A rescue system and method for multiple unit trains

Abstract

The present application discloses a rescue system and method for multiple unit trains, which are applied to the technical field of rail transit. The system includes: a rescue trailing car and a leading car to be rescued that is coupled to the rescue trailing car; the emergency traction control line of the rescue trailing car is connected to the emergency traction control line of the leading car to be rescued, and the driver's control cabin at the non-coupling end of the leading car to be rescued is configured to: perform the traction control of the rescue trailing car in the emergency traction mode; the service brake control line of the rescue trailing car is connected to the service brake control line of the leading car to be rescued, and the driver's control cabin at the non-coupling end of the leading car to be rescued is further configured to: when receiving a service brake application command, control the rescue trailing car and the leading car to be rescued to apply the service brake synchronously; when receiving a service brake release command, control the rescue trailing car and the leading car to be rescued to release the service brake synchronously. By applying the solution of the present application, while realizing the push rescue, the rescue in the form of the leading car's lookout is achieved.

Description

Technical Field

[0001] The present invention relates to the technical field of rail transit, and particularly to a rescue system and method for multiple units. Background Art

[0002] At present, due to the up and down control scheme of suburban multiple units, the push rescue method is usually adopted during vehicle rescue. That is, the vehicle to be rescued is used as the leading vehicle, and a powered train is deployed from the rear of the vehicle to be rescued as the rescue vehicle to achieve push rescue. The current disadvantage of this push rescue is that the driver operates the traction and braking of the rescue vehicle at the coupling end of the rescue vehicle. This driver cannot observe the situation, so timely linkage with the driver at the non-coupling end of the vehicle to be rescued is required. Such a scheme makes the driver of the rescue vehicle control the speed very low during the traction and braking operations of the rescue vehicle to ensure safety in order to cope with emergencies. However, due to the low vehicle speed, it is not conducive to improving the rescue efficiency. Moreover, since the driver of the rescue vehicle cannot observe the situation, even with timely linkage with the driver at the non-coupling end of the vehicle to be rescued, it is still not conducive to ensuring the safety of train operation.

[0003] In summary, how to effectively implement push rescue and ensure the safety of train operation is an urgent technical problem that needs to be solved by those skilled in the art at present. Summary of the Invention

[0004] The purpose of the present invention is to provide a rescue system and method for multiple units to effectively implement push rescue and ensure the safety of train operation.

[0005] To solve the above technical problems, the present invention provides the following technical solutions:

[0006] A rescue system for multiple units includes: a rescue trailing vehicle, and a leading vehicle to be rescued coupled to the rescue trailing vehicle;

[0007] The emergency traction control line of the rescue trailing vehicle is connected to the emergency traction control line of the leading vehicle to be rescued. The driver's control cab at the non-coupling end of the leading vehicle to be rescued is configured to: perform the traction control of the rescue trailing vehicle in the emergency traction mode;

[0008] The service brake control line of the rescue trailing vehicle is connected to the service brake control line of the leading vehicle to be rescued. The driver's control cab at the non-coupling end of the leading vehicle to be rescued is further configured to: control the rescue trailing vehicle and the leading vehicle to be rescued to apply service brakes synchronously when receiving a service brake application command; control the rescue trailing vehicle and the leading vehicle to be rescued to release the service brakes synchronously when receiving a service brake release command.

[0009] In one embodiment, the emergency braking control line of the trailing rescue vehicle is connected to the emergency braking control line of the leading vehicle to be rescued, and the non - coupled end driver's cab of the leading vehicle to be rescued is further configured to: reset the emergency braking;

[0010] The emergency braking conditions of the trailing rescue vehicle and the leading vehicle to be rescued form an emergency braking loop, so that the emergency braking conditions of both the trailing rescue vehicle and the leading vehicle to be rescued allow triggering the emergency braking of the trailing rescue vehicle and the leading vehicle to be rescued.

[0011] In one embodiment, the quick braking control line of the trailing rescue vehicle is connected to the quick braking control line of the leading vehicle to be rescued, and the non - coupled end driver's cab of the leading vehicle to be rescued is further configured to:

[0012] When receiving a quick braking application instruction, control the trailing rescue vehicle and the leading vehicle to be rescued to apply quick braking synchronously;

[0013] When receiving a quick braking release instruction, control the trailing rescue vehicle and the leading vehicle to be rescued to release quick braking synchronously.

[0014] In one embodiment, the parking braking control line of the trailing rescue vehicle is connected to the parking braking control line of the leading vehicle to be rescued, and the non - coupled end driver's cab of the leading vehicle to be rescued is further configured to:

[0015] When receiving a parking braking application instruction, control the trailing rescue vehicle and the leading vehicle to be rescued to apply parking braking synchronously;

[0016] When receiving a parking braking release instruction, control the trailing rescue vehicle and the leading vehicle to be rescued to release parking braking synchronously.

[0017] In one embodiment, the holding braking control line of the trailing rescue vehicle is connected to the holding braking control line of the leading vehicle to be rescued, and the non - coupled end driver's cab of the leading vehicle to be rescued is further configured to:

[0018] When receiving that the holding braking application condition is satisfied, control the trailing rescue vehicle and the leading vehicle to be rescued to apply holding braking synchronously;

[0019] When detecting that the holding braking release condition is satisfied, control the trailing rescue vehicle and the leading vehicle to be rescued to release holding braking synchronously.

