Emergency braking circuit for rail vehicles and rail vehicles

Abstract

This invention provides an emergency braking circuit for rail vehicles and a rail vehicle itself. The circuit includes two identical, symmetrically connected emergency braking circuits located on the lead car and tail car, respectively. Each emergency braking circuit includes a control loop, an execution loop, and an emergency braking relay. The control loop and the execution loop are connected in parallel. The control loop is connected in series with several brake non-release relays, and the execution loop is connected in series with several brake release relays and a solenoid valve. The emergency braking relays are connected in series in both the control loop and the execution loop. When any brake non-release relay is disconnected, the rail vehicle applies emergency braking that does not release before stopping; when any brake release relay is disconnected, the rail vehicle applies emergency braking that releases before stopping. This invention addresses the deficiency in existing technologies where it is difficult to distinguish whether emergency braking can be released before stopping, enabling rail vehicles to release emergency braking caused by non-vehicle malfunctions without waiting for the speed to drop to zero, effectively improving the operating efficiency of the trainset.

Description

Technical Field

[0001] This invention relates to the field of rail vehicle braking technology, and more particularly to an emergency braking circuit for rail vehicles and a rail vehicle. Background Technology

[0002] Emergency braking is the braking technique used to bring a train to a stop as quickly as possible in an emergency, and it is a crucial guarantee for the safe operation of trains. In high-speed trains, emergency braking can be further divided into rapid braking and emergency braking in a narrow sense. Rapid braking can be released before the train stops (i.e., the train speed returns to zero), while emergency braking in a narrow sense cannot be released until the train comes to a complete stop.

[0003] In existing technologies, to achieve the emergency braking function in high-speed trains, two independent control circuits are typically set up to respectively realize the functions of rapid braking and emergency braking in a narrow sense. However, there are too many factors that can lead to emergency braking in actual train operation. Once an emergency braking occurs, whether it is due to vehicle malfunction, driver error, or system false alarm, it usually requires manual inspection after the vehicle stops to alleviate the emergency braking, resulting in low fault handling efficiency. The existing control circuits designed for this emergency braking function have limitations and cannot fully meet the operational requirements.

[0004] How to design a circuit that can accurately distinguish whether emergency braking can be relieved before stopping, and enable the vehicle to quickly resume emergency braking when the driver misoperates or the system false alarms, so that the emergency braking of rail vehicles caused by non-vehicle faults can be relieved without waiting for the speed to drop to zero, thus effectively improving the operating efficiency of EMUs, is an urgent problem to be solved. Summary of the Invention

[0005] This invention provides an emergency braking circuit for rail vehicles, which solves the problem in the prior art that it is difficult to distinguish whether emergency braking can be relieved before stopping. It enables rail vehicles to relieve emergency braking caused by non-vehicle faults without waiting for the speed to drop to zero, effectively improving the operating efficiency of EMU trains.

[0006] This invention provides an emergency braking circuit for a rail vehicle, comprising: two emergency braking circuits with identical structures, symmetrically connected, and located on the lead car and the tail car respectively. Each emergency braking circuit includes: a control loop, an execution loop, and an emergency braking relay. The control loop and the execution loop are connected in parallel. The control loop is connected in series with a plurality of brake non-release relays. The execution loop is connected in series with a plurality of brake release relays and a solenoid valve. The emergency braking relay is connected in series in the control loop and the execution loop.

[0007] The control loops of the two emergency braking circuits are symmetrically connected to form the vehicle control loop, and the execution loops of the two emergency braking circuits are symmetrically connected to form the vehicle execution loop.

[0008] In the event that the emergency braking is not released before the rail vehicle stops, any brake non-release relay in the whole vehicle control loop is disconnected, the emergency braking relay is de-energized and disconnected, the solenoid valve in the whole vehicle execution loop is de-energized, and the rail vehicle applies emergency braking that is not released before stopping.

[0009] When the rail vehicle applies emergency braking to be released before stopping, any brake release relay in the whole vehicle execution loop is disconnected, the solenoid valve in the whole vehicle execution loop is de-energized, and the rail vehicle applies emergency braking to be released before stopping.

