergency brake circuit includes a second emergency brake control contactor. Step S102 includes:

[0098] When the first coupler connector and the second coupler connector are accidentally decoupled, the coil of the second emergency brake control contactor immediately loses power, immediately triggering the emergency brake of the rear vehicle.

[0099] It should be understood that in the present application, if "system", "device", "unit" and / or "module" are used, they are only a method for distinguishing different components, elements, parts, portions or assemblies at different levels. However, if other words can achieve the same purpose, they can be replaced by other expressions.

[0100] The embodiments in this specification are described in a progressive manner. Each embodiment focuses on the differences from other embodiments. The same or similar parts among the various embodiments can be referred to each other.

[0101] The above description of the disclosed embodiments enables those skilled in the art to implement or use the present application. Various modifications to these embodiments will be obvious to those skilled in the art. The general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application will not be limited to the embodiments shown herein, but will be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A train multiple unit control circuit, characterized in that, it includes: a first coupler connector, a delayed emergency braking circuit, a first delayed emergency stop circuit, a first delayed parking brake circuit provided on the leading vehicle of the train, and a second coupler connector, an immediate emergency braking circuit, a second delayed emergency stop circuit and a second delayed parking brake circuit provided on the trailing vehicle of the train, wherein the leading vehicle and the trailing vehicle are two independent vehicles obtained after the first coupler connector and the second coupler connector of the train are accidentally decoupled; the first coupler connector is respectively connected to the delayed emergency braking circuit and the first delayed parking brake circuit; the second coupler connector is respectively connected to the immediate emergency braking circuit and the second delayed parking brake circuit; the second delayed emergency stop circuit is connected to the first delayed emergency stop circuit; the delayed emergency braking circuit is used to trigger the emergency braking of the leading vehicle after a first preset duration when the first coupler connector and the second coupler connector are accidentally decoupled; the immediate emergency braking circuit is used to immediately trigger the emergency braking of the trailing vehicle when the first coupler connector and the second coupler connector are accidentally decoupled; the first delayed emergency stop circuit is used to trigger the emergency stop of the leading vehicle after a second preset duration when the first coupler connector and the second coupler connector are accidentally decoupled; the second delayed emergency stop circuit is used to trigger the emergency stop of the trailing vehicle after a second preset duration when the first coupler connector and the second coupler connector are accidentally decoupled; the first delayed parking brake circuit is used to trigger the parking brake of the leading vehicle after a third preset duration when the first coupler connector and the second coupler connector are accidentally decoupled; the second delayed parking brake circuit is used to trigger the parking brake of the trailing vehicle after a third preset duration when the first coupler connector and the second coupler connector are accidentally decoupled.

2. The train multiple unit control circuit according to claim 1, characterized in that, the delayed emergency braking circuit includes an integrity delay relay and a first emergency braking control contactor; the coil of the integrity delay relay is connected to the first coupler connector; the contact of the integrity delay relay is connected to the first emergency braking control contactor; when the first coupler connector and the second coupler connector are accidentally decoupled, the coil of the integrity delay relay loses power, and the contact of the integrity delay relay disconnects after a first preset duration, causing the first emergency braking control contactor to lose power and triggering the emergency braking of the leading vehicle.

3. The train multiple unit control circuit according to claim 2, characterized in that, the immediate emergency braking circuit includes a second emergency braking control contactor; the coil of the second emergency braking control contactor is connected to the second coupler connector; when the first coupler connector and the second coupler connector are accidentally decoupled, the coil of the second emergency braking control contactor immediately loses power, immediately triggering the emergency braking of the trailing vehicle.

4. The train multiple unit control circuit according to claim 1, characterized in that, the first delay emergency stop circuit includes a first coupling delay relay, a first no emergency stop delay relay and a first emergency stop relay, and the second delay emergency stop circuit includes a second no emergency stop delay relay and a second emergency stop relay; the first contact of the first coupling delay relay is connected to the first contact of the first no emergency stop delay relay; the first contact of the first coupling delay relay is connected to the first contact of the second no emergency stop delay relay through a train line; the first contact of the second no emergency stop delay relay is connected to the second emergency stop relay; the second emergency stop relay is connected to the first emergency stop relay; when the first coupler and the second coupler are accidentally decoupled, the coil of the first coupling delay relay loses power, the first contact of the first coupling delay relay disconnects, the coil of the second no emergency stop delay relay loses power, and the first contact of the second no emergency stop delay relay disconnects after a second preset time delay, causing the coil of the second emergency stop relay to lose power, triggering the emergency stop of the rear vehicle, and the loss of power of the coil of the second emergency stop relay causes the coil of the first emergency stop relay to lose power, triggering the emergency stop of the front vehicle.