[0020] In one embodiment, the holding braking application condition includes: the speed of the leading vehicle to be rescued is not higher than a first speed threshold, and the non - coupled end driver's cab of the leading vehicle to be rescued does not issue a traction instruction;

[0021] The holding brake release condition includes: a traction command is issued from the non-coupling end driver's cab of the front vehicle to be rescued and the speed of the front vehicle to be rescued is higher than a second speed threshold, or the elapsed time after the traction command is issued from the non-coupling end driver's cab of the front vehicle to be rescued reaches a first duration.

[0022] In one embodiment, the forced release control circuit of the rear rescue vehicle is connected to the forced release control circuit of the front vehicle to be rescued, and the non-coupling end driver's cab of the front vehicle to be rescued is further configured to:

[0023] When it is detected that the normal brake release fails, control the rear rescue vehicle and the front vehicle to be rescued to synchronously and forcibly release the normal brake.

[0024] When it is detected that the holding brake release fails, control the rear rescue vehicle and the front vehicle to be rescued to synchronously and forcibly release the holding brake.

[0025] In one embodiment, the traction safety circuit of the rear rescue vehicle and the traction safety circuit of the front vehicle to be rescued are each closed-loop after coupling, so that after the conditions in the traction safety circuit of the rear rescue vehicle and the conditions in the traction safety circuit of the front vehicle to be rescued are both satisfied, the non-coupling end driver's cab of the front vehicle to be rescued is allowed to perform the traction control of the rear rescue vehicle in the emergency traction mode.

[0026] A method for rescuing a multiple unit train is applied to the non-coupling end driver's cab of the front vehicle to be rescued, and the front vehicle to be rescued is coupled to the rear rescue vehicle; the emergency traction control circuit of the rear rescue vehicle is connected to the emergency traction control circuit of the front vehicle to be rescued; the normal brake control circuit of the rear rescue vehicle is connected to the normal brake control circuit of the front vehicle to be rescued;

[0027] The method for rescuing a multiple unit train includes:

[0028] Performing the traction control of the rear rescue vehicle in the emergency traction mode;

[0029] When a normal brake application command is received, control the rear rescue vehicle and the front vehicle to be rescued to synchronously apply the normal brake;

[0030] When a normal brake release command is received, control the rear rescue vehicle and the front vehicle to be rescued to synchronously release the normal brake.

[0031] In one embodiment, it further includes:

[0032] Performing the reset of the emergency brake;

[0033] Wherein, the emergency braking control circuit of the rescue trailing vehicle is connected to the emergency braking control circuit of the leading vehicle to be rescued; the emergency braking conditions of the rescue trailing vehicle and the leading vehicle to be rescued form an emergency braking loop, so that the emergency braking conditions of both the rescue trailing vehicle and the leading vehicle to be rescued allow the emergency braking of the rescue trailing vehicle and the leading vehicle to be rescued to be triggered.

[0034] Applying the technical solution provided by the embodiment of the present invention, the EMU rescue system includes a rescue trailing vehicle and a leading vehicle to be rescued that is coupled to the rescue trailing vehicle. Therefore, the present application can achieve pushing rescue. Considering the defects in the traditional solution due to the driver's inability to observe, in the solution of the present application, the non-coupled end driver's cab of the leading vehicle to be rescued is used to achieve control, so that the driver can observe during control, which is beneficial to ensuring driving safety and enabling the driver to reasonably control the vehicle speed to ensure the rescue efficiency. In order to enable the non-coupled end driver's cab of the leading vehicle to be rescued to achieve train operation control, considering that the network control line does not penetrate the coupler, in the solution of the present application, the emergency traction control circuit of the rescue trailing vehicle is connected to the emergency traction control circuit of the leading vehicle to be rescued to form a command bus, so that the non-coupled end driver's cab of the leading vehicle to be rescued can perform the traction control of the rescue trailing vehicle in the emergency traction mode. At the same time, the service braking control circuit of the rescue trailing vehicle is also connected to the service braking control circuit of the leading vehicle to be rescued, so that the non-coupled end driver's cab of the leading vehicle to be rescued can control the rescue trailing vehicle and the leading vehicle to be rescued to apply service braking synchronously when receiving a service braking application command; and when receiving a service braking release command, control the rescue trailing vehicle and the leading vehicle to be rescued to release the service braking synchronously. It can be seen that through the connection of the hardware circuit, the non-coupled end driver's cab of the leading vehicle to be rescued can perform the traction control and service braking control of the two vehicles, that is, while realizing pushing rescue, it also realizes the rescue with the leading vehicle observing. Description of the Drawings

[0035] In order to more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the following drawings are only some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can be obtained based on these drawings.

[0036] Figure 1 It is a schematic structural diagram of an EMU rescue system in the present invention;

[0037] Figure 2 It is an implementation flowchart of an EMU rescue method in the present invention. Detailed Embodiments

[0038] The core of the present invention is to provide a rescue system for multiple unit trains, which realizes the rescue by pushing and the rescue in the form of the leading vehicle observing the situation ahead at the same time.

[0039] In order to enable those skilled in the art to better understand the solution of the present invention, the present invention will be further described in detail below with reference to the drawings and specific embodiments. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the scope of protection of the present invention.

[0040] Please refer to Figure 1 , Figure 1 which is a schematic structural diagram of a rescue system for multiple unit trains in the present invention. The rescue system for multiple unit trains may include: a rescue trailing vehicle 10 and a leading vehicle to be rescued 20 connected to the rescue trailing vehicle 10;

[0041] The emergency traction control line of the rescue trailing vehicle 10 is connected to the emergency traction control line of the leading vehicle to be rescued 20. The driver's control room at the non-coupling end of the leading vehicle to be rescued 20 is used for: controlling the traction of the rescue trailing vehicle 10 in the emergency traction mode;

[0042] The service brake control line of the rescue trailing vehicle 10 is connected to the service brake control line of the leading vehicle to be rescued 20. The driver's control room at the non-coupling end of the leading vehicle to be rescued 20 is also used for: when receiving a service brake application instruction, controlling the rescue trailing vehicle 10 and the leading vehicle to be rescued 20 to apply the service brake synchronously; when receiving a service brake release instruction, controlling the rescue trailing vehicle 10 and the leading vehicle to be rescued 20 to release the service brake synchronously.