[0010] According to the present invention, an emergency braking circuit for a rail vehicle is provided, wherein both the control loop and the execution loop are double-wire double-break circuits, and there are two emergency braking relays, namely a first emergency braking relay and a second emergency braking relay. The first emergency braking relay and the second emergency braking relay are connected in parallel, and the coils of the first emergency braking relay and the second emergency braking relay are connected in series in the control loop, and the contacts are connected in series in the execution loop.

[0011] According to the present invention, an emergency braking circuit for a rail vehicle further includes an emergency braking button, which is connected in series in the control loop and the execution loop.

[0012] According to the present invention, an emergency braking circuit for a rail vehicle is provided. In the emergency braking circuit located on the lead car, the types of brake non-release relays include: main control relay, zero speed relay, driver's controller emergency braking relay, zero position relay, door emergency relay, main air pressure relay, train pipe pressure relay, and coupler separation relay. The main control relay is connected in series in the control loop and the execution loop.

[0013] According to the present invention, an emergency braking circuit for a rail vehicle is provided, wherein the emergency braking relay is also connected in parallel with the zero-speed relay of the control loop, and the train pipe pressure relay is also connected in parallel with a rescue mode switch.

[0014] According to the present invention, an emergency braking circuit for a rail vehicle includes a control loop that further includes a slave control branch. The slave control branch is connected in parallel with a door emergency relay, a main air pressure relay, a train pipe pressure relay, a coupler separation relay, and an emergency braking button. The slave control branch includes a slave control relay and a coupling relay connected in series.

[0015] According to the present invention, in the case of two trains being coupled together, the master control relay of the emergency braking circuit of the first train and the slave control relay of the emergency braking circuit of the last train are interlocked.

[0016] According to the present invention, an emergency braking circuit for a rail vehicle includes a type of brake release relay: a network brake relay and an overspeed relay, wherein the network brake relay activates upon receiving a network trigger signal.

[0017] According to the present invention, an emergency braking circuit for a rail vehicle includes network trigger signals comprising at least one of the following: triggering an alert device, invalid driving mode, multiple brake control device malfunctions, and accidental application of parking brake.

[0018] The present invention also provides a rail vehicle including the rail vehicle emergency braking circuit described in any of the above claims.

[0019] This invention provides an emergency braking circuit for rail vehicles. It comprises a parallel control loop and an execution loop, with an emergency braking relay connected in series within both loops. The control loop has several brake non-release relays connected in series, meaning the control loop is controlled by these relays. The execution loop has several brake release relays and a solenoid valve connected in series, meaning the execution loop is controlled by these brake release relays. The solenoid valve controls vehicle braking; when the solenoid valve is de-energized, the vehicle applies emergency braking. Therefore, the control loop functions in response to the execution loop through the emergency braking relays.

[0020] During the operation of a rail vehicle, two emergency braking circuits with identical structures, symmetrically connected, and located in the head car and tail car respectively form a vehicle-wide control loop and a vehicle-wide execution loop. Under normal vehicle operation, both the vehicle-wide control loop and the vehicle-wide execution loop are activated, and the emergency braking relay and solenoid valve are energized.

[0021] Each brake non-release relay corresponds to a different function. Typically, in cases of vehicle malfunction, the rail vehicle needs to apply emergency braking that does not release before stopping. If any brake non-release relay in the control loop meets the corresponding condition, it will disconnect, the entire vehicle control loop will be disconnected, the coils of the emergency braking relays connected in series in the control loop will be de-energized, causing the contacts of the emergency braking relays connected in series in the execution loop to open, the entire vehicle execution loop will be disconnected, the solenoid valve will be de-energized, and the rail vehicle will apply emergency braking that does not release before stopping.

[0022] Meanwhile, each brake release relay corresponds to a different function. Typically, in situations other than vehicle malfunctions, the emergency braking applied by the rail vehicle can be released before stopping. When any brake release relay in the execution loop meets the corresponding condition, it disconnects, the entire vehicle execution loop is disconnected, the solenoid valve is de-energized, and the rail vehicle applies emergency braking that is released before stopping.

