Train coupled rescue braking control circuit and method

Abstract

The present application relates to train rescue braking system control technology field, disclose a kind of train rescue braking control circuit and method, comprising: first parking control circuit, first normal brake control circuit and first emergency brake control circuit placed in rescue train;Second parking control circuit, second normal brake control circuit and second emergency brake control circuit placed in fault train;First parking control circuit is identical with second parking control circuit and is electrically connected to constitute the rescue parking control circuit of hitching;First normal brake control circuit is identical with second normal brake control circuit and is electrically connected to constitute the rescue normal brake control circuit of hitching;First emergency brake control circuit is identical with second emergency brake control circuit and is electrically connected to constitute the rescue emergency brake control circuit of hitching.The personnel of the present application is simple, and can simultaneously realize the parking brake, normal brake and emergency brake control of rescue train to fault train, improve the safety of train rescue.

Description

Technical Field

[0001] This invention relates to the field of train coupling rescue braking system control technology, specifically to a train coupling rescue braking control circuit and method. Background Technology

[0002] Reliable train braking control is a prerequisite for safe train operation. Braking control includes parking brake, service brake, and emergency brake. Inadequate braking control protection during train operation may lead to train loss of control, causing serious accidents such as runaway and collisions. This needs to be considered for normal trains, and even more so for malfunction rescue. In traditional subway train coupling rescue, the malfunctioning train first applies the parking brake. After successful coupling, the parking brake of the malfunctioning train is automatically released. The service brake is released with one button via energizing the coupling relay, or the driver operates the isolation valve of each brake on the malfunctioning train individually. During the rescue process, the malfunctioning train loses its service brake capability, which may lead to runaway when coupling rescue on a slope. At the same time, it is impossible for the rescue train to control the parking brake and service brake of the malfunctioning train. To achieve reliable control of the malfunctioning train's braking system by the rescue train during coupling rescue and ensure safe train rescue, designing a simple and reliable circuit is particularly important. Using the existing coupling status judgment circuit and service brake isolation circuit, the isolation circuit requires the driver of both the rescue train and the malfunctioning train to press the service brake isolation button, which is cumbersome and also fails to achieve the rescue train's control of the malfunctioning train's parking brake, service brake, and emergency brake. Summary of the Invention

[0003] To address the aforementioned technical shortcomings, the present invention aims to provide a train coupling rescue braking control circuit and method. This invention addresses the technical problems of traditional subway train coupling rescue operations, which involve the risk of train slippage when encountering slope coupling rescue, the inability to achieve routine braking control of the rescue train on the faulty train, cumbersome personnel operation, and the inability to achieve parking braking, routine braking, and emergency braking control of the faulty train by the rescue train.

[0004] To solve the above-mentioned technical problems, the present invention adopts the following technical solution: The present invention provides a train coupling rescue braking control circuit, comprising:

[0005] The first parking control circuit, the first service brake control circuit, and the first emergency brake control circuit of the rescue train are placed there;

[0006] The second parking control circuit, the second service brake control circuit, and the second emergency brake control circuit are placed on the faulty train.

[0007] The first parking control circuit is the same as the second parking control circuit and is electrically connected to form a coupled rescue parking control circuit, which is used to apply and alleviate parking control to the rescue train / faulty train;

[0008] The first service brake control circuit is the same as the second service brake control circuit and is electrically connected to form a joint rescue service brake control circuit, which is used to relieve the service brake control of the rescue train / faulty train.

[0009] The first emergency braking control circuit is identical to the second emergency braking control circuit and is electrically connected to form a coupled rescue emergency braking control circuit, which is used to apply and release emergency control to the rescue train / faulty train.

[0010] Furthermore, the coupled rescue parking control circuit includes:

[0011] The first parking control circuit and the second parking control circuit each have a first switch, a second switch, a parking brake button PBPB, a parking brake train line, a parking brake valve PBEV, and a parking brake contactor PBK.

[0012] Furthermore, the commonly used braking control circuit for coupled rescue includes:

[0013] The third switch of each of the first and second service brake control circuits, the local service brake release button RRPB1, the remote service brake release button RRPB2, the service brake release train line, and the service brake solenoid valve BBEV.

[0014] Furthermore, the coupled rescue emergency braking control circuit includes:

[0015] The first emergency brake control circuit and the second emergency brake control circuit each have their own emergency brake contactor EBK, emergency brake release button REBPB, and emergency brake execution train line.

[0016] Furthermore, the coupled rescue parking control circuit, the coupled rescue common braking control circuit, and the coupled rescue emergency braking control circuit all share a single relay COR;

[0017] The coupled rescue parking control circuit and the coupled rescue emergency braking control circuit also share a zero-speed relay ZVR and a coupled relay CTR.