[0043] Specifically, in the push rescue mode, the train to be rescued is in the front, so it is called the leading vehicle to be rescued 20. Correspondingly, the train used to provide power for rescue is in the rear, so it is called the rescue trailing vehicle 10. The leading vehicle to be rescued 20 and the rescue trailing vehicle 10 can be connected through devices such as couplers.

[0044] In order to realize the rescue in the form of the leading vehicle observing the situation ahead, it is required that the driver can control the braking and traction of the two trains when in the driver's control room at the non-coupling end of the leading vehicle to be rescued 20.

[0045] For this, since the network control line does not penetrate the coupler, in order to realize the traction control, in the solution of the present application, the emergency traction control line of the rescue trailing vehicle 10 is connected to the emergency traction control line of the leading vehicle to be rescued 20 to form an instruction bus, so that the driver's control room at the non-coupling end of the leading vehicle to be rescued 20 can control the traction of the rescue trailing vehicle 10 in the emergency traction mode.

[0046] The specific circuit composition of the emergency traction control circuit of the two trains can be determined according to the actual situation. For example, in some cases, the emergency traction control circuit specifically includes an emergency traction mode command line, a traction enable command line, a traction valid command line, and a traction command coding line. Therefore, in this case, it is necessary to pass these 4 hard wires of the two trains through the coupler to form a command bus, that is, to realize the connection between the emergency traction control circuit of the rear rescue vehicle 10 and the emergency traction control circuit of the front vehicle 20 to be rescued after the rescue. After realizing this connection, when the driver is in the non-coupling end driver's cab of the front vehicle 20 to be rescued, he can control the traction of the rear rescue vehicle 10 in the emergency traction mode. For example, the driver can operate relevant buttons, switches, and handles in the non-coupling end driver's cab of the front vehicle 20 to be rescued, so that the traction system issues corresponding traction commands, and then the rear rescue vehicle 10 executes the traction commands.

[0047] In addition, it should be noted that when performing traction control, it is usually the traction control of the rear rescue vehicle 10, that is, the driving power of the two trains is provided by the rear rescue vehicle 10. In some cases, the front vehicle 20 to be rescued may still be able to provide some traction force. Then, if necessary, in addition to controlling the traction of the rear rescue vehicle 10 in the non-coupling end driver's cab of the front vehicle 20 to be rescued in the emergency traction mode, the non-coupling end driver's cab of the front vehicle 20 to be rescued can also control the traction of the front vehicle 20 to be rescued in the emergency traction mode, which does not affect the implementation of the present invention.

[0048] When realizing the rescue, in addition to being able to control the traction of the rear rescue vehicle 10 in the non-coupling end driver's cab of the front vehicle 20 to be rescued, it is also necessary to be able to realize the common braking control of the two trains. For this, in the solution of this application, the common braking control circuit of the rear rescue vehicle 10 is connected to the common braking control circuit of the front vehicle 20 to be rescued.

[0049] The specific circuit composition of the common braking control circuit can be determined according to the actual situation. For example, in some cases, the common braking control circuit specifically includes a common braking command line and a common braking coding line. Therefore, in this case, it is necessary to pass these 2 hard wires of the two trains through the coupler, so that the non-coupling end driver's cab of the front vehicle 20 to be rescued can control the common braking of the rear rescue vehicle 10 and the front vehicle 20 to be rescued.

[0050] The non-coupling end driver's cab of the front vehicle 20 to be rescued can receive the common braking application command issued by the driver, and then, based on the common braking application command issued by the driver, control the rear rescue vehicle 10 and the front vehicle 20 to be rescued to apply common braking synchronously through the common braking control circuit.

[0051] Correspondingly, the non - coupled - end driver's cab of the leading vehicle 20 to be rescued can receive the service brake release command issued by the driver, and then, based on the service brake release command issued by the driver, through the service brake control line, control the service brakes of the trailing vehicle 10 and the leading vehicle 20 to be rescued to be released synchronously.

[0052] In practical applications, the service brakes of both trains usually include electric brakes and air brakes. Specifically, how to allocate the electric brakes and air brakes can be set and adjusted based on the actual situation.

[0053] In a specific embodiment of the present invention, the emergency brake control line of the trailing vehicle 10 is connected to the emergency brake control line of the leading vehicle 20 to be rescued, and the non - coupled - end driver's cab of the leading vehicle 20 to be rescued is further configured to: reset the emergency brake;

[0054] The emergency brake conditions of the trailing vehicle 10 and the leading vehicle 20 to be rescued form an emergency brake loop, so that the emergency brake conditions of both the trailing vehicle 10 and the leading vehicle 20 to be rescued allow the emergency brakes of the trailing vehicle 10 and the leading vehicle 20 to be rescued to be triggered.