[0023] Through the above circuit structure, it is possible to accurately distinguish between conditions where emergency braking cannot be released before stopping and conditions where it can be released before stopping, and to execute them respectively. This invention solves the defect in the prior art that it is difficult to distinguish whether emergency braking can be released before stopping, and realizes that when emergency braking of rail vehicles is caused by non-vehicle faults, it is not necessary to wait for the speed to drop to zero, effectively improving the operating efficiency of EMU trains. Attached Figure Description

[0024] To more clearly illustrate the technical solutions in this invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0025] Figure 1 This is one of the structural schematic diagrams of the emergency braking circuit for rail vehicles provided by the present invention;

[0026] Figure 2 This is the second schematic diagram of the structure of the emergency braking circuit for rail vehicles provided by the present invention.

[0027] Attached reference numerals: Control loop 1, Execution loop 2, First emergency brake relay KAEB1, Second emergency brake relay KAEB2, Solenoid valve YV, First emergency brake button SBEB1, Second emergency brake button SBEB2, Main control relay KALA, Zero speed relay KAZV, Driver's controller emergency brake relay KACEB, Zero position relay KANP, Door emergency relay KAEBD, Total air pressure relay KAMRP, Train pipe pressure relay KABPP, Coupler disconnection relay KATIN, Rescue mode switch SKRM, Slave control relay KAOA, Coupling relay KAEHC, Network brake relay KATEB, Overspeed relay KAOSR, Emergency brake switch SKESS, Circuit breaker QFEB. Detailed Implementation

[0028] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this invention. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without creative effort are within the scope of protection of this invention.

[0029] The following is combined with Figure 1 and Figure 2 The emergency braking circuit for a rail vehicle according to a first embodiment of the present invention is described.

[0030] An emergency braking circuit for a rail vehicle according to this embodiment includes two emergency braking circuits with identical structures, symmetrically connected, and located on the lead car and the tail car respectively. Each emergency braking circuit includes a control loop 1, an execution loop 2, and an emergency braking relay. The control loop 1 and the execution loop 2 are connected in parallel. The control loop 1 is connected in series with a plurality of brake non-release relays. The execution loop 2 is connected in series with a plurality of brake release relays and a solenoid valve YV. The emergency braking relay is connected in series in the control loop 1 and the execution loop 2.

[0031] The control loops 1 of the two emergency braking circuits are symmetrically connected to form the vehicle control loop 1, and the execution loops 2 of the two emergency braking circuits are symmetrically connected to form the vehicle execution loop 2.

[0032] In the event that the emergency braking is applied to the rail vehicle without being released before it stops, any brake non-release relay in the whole vehicle control loop 1 is disconnected, the emergency braking relay is de-energized and disconnected, the solenoid valve YV in the whole vehicle execution loop 2 is de-energized, and the rail vehicle applies emergency braking without being released before it stops.

[0033] When the rail vehicle applies emergency braking to be released before stopping, any brake release relay in the whole vehicle execution loop 2 is disconnected, the solenoid valve YV of the whole vehicle execution loop 2 is de-energized, and the rail vehicle applies emergency braking to be released before stopping.

[0034] like Figure 1 As shown, the emergency braking circuit of the rail vehicle includes two emergency braking circuits with identical structures, symmetrically connected, and located in the lead car and tail car respectively. The left side of the figure shows the emergency braking circuit of the lead car, and the right side shows the emergency braking circuit of the tail car. Each emergency braking circuit includes a control loop 1, an execution loop 2, an emergency braking relay, and an emergency braking button. The control loop 1 and the execution loop 2 are connected in parallel, and the emergency braking button is connected in series in the control loop 1 and the execution loop 2.

[0035] In this embodiment, there are two emergency brake buttons: a first emergency brake button SBEB1 and a second emergency brake button SBEB2, located in the same driver's cab. One button is for the main driver to operate, and the other is for the co-driver or crew member to operate. The emergency brake buttons are normally closed contacts; they open when pressed. Pressing either emergency brake button will trigger emergency braking until the vehicle comes to a stop.