[0018] The combined rescue common braking control circuit and the combined rescue emergency braking control circuit also share a single brake command relay (BDR).

[0019] Both the rescue train and the faulty train are equipped with COR relays in the driver's cab at both ends.

[0020] Furthermore, the braking control during normal train operation is as follows:

[0021] If the train is running normally, the first, second, and third switches are all open, the train is not engaged, the engagement relay CTR is de-energized, the parking brake button PBPB on the active end of the train closes and is energized, the parking contactor PBK is energized, its contact PBK-1 closes, the parking brake valve PBEV controlling the train is energized, and the train applies the parking brake; conversely, the parking brake button PBPB pops up and is de-energized, the parking contactor PBK is de-energized, its contact PBK-1 opens, the parking brake valve PBEV controlling the train is de-energized, and the train releases the parking brake;

[0022] If the train needs to move, the train issues a traction command, the train braking command is invalidated, the brake relay BDR is energized, its normally open contact closes, the train receives the traction command, and the local activation terminal operates the brake release button RRPB1 to close, releasing the service brake of the train.

[0023] Furthermore, the braking control before the faulty train and the rescue train are coupled is as follows:

[0024] When a train malfunctions and cannot move, the first and second switches of the malfunctioning train are closed, and the third switch is open. The malfunctioning train is in a dormant state and awaits coupling and rescue. If the malfunctioning train is not coupled, the coupling relay CTR is de-energized, its normally open contact CTR-1 is opened, its normally closed contact CTR-2 is closed, the parking brake line is energized, the parking brake solenoid valve PBEV is energized, and the malfunctioning train applies the parking brake and awaits rescue.

[0025] The rescue train closes its first and third switches, opens its second switch, and moves closer to the disabled train until it is successfully coupled.

[0026] Furthermore, the braking control after the faulty train and the rescue train are coupled is as follows:

[0027] Both the rescue train and the faulty train's CTR relays are energized. The normally open contact CTR-1 of the faulty train's CTR relay closes, and the normally closed contact CTR-2 opens. The faulty train's parking brake release line loses power, and the faulty train releases its parking brake.

[0028] When the normally open contact of the relay COR at the activation end of the rescue train closes, the normally open contact of the zero-speed relay ZVR closes when the train is at zero speed, the parking brake button PBPB closes, the parking brake contactor PBK is energized, its contact PBK-1 is energized, the parking brake train line of both the rescue train and the faulty train is energized, and both the rescue train and the faulty train apply parking brakes.

[0029] If it is necessary to release the parking brake, the parking brake button PBPB of the rescue train will be disconnected, the parking brake contactor PBK will be de-energized, its contact PBK-1 will be disconnected, the parking brake train line of both the rescue train and the faulty train will be de-energized, and the parking control of both the rescue train and the faulty train will be released.

[0030] If the train needs to stop during operation, it will apply the service brakes to stop after receiving the braking command. After the train comes to a complete stop, the rescue car and the disabled car will automatically apply part of the service brakes according to the zero speed signal.

[0031] If a train needs to be towed, the first and third switches of the rescue train are closed, the second switch is opened, the normally open contact of the remote service brake release button RRPB2 of the rescue train is closed, and the service brake release line of the faulty train is energized through the fully automatic coupler contact, thus releasing the service brake of the faulty train.

[0032] When the rescue train receives the traction command, the brake relay BDR is energized, its normally open contact closes, the service brake release button RRPB1 is closed, the service brake release line of the rescue train is energized, the service brake of the rescue train is released, and the rescue traction train is realized.

[0033] Furthermore, the rescue train and the disabled car are coupled together by a coupler to form an emergency braking loop. The emergency braking triggering conditions include train activation command, warning button not being pressed for more than 3 seconds, overspeed, air compressor undervoltage, pressing the mushroom button, signal system triggering emergency braking, and train uncoupling.

[0034] When trains are coupled, only the driver's cab of the rescue train is allowed to be activated at one end. The driver's cabs of the other end of the rescue train and the driver's cab of the faulty train are not activated. During the coupled operation, if the emergency braking triggering condition is not triggered, the emergency braking loop is closed, the emergency braking contactor EBK of the rescue train is energized, the emergency braking execution train line is energized, and the train runs normally.