[0055] This embodiment further takes into account that, in addition to the service brake, the train also has the function of emergency brake. In order to enable the two trains to apply the emergency brake simultaneously when needed, in this embodiment, the emergency brake control line of the trailing vehicle 10 is connected to the emergency brake control line of the leading vehicle 20 to be rescued, and, in software, the emergency brake conditions of the trailing vehicle 10 and the leading vehicle 20 to be rescued form an emergency brake loop, so as to make the emergency brake conditions of both the trailing vehicle 10 and the leading vehicle 20 to be rescued allow the emergency brakes of the trailing vehicle 10 and the leading vehicle 20 to be rescued to be triggered, that is, the emergency brake conditions of each of the two trains can trigger the emergency brake function of both trains. That is to say, when the emergency brake condition of the trailing vehicle 10 is established, the emergency brakes of both the trailing vehicle 10 and the leading vehicle 20 to be rescued will be triggered simultaneously. When the emergency brake condition of the leading vehicle 20 to be rescued is established, the emergency brakes of both the trailing vehicle 10 and the leading vehicle 20 to be rescued will also be triggered simultaneously.

[0056] In addition, there can be various specific triggering methods for the emergency brake, which can be set and adjusted according to actual needs. For example, when any driver's cab of the leading vehicle 20 to be rescued issues an emergency brake command, the emergency brake condition of the leading vehicle 20 to be rescued is established. When any driver's cab of the trailing vehicle 10 issues an emergency brake command, the emergency brake condition of the trailing vehicle 10 is established. In addition, the emergency brake can also be automatically triggered based on the detection data of relevant sensors. For example, when the leading vehicle 20 to be rescued detects that it is on fire, the emergency brake condition of the leading vehicle 20 to be rescued is established, etc.

[0057] In addition to triggering the emergency braking functions of both trains, this implementation also supports the reset of the emergency braking. Specifically, since the emergency braking control line of the trailing rescue vehicle 10 is connected to the emergency braking control line of the leading vehicle 20 to be rescued, the driver is supported to operate in the non-coupling end driver's cab of the leading vehicle 20 to be rescued to achieve the reset of the emergency braking of both trains.

[0058] In practical applications, the emergency braking of both trains is usually air braking.

[0059] In a specific implementation of the present invention, the quick braking control line of the trailing rescue vehicle 10 is connected to the quick braking control line of the leading vehicle 20 to be rescued, and the non-coupling end driver's cab of the leading vehicle 20 to be rescued is also used for:

[0060] When receiving a quick braking application instruction, controlling the trailing rescue vehicle 10 and the leading vehicle 20 to be rescued to apply quick braking synchronously;

[0061] When receiving a quick braking release instruction, controlling the trailing rescue vehicle 10 and the leading vehicle 20 to be rescued to release the quick braking synchronously.

[0062] In addition to the service braking and emergency braking described above, the train also has the function of quick braking, so that when needed, both trains can perform quick braking simultaneously.

[0063] In this implementation, the quick braking control line of the trailing rescue vehicle 10 is connected to the quick braking control line of the leading vehicle 20 to be rescued, so that the driver can operate in the non-coupling end driver's cab of the leading vehicle 20 to be rescued to achieve the synchronous application and synchronous release of the quick braking of both trains.

[0064] The specific circuit composition of the quick braking control line can be determined according to the actual situation. For example, in some cases, the quick braking control line specifically includes a quick braking instruction line. Therefore, in this case, it is necessary to penetrate the quick braking instruction lines of both trains through the coupler, so that the non-coupling end driver's cab of the leading vehicle 20 to be rescued can control the quick braking of the trailing rescue vehicle 10 and the leading vehicle 20 to be rescued.

[0065] Specifically, the driver can operate in the non-coupling end driver's cab of the leading vehicle 20 to be rescued, so that the non-coupling end driver's cab of the leading vehicle 20 to be rescued receives the quick braking application instruction issued by the driver, and then based on the quick braking control lines of both trains, controls the trailing rescue vehicle 10 and the leading vehicle 20 to be rescued to apply quick braking synchronously. Correspondingly, the driver can operate in the non-coupling end driver's cab of the leading vehicle 20 to be rescued, so that the non-coupling end driver's cab of the leading vehicle 20 to be rescued receives the quick braking release instruction issued by the driver, and then based on the quick braking control lines of both trains, controls the trailing rescue vehicle 10 and the leading vehicle 20 to be rescued to release the quick braking synchronously.

[0066] In a specific embodiment of the present invention, the parking brake control line of the rescue trailing vehicle 10 is connected to the parking brake control line of the leading vehicle 20 to be rescued, and the non - coupled end driver's cab of the leading vehicle 20 to be rescued is further configured to:

[0067] When receiving a parking brake application instruction, control the rescue trailing vehicle 10 and the leading vehicle 20 to be rescued to synchronously apply the parking brake;

[0068] When receiving a parking brake release instruction, control the rescue trailing vehicle 10 and the leading vehicle 20 to be rescued to synchronously release the parking brake.

[0069] In addition to the service brake, emergency brake, and rapid brake described in the foregoing, the train also has a parking brake function, enabling the two trains to apply the parking brake simultaneously when needed.

[0070] In this embodiment, the parking brake control line of the rescue trailing vehicle 10 is connected to the parking brake control line of the leading vehicle 20 to be rescued, allowing the driver to operate in the non - coupled end driver's cab of the leading vehicle 20 to be rescued, thereby realizing the synchronous application and synchronous release of the parking brakes of the two trains.

[0071] The specific circuit composition of the parking brake control line can be determined according to the actual situation. For example, in some cases, the rapid brake control line specifically includes a parking application instruction line and a parking release instruction line. Therefore, in this case, it is necessary to penetrate these two types of hard lines of the two trains through the coupler, so that the non - coupled end driver's cab of the leading vehicle 20 to be rescued can control the parking brakes of the rescue trailing vehicle 10 and the leading vehicle 20 to be rescued.