[0036] Control loop 1 is connected in series with several brake non-release relays. These relays are used to activate when the vehicle reaches the condition of brake non-release. In this embodiment, the brake non-release relays specifically include:

[0037] The main control relay KALA is a normally open contact that closes when the driver's cab is activated by inserting the key.

[0038] The zero-speed relay KAZV has normally open contacts that close when the rail vehicle's speed is zero. The emergency braking relay's contacts are connected in parallel with the zero-speed relay KAZV. During normal vehicle operation, the zero-speed relay KAZV is short-circuited by the closed contacts of the emergency braking relay.

[0039] The driver controller's emergency brake relay KACEB is a normally open contact. The active terminal is set to the emergency brake position on the driver controller. In this position, the driver controller's emergency brake relay KACEB is de-energized and disconnects.

[0040] The zero-position relay KANP is a normally closed contact. When the steering handle in the driver's cab is in the zero position, the zero-position relay KANP is energized and disconnects.

[0041] The door emergency relay KAEBD is a normally closed contact. When a door of a rail vehicle is opened abnormally, the door controller outputs an abnormal door opening signal to the door emergency relay KAEBD, which then disconnects.

[0042] The main air pressure relay KAMRP is a normally closed contact. The main air pressure of the vehicle's air supply system is related to the vehicle's braking effect. When the main air pressure is detected to be low, the main and branch pressure relays are energized and disconnected.

[0043] The train pipe pressure relay KABPP is a normally closed contact. When a low train pipe pressure is detected during train rescue or being rescued, the train pipe pressure relay KABPP is energized and disconnects. The train pipe pressure relay KABPP is also connected in parallel with a rescue mode switch SKRM. Under normal circumstances, the rescue mode switch SKRM is in the non-rescue position. In this position, the rescue mode switch SKRM is closed, and its branch is conductive, thus short-circuiting the train pipe pressure relay KABPP in non-rescue mode, ensuring normal train operation.

[0044] The coupler disconnection relay KATIN is a normally open contact. It closes when the couplers are connected and opens when the couplers of the two vehicles are disconnected.

[0045] Control loop 1 also includes a slave control branch, which is connected in parallel with the door emergency relay KAEBD, the main air pressure relay KAMRP, the train pipe pressure relay KABPP, the coupler separation relay KATIN, and the emergency brake button. The slave control branch includes a slave control relay KAOA and a coupling relay KAEHC connected in series.

[0046] like Figure 2As shown, when two trains are coupled together, the main control relay KALA of the emergency braking circuit of the lead car is interlocked with the slave control relay KAOA of the emergency braking circuit of the tail car. That is, when the key is inserted into the lead car, the main control relay KALA closes, causing the slave control relay KAOA of the tail car to close. Inserting the key into the intermediate car does not activate the driver's cab. The coupling relay KAEHC is energized and closes when the trains are coupled together.

[0047] Actuation loop 2 is connected in series with several brake release relays and a solenoid valve YV. The solenoid valve YV controls vehicle braking; when the solenoid valve YV is de-energized, the vehicle applies emergency braking. The brake release relays activate when the vehicle reaches the condition for brake release. The brake release relays directly act on actuation loop 2. When the condition is met, the brake release relays disconnect, causing actuation loop 2 to open. The solenoid valve YV is de-energized, and the vehicle applies emergency braking. Then, the brake release relays close, restoring actuation loop 2, and the solenoid valve YV is energized to release the emergency braking, thus allowing the emergency braking controlled by the brake release relays to be released. Specifically, the brake release relays in this embodiment include:

[0048] The KATEB network braking relay is controlled by the vehicle network and activates upon receiving a network trigger signal from the vehicle network. In this embodiment, the vehicle network signals include: triggering an alarm device (the driver's console has a built-in button and foot pedal; if the driver operates the alarm device continuously within time T1 or does not operate it within time T2, an alarm will be triggered, and emergency braking will be triggered after time T3); invalid driving mode (the control panel has a driving mode switch with four modes (manual, interlock, coupled, cruise); emergency braking will not be triggered if the vehicle network detects only one of the four modes); multiple brake control device malfunctions (each car has two brake control devices; if the number of brake control devices issuing malfunction signals exceeds a threshold, the vehicle network will trigger emergency braking); and accidental application of parking brakes (during vehicle operation, if the vehicle network receives an accidental application of parking brake signals, emergency braking will be triggered).