5. The train multiple unit control circuit according to any one of claims 1 to 4, characterized in that, the first delay parking brake circuit includes a first coupling good relay, a first decoupling control delay relay and a first parking application relay; the coil of the first coupling good relay is connected to the first coupler; the first contact of the first coupling good relay is connected to the coil of the first decoupling control delay relay; the contact of the first decoupling control delay relay is connected to the coil of the first parking application relay; when the first coupler and the second coupler are accidentally decoupled, the coil of the first coupling good relay loses power, the first contact of the first coupling good relay closes, the coil of the first decoupling control delay relay is energized, and the contact of the first decoupling control delay relay closes after a third preset time delay, causing the coil of the first parking application relay to be energized, triggering the parking brake of the front vehicle.

6. The train multiple unit control circuit according to claim 5, characterized in that, the second delay parking brake circuit includes a second coupling good relay, a second decoupling control delay relay and a second parking application relay; the coil of the second coupling good relay is connected to the second coupler; the first contact of the second coupling good relay is connected to the coil of the second decoupling control delay relay; the contact of the second decoupling control delay relay is connected to the coil of the second parking application relay; When the first coupler connector and the second coupler connector are accidentally decoupled, the coil of the second coupled relay loses power, the first contact of the second coupled relay closes, the coil of the second decoupling control delay relay is energized, and the contact of the second decoupling control delay relay closes after a third preset time delay, enabling the coil of the second parking application relay to be energized and triggering the parking brake of the rear vehicle.

7. A multiple-unit train characterized in that it includes the train multiple-unit control circuit according to any one of claims 1 to 6.

8. A method for controlling train multiple-unit characterized in that it is applicable to the train multiple-unit control circuit according to claim 1, and the method includes: When the first coupler connector and the second coupler connector are accidentally decoupled, the delayed emergency braking circuit triggers the emergency braking of the front vehicle after a first preset time delay; When the first coupler connector and the second coupler connector are accidentally decoupled, the immediate emergency braking circuit immediately triggers the emergency braking of the rear vehicle; When the first coupler connector and the second coupler connector are accidentally decoupled, the first delayed emergency stop circuit triggers the emergency stop of the front vehicle after a second preset time delay; When the first coupler connector and the second coupler connector are accidentally decoupled, the second delayed emergency stop circuit triggers the emergency stop of the rear vehicle after a second preset time delay; When the first coupler connector and the second coupler connector are accidentally decoupled, the first delayed parking brake circuit triggers the parking brake of the front vehicle after a third preset time delay; When the first coupler connector and the second coupler connector are accidentally decoupled, the second delayed parking brake circuit triggers the parking brake of the rear vehicle after a third preset time delay.

9. According to the method for controlling train multiple-unit according to claim 8 characterized in that the delayed emergency braking circuit includes an integrity delay relay and a first emergency braking control contactor. When the first coupler connector and the second coupler connector are accidentally decoupled, the delayed emergency braking circuit triggers the emergency braking of the front vehicle after a first preset time delay, including: When the first coupler connector and the second coupler connector are accidentally decoupled, the coil of the integrity delay relay loses power, the contact of the integrity delay relay disconnects after a first preset time delay, causing the first emergency braking control contactor to lose power and triggering the emergency braking of the front vehicle.

10. According to the method for controlling train multiple-unit according to claim 8 or 9 characterized in that the immediate emergency braking circuit includes a second emergency braking control contactor. When the first coupler connector and the second coupler connector are accidentally decoupled, the immediate emergency braking circuit immediately triggers the emergency braking of the rear vehicle, including: When the first coupler connector and the second coupler connector are accidentally decoupled, the coil of the second emergency braking control contactor immediately loses power, immediately triggering the emergency braking of the rear vehicle.

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