[0072] Specifically, the driver can operate in the non - coupled end driver's cab of the leading vehicle 20 to be rescued, so that the non - coupled end driver's cab of the leading vehicle 20 to be rescued receives the parking brake application instruction issued by the driver, and then, based on the parking brake control lines of the two trains, controls the rescue trailing vehicle 10 and the leading vehicle 20 to be rescued to synchronously apply the parking brake. Correspondingly, the driver can operate in the non - coupled end driver's cab of the leading vehicle 20 to be rescued, so that the non - coupled end driver's cab of the leading vehicle 20 to be rescued receives the parking brake release instruction issued by the driver, and then, based on the parking brake control lines of the two trains, controls the rescue trailing vehicle 10 and the leading vehicle 20 to be rescued to synchronously release the parking brake.

[0073] In practical applications, the parking brakes of the two trains are usually triggered by structures such as springs.

[0074] In a specific embodiment of the present invention, the holding brake control line of the rescue trailing vehicle 10 is connected to the holding brake control line of the leading vehicle 20 to be rescued, and the non - coupled end driver's cab of the leading vehicle 20 to be rescued is further configured to:

[0075] When it is received that the condition for applying the holding brake is established, control the rescue trailing vehicle 10 and the leading vehicle 20 to be rescued to synchronously apply the holding brake;

[0076] When it is detected that the condition for releasing the holding brake is established, control the rescue trailing vehicle 10 and the leading vehicle 20 to be rescued to synchronously release the holding brake.

[0077] The function of the holding brake is that when starting on a coupling rescue ramp and when stationary without traction, the train automatically applies the holding brake to ensure that the vehicle does not roll back. In order to enable the rescue trailing vehicle 10 and the leading vehicle 20 to be rescued to synchronously apply the holding brake and to synchronously release the holding brake, in this implementation, the holding brake control line of the rescue trailing vehicle 10 is connected to the holding brake control line of the leading vehicle 20 to be rescued.

[0078] The specific circuit composition of the holding brake control line can be determined according to the actual situation. For example, in some cases, the holding brake control line specifically includes an emergency traction mode command line, a traction enable command line, and a traction effective command line. Therefore, in this case, it is necessary to penetrate these 3 hard lines of the two trains through the coupler, so that the non-coupling end driver's cab of the leading vehicle 20 to be rescued can control the holding brake function of the two trains. In addition, it can be seen that the 3 command lines included in the holding brake control line in this case belong to the lines in the emergency traction control line in the foregoing implementation manner, that is, in this implementation manner, when connecting the emergency traction control lines of the two trains, the connection of the holding brake control lines of the two trains has been realized.

[0079] In practical applications, the holding brakes of the two trains are usually air brakes.

[0080] The specific contents of the condition for applying the holding brake and the condition for releasing the holding brake can be set and adjusted according to actual needs, which does not affect the implementation of the present invention. For example, in a specific implementation manner of the present invention, the condition for applying the holding brake may include: the speed of the leading vehicle 20 to be rescued is not higher than the first speed threshold, and the non-coupling end driver's cab of the leading vehicle 20 to be rescued does not issue a traction command;

[0081] The condition for releasing the holding brake includes: the non-coupling end driver's cab of the leading vehicle 20 to be rescued issues a traction command and the speed of the leading vehicle 20 to be rescued is higher than the second speed threshold, or the elapsed time after the non-coupling end driver's cab of the leading vehicle 20 to be rescued issues a traction command reaches the first duration.

[0082] This implementation mode takes into account that when it is detected that the vehicle speed of the leading vehicle 20 to be rescued is not higher than the first speed threshold, it indicates that the current vehicle speed is relatively low, and at this time, the non-coupling end driver's cab of the leading vehicle 20 to be rescued does not issue a traction command through the traction system. Then, it can be determined that the condition for maintaining the brake application is established, so as to control the rescue vehicle 10 and the leading vehicle 20 to be rescued to apply the holding brake synchronously.

[0083] The specific value of the first speed threshold can be set according to actual needs. For example, in one case, the first speed threshold is set to 0.5 km / h. However, it can be understood that the first speed threshold should be set to a relatively small value.

[0084] When the non-coupling end driver's cab of the leading vehicle 20 to be rescued issues a traction command and it is detected that the vehicle speed of the leading vehicle 20 to be rescued is higher than the second speed threshold, it indicates that the current train has started. Then, it can be determined that the condition for releasing the holding brake is established, so as to control the rescue vehicle 10 and the leading vehicle 20 to be rescued to release the holding brake synchronously.

[0085] The specific value of the second speed threshold can be set according to actual needs. For example, in one case, the second speed threshold is set to 1 km / h.

[0086] If the non-coupling end driver's cab of the leading vehicle 20 to be rescued issues a traction command, after a set first duration, regardless of the current vehicle speed of the leading vehicle 20 to be rescued, it can be considered that the condition for releasing the holding brake is established, so as to control the rescue vehicle 10 and the leading vehicle 20 to be rescued to release the holding brake synchronously. The first duration can be set to 3 seconds, for example.

[0087] In a specific implementation mode of the present invention, the forced release control line of the rescue vehicle 10 is connected to the forced release control line of the leading vehicle 20 to be rescued. The non-coupling end driver's cab of the leading vehicle 20 to be rescued is further configured to:

[0088] When it is detected that the release of the service brake fails, control the rescue vehicle 10 and the leading vehicle 20 to be rescued to synchronously and forcibly release the service brake.

[0089] When it is detected that the release of the holding brake fails, control the rescue vehicle 10 and the leading vehicle 20 to be rescued to synchronously and forcibly release the holding brake.