[0049] The overspeed relay KAOSR is a normally closed contact that disconnects when the vehicle speed exceeds the threshold speed.

[0050] The emergency braking relays are connected in series in control loop 1 and execution loop 2. In this embodiment, both control loop 1 and execution loop 2 are double-wire double-break systems. Two emergency braking relays are provided, namely the first emergency braking relay KAEB1 and the second emergency braking relay KAEB2. The first emergency braking relay KAEB1 and the second emergency braking relay KAEB2 are connected in parallel. The coils of the first emergency braking relay KAEB1 and the second emergency braking relay KAEB2 are connected in series in control loop 1, and the contacts are connected in series in execution loop 2. In the figure, the contacts of the first emergency braking relay KAEB1 and the second emergency braking relay KAEB2 in execution loop 2 are all connected in parallel. The redundancy design ensures that the other contact can work normally when one contact fails.

[0051] In the diagram, the control loops 1 of the two emergency braking circuits are symmetrically connected to form the vehicle control loop 1, and the execution loops 2 of the two emergency braking circuits are symmetrically connected to form the vehicle execution loop 2.

[0052] In the event that the emergency braking is applied to the rail vehicle without being released before it stops, any brake non-release relay in the whole vehicle control loop 1 is disconnected, the emergency braking relay is de-energized and disconnected, the solenoid valve YV in the whole vehicle execution loop 2 is de-energized, and the rail vehicle applies the emergency braking without being released before it stops.

[0053] When the rail vehicle applies emergency braking to relieve itself before stopping, any brake relief relay in the whole vehicle execution loop 2 is disconnected, the solenoid valve YV in the whole vehicle execution loop 2 is de-energized, and the rail vehicle applies emergency braking to relieve itself before stopping.

[0054] This embodiment provides an emergency braking circuit for a rail vehicle. It includes a parallel control loop 1 and an execution loop 2, with an emergency braking relay connected in series in both loops. The control loop 1 has several brake non-release relays connected in series, meaning the control loop 1 is controlled by these relays. The execution loop 2 has several brake release relays connected in series with a solenoid valve YV, meaning the execution loop 2 is controlled by these relays. The solenoid valve YV controls vehicle braking; when the solenoid valve YV is de-energized, the vehicle applies emergency braking. Therefore, the control loop 1 controls the execution loop 2 through the emergency braking relays.

[0055] During the operation of the rail vehicle, two emergency braking circuits with the same structure and symmetrical connection, located in the head car and tail car respectively, form the whole vehicle control loop 1 and the whole vehicle execution loop 2. Under normal vehicle operation, both the whole vehicle control loop 1 and the whole vehicle execution loop 2 are turned on, and the emergency braking relay and the solenoid valve YV are energized.

[0056] Each brake non-release relay corresponds to a different function. Typically, in cases of vehicle malfunction, the rail vehicle needs to apply emergency braking that does not release before stopping. If any brake non-release relay in control loop 1 meets the corresponding condition, it will disconnect, the entire vehicle control loop 1 will disconnect, the coil of the emergency braking relay connected in series in control loop 1 will be de-energized, causing the contacts of the emergency braking relay connected in series in execution loop 2 to disconnect, the entire vehicle execution loop 2 will disconnect, the solenoid valve YV will be de-energized, and the rail vehicle will apply emergency braking that does not release before stopping.

[0057] Meanwhile, each brake release relay corresponds to a different function. Usually, in situations other than vehicle malfunctions, the emergency braking applied by the rail vehicle can be released before stopping. If any brake release relay in the execution loop 2 meets the corresponding condition, it will disconnect, the entire vehicle execution loop 2 will be disconnected, the solenoid valve YV will be de-energized, and the rail vehicle will apply the emergency braking that is released before stopping.