[0035] In case of an emergency, when one or more emergency braking conditions are triggered on either the disabled train or the rescue train, the emergency braking contactor EBK execution loop is disconnected, the emergency braking contactor EBK is de-energized, the normally open contact of the emergency braking contactor EBK is opened, the emergency braking execution train line is de-energized, and both the rescue train and the disabled train apply emergency braking to stop. When the emergency braking is released, after the emergency braking triggering conditions are removed, the brake relay BDR of the rescue train is de-energized, the normally closed contact of BDR closes, the zero-speed relay ZVR of the rescue train is energized after the emergency braking stops, the normally open contact of ZVR closes, the emergency braking release button REBPB is pressed and its normally open contact closes, the emergency braking contactor EBK execution loop closes again, the emergency braking contactor EBK is energized, the normally open contact of the emergency braking contactor EBK closes, the emergency braking execution train line is energized, thus enabling the rescue train to release the emergency braking of both itself and the disabled train.

[0036] Accidental decoupling during train rescue: When trains accidentally decouple, the CTR relay connecting the disabled train and the rescue train loses power, the emergency braking loop loses power, and the emergency braking contactor EBK loses power, triggering the rescue train and the disabled train to apply emergency braking. At the same time, the normally closed contact CTR-2 of the CTR relay connecting the disabled train closes, the second switch of the disabled train closes, the parking brake line of the disabled train is re-energized, and the disabled train applies the parking brake to stop safely.

[0037] A train coupling rescue braking control method includes implementing the application / release of parking brake, service brake and emergency brake control in train coupling rescue based on the aforementioned train coupling rescue braking control circuit.

[0038] The beneficial effects of this invention are as follows:

[0039] 1. Through a unified control panel, the rescue vehicle can remotely control the parking brake, service brake, and emergency brake of the disabled vehicle with one click, which greatly simplifies the operation process and enhances the coordination and efficiency of rescue.

[0040] 2. Equipped with an emergency brake contactor and an emergency brake release button to ensure that rescue vehicles and disabled vehicles can quickly apply or release emergency brakes in emergency situations, thereby improving emergency response capabilities and ensuring driving safety;

[0041] 3. The disabled vehicle automatically applies / releases the parking brake, and automatically applies the parking brake in the event of accidental disengagement during rescue, thereby achieving automatic protection of the braking system, reducing the risk of human error, and enhancing the safety of the rescue process. Attached Figure Description

[0042] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0043] Figure 1 The diagram shows a commonly used brake one-button release device in existing coupled rescue circuits.

[0044] Figure 2 Diagram of existing train coupling and rescue control circuit.

[0045] Figure 3 This is a circuit diagram for the control of the linked rescue parking area.

[0046] Figure 4 This is a commonly used braking control circuit diagram for coupled rescue operations.

[0047] Figure 5 This is a circuit diagram for the emergency braking control of the linkage rescue system. Detailed Implementation

[0048] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0049] Example 1

[0050] Existing interlocking rescue circuits commonly use one-button brake release devices, such as... Figure 1 As shown, the gear selection is achieved through a switch in the cab, which completes the brake release. The circuit structure is relatively simple, but there is a risk of the vehicle rolling back on a slope.

[0051] Another type of train coupling rescue control circuit, such as Figure 2 As shown, the circuit involves a coupling status judgment circuit and a common brake isolation circuit. This isolation circuit requires both the rescue vehicle and the disabled vehicle to have a driver press the common brake isolation button, which is cumbersome for personnel to operate.

[0052] like Figures 3 to 4 As shown, the present invention provides a train coupling rescue braking control circuit, comprising:

[0053] The first parking control circuit, the first service brake control circuit, and the first emergency brake control circuit of the rescue train are placed there;

[0054] The second parking control circuit, the second service brake control circuit, and the second emergency brake control circuit are placed on the faulty train.

[0055] The first parking control circuit is the same as the second parking control circuit and is electrically connected to form a coupled rescue parking control circuit, which is used to apply and alleviate parking control to the rescue train / faulty train;

[0056] The first service brake control circuit is the same as the second service brake control circuit and is electrically connected to form a joint rescue service brake control circuit, which is used to relieve the service brake control of the rescue train / faulty train.

[0057] The first emergency braking control circuit is identical to the second emergency braking control circuit and is electrically connected to form a coupled rescue emergency braking control circuit, which is used to apply and release emergency control to the rescue train / faulty train.

[0058] like Figure 3 As shown, the linked rescue parking control circuit includes:

[0059] The first parking control circuit and the second parking control circuit each have a first switch, a second switch, a parking brake button PBPB, a parking brake train line, a parking brake valve PBEV, and a parking brake contactor PBK.

[0060] like Figure 4 As shown, the commonly used braking control circuit for trailer rescue includes:

[0061] The third switch of each of the first and second service brake control circuits, the local service brake release button RRPB1, the remote service brake release button RRPB2, the service brake release train line, and the service brake solenoid valve BBEV.