[0090] The specific circuit composition of the forced release control line can be determined according to the actual situation. For example, in some cases, the forced release control line specifically includes a forced release command line. Therefore, in this case, it is necessary to pass the forced release command lines of the two trains through the coupler, so that the non-coupling end driver's cab of the leading vehicle 20 to be rescued can realize the function of forcibly releasing the brake.

[0091] Specifically, when it is detected that the normal brake release fails, the driver can operate in the non-coupling end driver's cab of the leading vehicle 20 to be rescued, so as to control the trailing vehicle 10 and the leading vehicle 20 to be rescued to synchronously and forcibly release the normal brake.

[0092] If it is detected that the parking brake release fails, the driver can also operate in the non-coupling end driver's cab of the leading vehicle 20 to be rescued, so as to control the trailing vehicle 10 and the leading vehicle 20 to be rescued to synchronously and forcibly release the parking brake.

[0093] In practical applications, whether it is forcibly releasing the normal brake or the parking brake, it is usually the air brake that is released.

[0094] In a specific embodiment of the present invention, the traction safety circuit of the trailing vehicle 10 and the traction safety circuit of the leading vehicle 20 to be rescued are each closed-loop after coupling, so that after the conditions in the traction safety circuit of the trailing vehicle 10 and the conditions in the traction safety circuit of the leading vehicle 20 to be rescued are both satisfied, the non-coupling end driver's cab of the leading vehicle 20 to be rescued is allowed to perform traction control of the trailing vehicle 10 and the leading vehicle 20 to be rescued in the emergency traction mode.

[0095] In this embodiment, it is considered that usually, both the trailing vehicle 10 and the leading vehicle 20 to be rescued are provided with their own traction safety circuits to determine whether traction is allowed. In this embodiment, the traction safety circuit of the trailing vehicle 10 and the traction safety circuit of the leading vehicle 20 to be rescued are each closed-loop after the two trains are coupled, so that after the conditions in the traction safety circuit of the trailing vehicle 10 and the conditions in the traction safety circuit of the leading vehicle 20 to be rescued are both satisfied, the non-coupling end driver's cab of the leading vehicle 20 to be rescued is allowed to perform traction control of the trailing vehicle 10 and the leading vehicle 20 to be rescued in the emergency traction mode, that is, the safety during traction control is effectively guaranteed.

[0096] In addition, in practical applications, considering that the leading vehicle 20 to be rescued is in the front and the vehicle is controlled through the non-coupling end driver's cab of the leading vehicle 20 to be rescued, the forward and backward signal lines of the direction command line can be crossed and passed through the coupler, so that traction can be successfully achieved.

[0097] In addition, when the leading vehicle 20 to be rescued and the trailing vehicle 10 are parked, they should be allowed to perform door opening and closing operations separately, that is, the two trains can be put into the main control to perform door opening and closing operations on their own vehicles.

[0098] Applying the technical solution provided by the embodiment of the present invention, the EMU rescue system includes a rescue trailing vehicle 10 and a rescued leading vehicle 20 coupled to the rescue trailing vehicle 10. Therefore, the present application can achieve pushing rescue. Considering the defects in the traditional solution due to the driver's inability to observe, in the solution of the present application, the non-coupled end driver's control room of the rescued leading vehicle 20 is used for control, so that the driver can observe during control, which is beneficial to ensuring the safety of train operation and enabling the driver to reasonably control the vehicle speed to ensure the rescue efficiency. In order to enable the non-coupled end driver's control room of the rescued leading vehicle 20 to achieve train operation control, considering that the network control line does not pass through the coupler, in the solution of the present application, the emergency traction control line of the rescue trailing vehicle 10 is connected to the emergency traction control line of the rescued leading vehicle 20 to form a command bus, so that the non-coupled end driver's control room of the rescued leading vehicle 20 can control the traction of the rescue trailing vehicle 10 in the emergency traction mode. At the same time, the service brake control line of the rescue trailing vehicle 10 is also connected to the service brake control line of the rescued leading vehicle 20, so that the non-coupled end driver's control room of the rescued leading vehicle 20 can control the rescue trailing vehicle 10 and the rescued leading vehicle 20 to apply the service brake synchronously when receiving a service brake application command; and when receiving a service brake release command, control the rescue trailing vehicle 10 and the rescued leading vehicle 20 to release the service brake synchronously. It can be seen that through the connection of the hardware lines, the non-coupled end driver's control room of the rescued leading vehicle 20 can control the traction of the two vehicles and the service brake, that is, while achieving pushing rescue, it also realizes the rescue with the leading vehicle observing.

[0099] In summary, the solution of the present application can effectively achieve pushing rescue and is beneficial to ensuring the rescue efficiency and the safety of train operation.

[0100] Corresponding to the above system embodiment, the embodiment of the present invention also provides an EMU rescue method, which can be mutually corresponding and referred to with the above text.

[0101] This EMU rescue method can be applied to the non-coupled end driver's control room of the rescued leading vehicle. The rescued leading vehicle is coupled to the rescue trailing vehicle; the emergency traction control line of the rescue trailing vehicle is connected to the emergency traction control line of the rescued leading vehicle; the service brake control line of the rescue trailing vehicle is connected to the service brake control line of the rescued leading vehicle;

[0102] See Figure 2 As shown, it is the implementation flowchart of this EMU rescue method, including:

[0103] Step S101: In the emergency traction mode, control the traction of the rescue trailing vehicle;

[0104] Step S102: When receiving a service brake application command, control the rescue trailing vehicle and the rescued leading vehicle to apply the service brake synchronously;

[0105] Step S103: When receiving a service brake release instruction, control the trailing rescue vehicle and the leading rescued vehicle to release the service brake synchronously.