[0058] Through the above circuit structure, it is possible to accurately distinguish between conditions where emergency braking cannot be released before stopping and conditions where it can be released before stopping, and to execute them respectively. This invention solves the defect in the prior art that it is difficult to distinguish whether emergency braking can be released before stopping, and realizes that when emergency braking of rail vehicles is caused by non-vehicle faults, it is not necessary to wait for the speed to drop to zero, effectively improving the operating efficiency of EMU trains.

[0059] In this embodiment, both the control loop 1 and the execution loop 2 are double-wire double-break systems. There are two emergency braking relays, namely the first emergency braking relay KAEB1 and the second emergency braking relay KAEB2. The first emergency braking relay KAEB1 and the second emergency braking relay KAEB2 are connected in parallel with each other, and the coils of the first emergency braking relay KAEB1 and the second emergency braking relay KAEB2 are connected in series in the control loop 1, and the contacts are connected in series in the execution loop 2.

[0060] Control loop 1 and execution loop 2 adopt a double-wire double-break system and are equipped with two emergency braking relays. If one emergency braking relay fails, the other can work normally to ensure the normal operation of the emergency braking circuit.

[0061] In this embodiment, the emergency braking circuit further includes an emergency braking button, which is connected in series in the control loop 1 and the execution loop 2.

[0062] An emergency braking button is connected in series between control loop 1 and execution loop 2. When the operator operates the emergency braking button, control loop 1 and execution loop 2 are disconnected, and both loops lose power simultaneously, ensuring braking effectiveness.

[0063] In this embodiment, the types of brake non-release relays in the emergency braking circuit located in the lead car include: main control relay KALA, zero speed relay KAZV, driver's controller emergency braking relay KACEB, zero position relay KANP, door emergency relay KAEBD, total air pressure relay KAMRP, train pipe pressure relay KABPP, and coupler separation relay KATIN. The main control relay KALA is connected in series in control loop 1 and execution loop 2.

[0064] The brake non-release relay activates when the vehicle reaches a point where braking is unreleasable. A corresponding brake non-release relay is connected in series in control loop 1 as needed. In case of vehicle malfunction or other situations, the brake non-release relay disconnects, control loop 1 disconnects, and ultimately triggers emergency braking. Control loop 1 can only be restored after the vehicle has come to a complete stop and the fault has been resolved to ensure safety. The main control relay KALA is connected in series in control loop 1 and execution loop 2. The main control relay can directly act on control loop 1 and execution loop 2, ensuring that control loop 1 and execution loop 2 operate simultaneously.

[0065] In this embodiment, the emergency brake relay is also connected in parallel with the zero-speed relay KAZV of control loop 1, and the train pipe pressure relay KABPP is also connected in parallel with the rescue mode switch SKRM.

[0066] The zero-speed relay KAZV is energized and closes when the rail vehicle speed is zero. Therefore, the contacts of the emergency brake relay are connected in parallel with the zero-speed relay KAZV. During normal vehicle operation, the zero-speed relay KAZV is short-circuited by the conducting contacts of the emergency brake relay, ensuring vehicle operation. When the vehicle is stationary, the emergency brake relay opens, and the zero-speed relay KAZV closes, activating control loop 1 and releasing the emergency brake. During train rescue or being rescued, if low train pipe pressure is detected, the train pipe pressure relay KABPP is energized and opens. During rescue operations, the rescue mode switch SKRM is opened, activating the train pipe pressure relay KABPP to detect train pipe pressure.

[0067] In this embodiment, the control loop 1 further includes a slave control branch, which is connected in parallel with the door emergency relay KAEBD, the main air pressure relay KAMRP, the train pipe pressure relay KABPP, the coupler separation relay KATIN, and the emergency brake button. The slave control branch includes a slave control relay KAOA and a coupling relay KAEHC connected in series.

[0068] The slave control branch acts on the emergency braking circuit of the tail car, closing the slave control relay KAOA and the coupling relay KAEHC of the tail car, thus connecting the slave control branch. The main control relay KALA, zero speed relay KAZV, driver's emergency braking relay KACEB, and zero position relay KANP of the tail car are all short-circuited by the slave control branch, eliminating the control effect of the above relays on the tail car, ensuring the control effect of the lead car, and avoiding control conflicts.

