Emergency brake end change holding control method

Abstract

The application provides an emergency braking end-changing holding control method, when a train changes an end, a head car driver's room is in an active state, a signal system sends an end-changing signal, a head car LCU device outputs a high level signal to drive two emergency braking relays of the car to be powered on, and simultaneously drives two emergency braking relays of a tail car to be powered on through a single-core control train line; after the end-changing signal lasts for a set time, the signal system sends a tail car driver's room active signal, the emergency braking relays of the head car and the tail car are continuously kept in a powered-on state for 500 ms or more than 500 ms, then the signal system cancels the end-changing signal and the head car driver's room active signal, only the tail car driver's room is active, the tail car LCU device outputs a high level signal to drive two emergency braking relays of the car to be powered on, and simultaneously drives two emergency braking relays of the head car to be powered on through a single-core control train line; the end-changing is completed. The application can ensure that the vehicle does not apply emergency braking due to the interruption of the driver's room activation in the automatic end-changing process, and improves the operation safety of the vehicle.

Description

Technical Field

[0001] This invention belongs to the field of rail vehicle manufacturing technology, and in particular relates to an emergency braking end-switching holding control method. Background Technology

[0002] Currently, in mainstream urban rail passenger car control circuits, the driver's cab activation signal of the signaling system is provided in a time-division manner during automatic turnaround switching, with a certain time interval between each signal. Therefore, according to the existing urban rail vehicle circuits, if the driver's cab activation signal is interrupted during the switching process, the vehicle will apply emergency braking. The emergency braking loop can only be re-established when the activation signal from the other driver's cab becomes valid. During the re-establishment process, the emergency braking solenoid valve experiences a large inrush current. Over time, this can cause the emergency braking relay contacts to burn out, thus affecting the relay's lifespan. Summary of the Invention

[0003] The present invention aims to provide an emergency braking end-change holding control method, so that emergency braking is not triggered during vehicle end-change, thereby reducing the number of times the emergency braking relay is activated, extending the service life of the relay, and reducing the total life cycle cost.

[0004] To achieve the above-mentioned objectives, the present invention provides an emergency braking end-holding control method, wherein an LCU device is configured in both the lead car and the tail car, and each LCU device is connected to the MVB bus of the train control system, the mushroom button, and two emergency braking relays of the car.

[0005] Before the train changes ends, the driver's cab of the first car is activated, while the driver's cab of the last car is not activated.

[0006] During train end-changing, the driver's cab of the lead car is activated. The signaling system sends an end-changing signal, and the LCU device of the lead car receives the end-changing signal through the MVB bus network protocol. It detects that the mushroom button is at a high level and outputs a high-level signal to energize the two emergency brake relays of its own car. At the same time, it energizes the two emergency brake relays of the tail car through the single-core control train line. After the end-changing signal lasts for a set time, the signaling system sends an activation signal to the driver's cab of the tail car. The emergency brake relays of both the lead and tail cars remain energized for 500ms or more. Then, the signaling system cancels the end-changing signal and the activation signal of the lead car driver's cab, activating only the driver's cab of the tail car. The LCU device of the tail car outputs a high-level signal to energize the two emergency brake relays of its own car, and at the same time, it energizes the two emergency brake relays of the lead car through the single-core control train line. The end-changing is complete.

[0007] Furthermore, after canceling the end-switching signal, the two emergency braking relays of the lead car are set with a power-off delay of 100ms to 200ms.

[0008] Furthermore, the duration of the switching signal is set to be between 500ms and 800ms.

[0009] This invention, through an emergency braking end-switching holding control method, ensures that the vehicle does not apply emergency braking due to interruption of driver's cab activation during automatic end-switching, reduces the number of emergency braking relay actions and the risk of contact burning, greatly improves vehicle operation safety, extends the service life of relays, and reduces total life cycle costs. Attached Figure Description

[0010] Figure 1 This is a schematic diagram of an emergency braking circuit.

[0011] Figure 2 A schematic diagram of the timing sequence for driver's cab activation and switching signals;

[0012] Figure 3 A schematic diagram of the control logic for switching ends. Detailed Implementation

[0013] To better understand the purpose, structure, and function of this invention, the following detailed description of an emergency braking end-holding control method of this invention is provided in conjunction with the accompanying drawings.

[0014] Reference Figure 1 The emergency braking circuits of existing urban rail vehicles, both the activated and deactivated ends, are the same. Figure 1 As shown. The conditions for establishing the emergency braking control circuit of the urban rail vehicle include: circuit breaker = 28-F06 closed, zero-speed relay 28-K13 energized and closed, signal driver's cab activation relays = 44-K08 and = 44-K06 energized and closed, running gear main unit = 73-A01 detection contact closed, passive obstacle main unit = 76-A01 detection contact closed, total air pressure low relay = 28-K05 energized and closed, overspeed relay = 28-K11 de-energized and closed, emergency brake button = 26-S06 contact closed in both the active and non-active driver's cabs, the active driver's cab activation relay = 22-K07 energized, its 11 and 14 contacts closed, and its 11 and 12 contacts open, the non-active driver's cab activation relay = 22-K07 de-energized, its 11 and 14 contacts open, and its 11 and 12 contacts closed. The emergency braking control circuit connects from the active driver's cab to the passenger compartment and then to the inactive driver's cab. Once all conditions are met, the emergency braking control circuit is established, and emergency braking relays 28-K06 and 28-K07 are energized, thus relieving the vehicle's emergency braking.