[0106] It can be understood that steps S101, S102, and S103 describe the operations performed by the non - coupled end driver's cab of the leading rescued vehicle under different circumstances. That is, there is no restriction on the execution order among steps S101, S102, and S103. Figure 2 For easy viewing, steps S101, S102, and S103 are connected in sequence.

[0107] In a specific embodiment of the present invention, it further includes:

[0108] Perform the reset of the emergency brake;

[0109] Wherein, the emergency brake control line of the trailing rescue vehicle is connected to the emergency brake control line of the leading rescued vehicle; the emergency brake conditions of the trailing rescue vehicle and the leading rescued vehicle form an emergency brake loop, so that the emergency brake conditions of both the trailing rescue vehicle and the leading rescued vehicle allow the triggering of the emergency brakes of the trailing rescue vehicle and the leading rescued vehicle.

[0110] In a specific embodiment of the present invention, the quick - brake control line of the trailing rescue vehicle is connected to the quick - brake control line of the leading rescued vehicle. This method for rescuing multiple - unit trains further includes:

[0111] When receiving a quick - brake application instruction, control the trailing rescue vehicle and the leading rescued vehicle to apply the quick - brake synchronously;

[0112] When receiving a quick - brake release instruction, control the trailing rescue vehicle and the leading rescued vehicle to release the quick - brake synchronously.

[0113] In a specific embodiment of the present invention, the parking - brake control line of the trailing rescue vehicle is connected to the parking - brake control line of the leading rescued vehicle. This method for rescuing multiple - unit trains further includes:

[0114] When receiving a parking - brake application instruction, control the trailing rescue vehicle and the leading rescued vehicle to apply the parking - brake synchronously;

[0115] When receiving a parking - brake release instruction, control the trailing rescue vehicle and the leading rescued vehicle to release the parking - brake synchronously.

[0116] In a specific embodiment of the present invention, the holding - brake control line of the trailing rescue vehicle is connected to the holding - brake control line of the leading rescued vehicle. This method for rescuing multiple - unit trains further includes:

[0117] When the condition for applying the holding - brake is satisfied, control the trailing rescue vehicle and the leading rescued vehicle to apply the holding - brake synchronously;

[0118] When it is detected that the condition for releasing the holding brake is satisfied, control the trailing rescue vehicle and the leading rescued vehicle to synchronously release the holding brake.

[0119] In a specific embodiment of the present invention, the condition for applying the holding brake includes: the speed of the leading rescued vehicle is not higher than the first speed threshold, and no traction command is issued from the non-coupling end driver's cab of the leading rescued vehicle;

[0120] The condition for releasing the holding brake includes: a traction command is issued from the non-coupling end driver's cab of the leading rescued vehicle and the speed of the leading rescued vehicle is higher than the second speed threshold, or the elapsed time after a traction command is issued from the non-coupling end driver's cab of the leading rescued vehicle reaches the first time period.

[0121] In a specific embodiment of the present invention, the forced release control circuit of the trailing rescue vehicle is connected to the forced release control circuit of the leading rescued vehicle, and this method for rescuing a multiple unit train further includes:

[0122] When it is detected that the release of the service brake fails, control the trailing rescue vehicle and the leading rescued vehicle to synchronously and forcibly release the service brake.

[0123] When it is detected that the release of the holding brake fails, control the trailing rescue vehicle and the leading rescued vehicle to synchronously and forcibly release the holding brake.

[0124] In a specific embodiment of the present invention, the traction safety circuit of the trailing rescue vehicle and the traction safety circuit of the leading rescued vehicle are each closed-loop after coupling, so that after the conditions in the traction safety circuit of the trailing rescue vehicle and the conditions in the traction safety circuit of the leading rescued vehicle are both satisfied, the non-coupling end driver's cab of the leading rescued vehicle is allowed to perform traction control of the trailing rescue vehicle in the emergency traction mode.

[0125] It should also be noted that in this article, relational terms such as first and second are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variant thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements not only includes those elements, but also includes other elements not expressly listed, or also includes elements inherent to such process, method, article or device. Without further limitation, an element defined by the statement "including a..." does not exclude the existence of additional identical elements in the process, method, article or device including the element.

[0126] Those skilled in the art may further realize that the units and algorithm steps of each example described in combination with the embodiments disclosed herein can be implemented by electronic hardware, computer software, or a combination of both. To clearly illustrate the interchangeability of hardware and software, the composition and steps of each example have been generally described according to functions in the above description. Whether these functions are executed in a hardware or software manner depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered as exceeding the scope of the present invention.

[0127] Specific examples are used herein to illustrate the principles and implementation manners of the present invention. The description of the above embodiments is only used to help understand the technical solution and its core idea of the present invention. It should be noted that for those of ordinary skill in the art in this technical field, without departing from the principle of the present invention, several improvements and modifications can be made to the present invention, and these improvements and modifications also fall within the protection scope of the present invention.