[0069] In this embodiment, when two trains are coupled together, the master control relay KALA of the emergency braking circuit of the lead train and the slave control relay KAOA of the emergency braking circuit of the tail train are interlocked.

[0070] When two trains are coupled together, the main control relay KALA of the emergency braking circuit of the lead car is interlocked with the slave control relay KAOA of the emergency braking circuit of the tail car. That is, when the key is inserted into the lead car, the main control relay KALA is closed, which causes the slave control relay KAOA of the tail car to close. When the key is inserted into the intermediate car, the driver's cab is not activated. The coupling relay KAEHC is energized and closed when the cars are coupled, ensuring the control effect of the lead car when multiple trains are coupled together.

[0071] In this embodiment, the types of brake release relays include: network brake relay KATEB and overspeed relay KAOSR. The network brake relay KATEB activates when it receives a network trigger signal.

[0072] The network braking relay KATEB is controlled by the vehicle network. It activates upon receiving a network trigger signal from the vehicle network to apply emergency braking and can be deactivated after the defect is resolved, thus alleviating the emergency braking without waiting for the train to come to a complete stop. The overspeed relay KAOSR activates to apply braking when the vehicle is speeding and releases the braking after the vehicle speed decreases. These methods enable the reversible application of emergency braking and provide flexible operation.

[0073] In this embodiment, the network trigger signal includes at least one of the following: triggering an alert device, invalid driving mode, multiple brake control device malfunctions, and unexpected application of parking brake.

[0074] When at least one of the above faults is met, the vehicle network sends a corresponding network trigger signal to activate the network brake relay KATEB, thereby enabling the vehicle network to precisely control the braking effect that can be mitigated by the execution loop 2.

[0075] The working principle of this embodiment is as follows:

[0076] When the emergency braking circuit breaker QFEB is closed, the main control is activated. The lead vehicle's active relay closes, and simultaneously, the tail vehicle's slave control relay KAOA and coupling relay KAEHC close. The tail vehicle's main control relay KALA, zero-speed relay KAZV, driver's emergency braking relay KACEB, and zero-position relay KANP are all short-circuited by the slave control branch, ensuring the lead vehicle's control effectiveness. The rescue mode switch SKRM is in the non-rescue position, at which time the rescue mode switch SKRM is closed, and the rescue mode switch SKRM branch is conductive. The emergency braking switch SKESS is in the zero position (non-bypass position), and the emergency braking switch SKESS branch is open.

[0077] Under normal vehicle operation, all brake release relays in the vehicle control loop 1 are closed, and all brake release relays in the vehicle execution loop 2 are closed. Both the vehicle control loop 1 and the vehicle execution loop 2 are conductive. The current in the vehicle control loop 1 flows from the control loop 1 of the lead vehicle to the control loop 1 of the tail vehicle, and after passing through all emergency brake relays, it finally flows to the ground terminal. The coil of the emergency brake relay is energized, causing its contacts in the execution loop 2 to close. At this time, the circuit in the vehicle execution loop 2 flows from the execution loop 2 of the lead vehicle to the execution loop 2 of the tail vehicle, and after passing through all solenoid valves YV, it finally flows to the ground terminal. The solenoid valves YV are energized, and the vehicle does not apply emergency braking.

[0078] In the event of a vehicle malfunction, if any brake non-release relay in the vehicle control loop 1 meets the corresponding condition, it will disconnect, the vehicle execution loop 2 will disconnect, the coil of the emergency brake relay will be de-energized, causing the contact of the emergency brake relay corresponding to the execution loop 2 to disconnect, the vehicle execution loop 2 will disconnect, the solenoid valve YV will be de-energized, and the rail vehicle will apply an emergency brake that does not release before stopping. The control loop 1 can only be restored to conduction after the vehicle stops and the fault is cleared.

[0079] In the event that the braking cannot be relieved due to non-vehicle malfunction, any brake relief relay in the entire vehicle's execution loop 2 will disconnect if the corresponding condition is met. The entire vehicle's execution loop 2 will then disconnect, solenoid valve YV will be de-energized, and the rail vehicle will apply emergency braking that is relieved before stopping. During the vehicle braking process, the brake relief relay can close at any time, which will restore the entire vehicle's execution loop 2, energize solenoid valve YV, and relieve the emergency braking.