[0015] Under normal switching conditions, the driver's cab activation end will switch. Specifically, the original activation end's signals driver's cab activation relays =44-K08 and =44-K06, and driver's cab activation relay =22-K07 will be de-energized, resulting in incomplete conditions for establishing the emergency braking control circuit. Emergency braking relays =28-K06 and =28-K07 will then be de-energized, and the vehicle will apply emergency braking. After the other driver's cab is activated, its signals driver's cab activation relays =44-K08 and =44-K06, and driver's cab activation relay =22-K07 will be energized. If no other conditions trigger emergency braking, the emergency braking control circuit will be re-established.

[0016] To prevent emergency braking during end-change, an LCU is used to replace the signal cab activation relays =44-K08 and =44-K06 and the cab activation relay =22-K07 in the emergency braking control circuit. During normal end-change, the states of the emergency braking control circuit remain unchanged except for the cab activation signal. Therefore, by using the LCU to ensure the uninterrupted operation of the signal cab and cab activation signals, the emergency braking control circuit can be guaranteed to remain open. See [link to specific logic] for details. Figure 2 and Figure 3 .

[0017] Driver's cab activation and switching signal timing reference Figure 2 Before the switching, the signaling system (CC) continuously sends an activation signal, activating the driver of the lead car while deactivating the driver's cab of the tail car. The signaling system then sends a switching signal, which continues for a set time, typically 500ms to 800ms. This invention uses 500ms. The signaling system then sends an activation signal (CSR2) to the tail car driver's cab. After the emergency brake relays of both the lead and tail cars remain energized for 500ms, the signaling system cancels the switching signal and the activation signal (CSR1) to the lead car driver's cab, activating only the tail car driver's cab. The tail car's LCU device outputs a high-level signal to energize its two emergency brake relays, simultaneously energizing the two emergency brake relays of the lead car via a single-core control train line; the switching is then complete. The continuous energization of the emergency brake relays of both the lead and tail cars ensures that both relays are energized simultaneously; the duration can also exceed 500ms.

[0018] Emergency braking end-holding LCU control logic reference Figure 3 Before the end change, the driver's cab of the lead car is activated, while the driver's cab of the tail car is not activated.

[0019] During the switching process, the driver's cab of the lead car is activated, and the driver's cab of the tail car is also activated. The LCU receives the switching signal via the MVB bus network protocol and detects that the mushroom button is at a high level (the mushroom button has not been pressed). The lead car outputs a signal to energize its two emergency brake relays, which then energize the two emergency brake relays of the tail car via the train line. This process lasts for 500ms, during which the emergency brake relays of both the lead and tail cars remain energized.

[0020] 500ms later, the activation of the lead car driver's cab is canceled, and the end-switching signal is also canceled. Only the activation of the tail car driver's cab remains active. The tail car driver's cab signal system outputs a signal that energizes the two emergency brake relays on its own car, which then energizes the two emergency brake relays on the lead car via the train line. Since the end-switching signal and the lead car driver's cab activation signal are simultaneously disconnected, and considering that no emergency braking will occur at this moment, a 100ms power-off delay is set for the two emergency brake relays on the lead car after the end-switching signal. This ensures that the tail car signal continues to output during the delay, keeping the lead car emergency brake relays continuously energized. At this point, the end-switching is complete. The power-off delay for the two emergency brake relays on the lead car can be greater than 100ms, but is typically 100 to 200ms.

[0021] In summary, this control logic ensures that the emergency brake relay will not be activated (power loss and re-energization) due to the switching of the driver's cab activation signal between the front and rear vehicles before, during, and after the end-switching process. This greatly reduces the risk of the emergency brake relay contacts burning due to the inrush current generated during the application and release of emergency braking, significantly improves vehicle operation safety, extends the service life of the relay, and reduces the total life cycle cost.

Claims

1. An emergency braking end-switching holding control method, characterized in that: One LCU device is installed in the first car and one in the last car. Each LCU device is connected to the MVB bus of the train control system, the mushroom button and the two emergency brake relays of the car. Before the train changes ends, the driver's cab of the first car is activated, while the driver's cab of the last car is not activated. During train end-changing, the driver's cab of the lead car is activated. The signaling system sends an end-changing signal, and the LCU device of the lead car receives the end-changing signal through the MVB bus network protocol. It detects that the mushroom button is at a high level and outputs a high-level signal to energize the two emergency brake relays of its own car. At the same time, it energizes the two emergency brake relays of the tail car through the single-core control train line. After the end-changing signal lasts for a set time, the signaling system sends an activation signal to the driver's cab of the tail car. The emergency brake relays of both the lead and tail cars remain energized for 500ms or more. Then, the signaling system cancels the end-changing signal and the activation signal of the lead car driver's cab, activating only the driver's cab of the tail car. The LCU device of the tail car outputs a high-level signal to energize the two emergency brake relays of its own car, and at the same time, it energizes the two emergency brake relays of the lead car through the single-core control train line. The end-changing is complete.

2. The emergency braking end-holding control method according to claim 1, characterized in that: After canceling the switching signal, the two emergency braking relays of the lead car are set to have a power failure delay of 100ms to 200ms.

3. The emergency braking end-switching holding control method according to claim 1, characterized in that: The duration of the switching signal is set to be between 500ms and 800ms.

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