Claims

1. A rescue system for multiple unit trains, characterized in that, Including: A rescue trailing vehicle, and a leading vehicle to be rescued coupled to the rescue trailing vehicle; The emergency traction control line of the rescue trailing vehicle is connected to the emergency traction control line of the leading vehicle to be rescued, and the non - coupled - end control cabin of the leading vehicle to be rescued is configured to: perform traction control of the rescue trailing vehicle in the emergency traction mode; The service brake control line of the rescue trailing vehicle is connected to the service brake control line of the leading vehicle to be rescued, and the non - coupled - end control cabin of the leading vehicle to be rescued is further configured to: when receiving a service brake application instruction, control the rescue trailing vehicle and the leading vehicle to be rescued to apply service brakes synchronously; when receiving a service brake release instruction, control the rescue trailing vehicle and the leading vehicle to be rescued to release service brakes synchronously; The emergency brake control line of the rescue trailing vehicle is connected to the emergency brake control line of the leading vehicle to be rescued, and the non - coupled - end control cabin of the leading vehicle to be rescued is further configured to: perform reset of the emergency brake; The emergency brake conditions of the rescue trailing vehicle and the emergency brake conditions of the leading vehicle to be rescued form an emergency brake loop, so that the emergency brake conditions of the rescue trailing vehicle and the emergency brake conditions of the leading vehicle to be rescued both allow triggering of the emergency brakes of the rescue trailing vehicle and the leading vehicle to be rescued; The traction safety circuits of the rescue trailing vehicle and the leading vehicle to be rescued are each closed - loop after coupling, so that after the conditions in the traction safety circuit of the rescue trailing vehicle and the conditions in the traction safety circuit of the leading vehicle to be rescued are both satisfied, the non - coupled - end control cabin of the leading vehicle to be rescued is allowed to perform traction control of the rescue trailing vehicle in the emergency traction mode.

2. The train rescue system according to claim 1, wherein The quick - brake control line of the rescue trailing vehicle is connected to the quick - brake control line of the leading vehicle to be rescued, and the non - coupled - end control cabin of the leading vehicle to be rescued is further configured to: When receiving a quick - brake application instruction, control the rescue trailing vehicle and the leading vehicle to be rescued to apply quick brakes synchronously; When receiving a quick - brake release instruction, control the rescue trailing vehicle and the leading vehicle to be rescued to release quick brakes synchronously.

3. The train set rescue system according to claim 1, characterized in that, The parking - brake control line of the rescue trailing vehicle is connected to the parking - brake control line of the leading vehicle to be rescued, and the non - coupled - end control cabin of the leading vehicle to be rescued is further configured to: When receiving a parking - brake application instruction, control the rescue trailing vehicle and the leading vehicle to be rescued to apply parking brakes synchronously; When receiving a parking - brake release instruction, control the rescue trailing vehicle and the leading vehicle to be rescued to release parking brakes synchronously.

4. The train rescue system according to claim 1, wherein The holding - brake control line of the rescue trailing vehicle is connected to the holding - brake control line of the leading vehicle to be rescued, and the non - coupled - end control cabin of the leading vehicle to be rescued is further configured to: When it is detected that the holding - brake application condition is satisfied, control the rescue trailing vehicle and the leading vehicle to be rescued to apply holding brakes synchronously; When it is detected that the holding - brake release condition is satisfied, control the rescue trailing vehicle and the leading vehicle to be rescued to release holding brakes synchronously.

5. The train rescue system according to claim 4, wherein The holding - brake application condition includes: the speed of the leading vehicle to be rescued is not higher than a first speed threshold, and the non - coupled - end control cabin of the leading vehicle to be rescued has not issued a traction instruction; The maintained brake release condition includes: a traction command is issued from the non-coupling end driver's cab of the leading vehicle to be rescued and the vehicle speed of the leading vehicle to be rescued is higher than a second speed threshold, or the elapsed time after the traction command is issued from the non-coupling end driver's cab of the leading vehicle to be rescued reaches a first duration.

6. The train rescue system according to claim 4, wherein The forced release control circuit of the trailing vehicle for rescue is connected to the forced release control circuit of the leading vehicle to be rescued, and the non-coupling end driver's cab of the leading vehicle to be rescued is further configured to: When it is detected that the normal brake release fails, control the trailing vehicle for rescue and the leading vehicle to be rescued to synchronously and forcibly release the normal brake; When it is detected that the maintained brake release fails, control the trailing vehicle for rescue and the leading vehicle to be rescued to synchronously and forcibly release the maintained brake.

7. A rescue method for multiple unit trains, characterized in that, It is applied to the non-coupling end driver's cab of the leading vehicle to be rescued, and the leading vehicle to be rescued is coupled to the trailing vehicle for rescue; the emergency traction control circuit of the trailing vehicle for rescue is connected to the emergency traction control circuit of the leading vehicle to be rescued; The normal brake control circuit of the trailing vehicle for rescue is connected to the normal brake control circuit of the leading vehicle to be rescued; The method for rescuing a multiple unit train includes: In the emergency traction mode, perform the traction control of the trailing vehicle for rescue; When a normal brake application command is received, control the trailing vehicle for rescue and the leading vehicle to be rescued to synchronously apply the normal brake; When a normal brake release command is received, control the trailing vehicle for rescue and the leading vehicle to be rescued to synchronously release the normal brake; It further includes: Perform the reset of the emergency brake; Wherein, the emergency brake control circuit of the trailing vehicle for rescue is connected to the emergency brake control circuit of the leading vehicle to be rescued; the emergency brake conditions of the trailing vehicle for rescue and the leading vehicle to be rescued form an emergency brake loop, so that the emergency brake conditions of the trailing vehicle for rescue and the leading vehicle to be rescued both allow triggering the emergency brakes of the trailing vehicle for rescue and the leading vehicle to be rescued; The traction safety circuits of the trailing vehicle for rescue and the leading vehicle to be rescued are each closed-loop after coupling, so that after the conditions in the traction safety circuit of the trailing vehicle for rescue and the conditions in the traction safety circuit of the leading vehicle to be rescued are both satisfied, the non-coupling end driver's cab of the leading vehicle to be rescued is allowed to perform the traction control of the trailing vehicle for rescue in the emergency traction mode.

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