[0080] Accordingly, the second embodiment of the present invention also provides a rail vehicle, including the above-described rail vehicle emergency braking circuit.

[0081] The rail vehicle provided in this embodiment, by adopting the above-mentioned rail vehicle emergency braking circuit, can also realize that when the rail vehicle is relieved from emergency braking caused by non-vehicle faults, it does not need to wait for the speed to drop to zero, thus effectively improving the operating efficiency of the EMU.

[0082] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. An emergency braking circuit for rail vehicles, characterized in that, include: Two emergency braking circuits with identical structures, symmetrically connected, and located in the lead car and tail car respectively, each of the emergency braking circuits includes: a control loop, an execution loop, and an emergency braking relay. The control loop and the execution loop are connected in parallel. The control loop is connected in series with a number of brake non-release relays. The execution loop is connected in series with a number of brake release relays and a solenoid valve. The emergency braking relay is connected in series in the control loop and the execution loop. The control loops of the two emergency braking circuits are symmetrically connected to form the vehicle control loop, and the execution loops of the two emergency braking circuits are symmetrically connected to form the vehicle execution loop. In the event that the emergency braking is not released before the rail vehicle stops, any brake non-release relay in the whole vehicle control loop is disconnected, the emergency braking relay is de-energized and disconnected, the solenoid valve in the whole vehicle execution loop is de-energized, and the rail vehicle applies emergency braking that is not released before stopping. When the rail vehicle applies emergency braking to be released before stopping, any brake release relay in the whole vehicle execution loop is disconnected, the solenoid valve in the whole vehicle execution loop is de-energized, and the rail vehicle applies emergency braking to be released before stopping.

2. The emergency braking circuit for rail vehicles according to claim 1, characterized in that, Both the control loop and the execution loop are double-wire double-break systems. There are two emergency braking relays, namely a first emergency braking relay and a second emergency braking relay. The first emergency braking relay and the second emergency braking relay are connected in parallel, and the coils of the first emergency braking relay and the second emergency braking relay are connected in series in the control loop, and the contacts are connected in series in the execution loop.

3. The emergency braking circuit for rail vehicles according to claim 1, characterized in that, The emergency braking circuit also includes an emergency braking button, which is connected in series in the control loop and the execution loop.

4. The emergency braking circuit for rail vehicles according to claim 3, characterized in that, In the emergency braking circuit located in the lead car, the types of brake non-release relays include: main control relay, zero speed relay, driver's emergency braking relay, zero position relay, door emergency relay, main air pressure relay, train pipe pressure relay and coupler separation relay, and the main control relay is connected in series in the control loop and the execution loop.

5. The emergency braking circuit for rail vehicles according to claim 4, characterized in that, The emergency braking relay is also connected in parallel with the zero-speed relay of the control loop, and the train pipe pressure relay is also connected in parallel with a rescue mode switch.

6. The emergency braking circuit for rail vehicles according to claim 4, characterized in that, The control loop also includes a slave control branch, which is connected in parallel with the door emergency relay, the main air pressure relay, the train pipe pressure relay, the coupler separation relay and the emergency brake button. The slave control branch includes slave control relays and coupling relays connected in series.

7. The emergency braking circuit for rail vehicles according to claim 6, characterized in that, When two trains are coupled together, the master control relay of the emergency braking circuit of the lead train and the slave control relay of the emergency braking circuit of the tail train are interlocked.

8. The emergency braking circuit for rail vehicles according to any one of claims 1 to 7, characterized in that, The types of brake release relays include: network brake relays and overspeed relays, wherein the network brake relay activates upon receiving a network trigger signal.

9. The emergency braking circuit for rail vehicles according to claim 8, characterized in that, The network trigger signals include at least one of the following: triggering an alert device, invalid driving mode, multiple brake control device malfunctions, and unexpected application of parking brake.

10. A rail vehicle, characterized in that, include: The emergency braking circuit for rail vehicles as described in any one of claims 1 to 9.

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