[0062] like Figure 5 As shown, the coupled emergency braking control circuit includes: the emergency braking contactor EBK, the emergency braking release button REBPB, and the emergency braking execution train line for the first and second emergency braking control circuits, respectively.

[0063] The trailer rescue parking control circuit, the trailer rescue service brake control circuit, and the trailer rescue emergency brake control circuit all share a single relay COR; the trailer rescue parking control circuit and the trailer rescue emergency brake control circuit also share a single zero-speed relay ZVR and a single-coupler relay CTR; the trailer rescue service brake control circuit and the trailer rescue emergency brake control circuit also share a single brake command relay BDR.

[0064] The driver's cabs at both ends of the rescue train and the faulty train are equipped with relays COR. The relays corresponding to each driver's cab are COR1 (inactive end) for the rescue train, COR2 (active end) for the rescue train, COR3 (coupled end) for the faulty train, and COR4 (non-coupled end) for the faulty train.

[0065] It should be noted that the driver's cabs of the rescue train and the disabled train have the same configuration. Each train consists of two units. For example, in a 6-car train A1-B1-C1=C2-B2-A2, A1-B1-C1 is one unit, and A2-B2-C2 is another unit. A1 and A2 are the driver's cabs at both ends, and each driver's cab is equipped with the same functional components. When the rescue train and the disabled train are coupled, the train formation is A1-B1-C1=C2-B2-A2=A1-B1-C1=C2-

[0066] B2-A2, at this point the train has 4 driver's cabs.

[0067] Preferably, the braking control during normal train operation is as follows:

[0068] If the train is running normally, the first, second, and third switches are all open, the train is not engaged, the engagement relay CTR is de-energized, the parking brake button PBPB on the active end of the train is closed, the parking brake contactor PBK is energized, its contact PBK-1 is closed, controlling the parking brake valve PBEV of the train to be energized, and the train applies the parking brake; conversely, the parking brake button PBPB is open, the parking brake contactor PBK is de-energized, its contact PBK-1 is open, controlling the parking brake valve PBEV of the train to be de-energized, and the train releases the parking brake.

[0069] If the train needs to move, the train issues a traction command, the train braking command is disabled, the brake relay BDR is energized, the normally open contact of the BDR closes, the train receives the traction command, the local brake release button RRPB1 is pressed and closed, and the service brake of this train is released.

[0070] Preferably, the braking control before the faulty train and the rescue train are coupled is as follows:

[0071] When a train malfunctions and cannot move, the first and second switches close, and the third switch opens. The malfunctioning train goes into hibernation, awaiting coupling and rescue. If the malfunctioning train is not coupled, the coupling relay CTR is de-energized, its normally open contact CTR-1 opens, and its normally closed contact CTR-2 closes. The parking brake line is energized, and the parking brake solenoid valve PBEV is energized. The malfunctioning train applies the parking brake and awaits rescue.

[0072] The rescue train closes its first and third switches, opens its second switch, and moves closer to the disabled train until it is successfully coupled.

[0073] Preferably, the braking control after the faulty train and the rescue train are coupled is as follows:

[0074] Both the rescue train and the first coupling relay CTR of the trailer are energized. The normally open contact CTR-1 of the faulty train relay CTR closes and the normally closed contact CTR-2 opens. The faulty train's parking brake is released, the train line loses power, and the faulty train's parking brake is released.

[0075] When the normally open contact of the rescue train activation terminal COR2 closes, the normally open contact of the zero-speed relay ZVR closes when the train is at zero speed, the parking brake button PBPB closes, the parking brake contactor PBK is energized, its contact PBK-1 is energized, the parking brake train lines of the rescue train and the faulty train are energized, and both the rescue train and the faulty train apply parking brakes.

[0076] If it is necessary to release the parking brake, the parking brake button PBPB of the rescue train will be disconnected, the parking brake contactor PBK will be de-energized, its contact PBK-1 will be disconnected, the parking brake lines of the rescue train and the faulty train will be de-energized, and the parking control of both the rescue train and the faulty train will be released.

[0077] If the train needs to stop during operation, it will apply the service brakes to stop after receiving the braking command. After the train comes to a complete stop, the rescue car and the disabled car will automatically apply part of the service brakes according to the zero speed signal.

[0078] If a train needs to be towed, the first and third switches of the rescue train are closed, the second switch is opened, the normally open contact of the remote service brake release button RRPB2 of the rescue train is closed, and the service brake release line of the faulty train is energized through the fully automatic coupler contact, thus releasing the service brake of the faulty train.

[0079] When the rescue train receives the traction command, the brake relay BDR is energized, its normally open contact closes, the service brake release button RRPB1 is closed, the service brake release line of the rescue train is energized, the service brake of the rescue train is released, and the rescue traction train is realized.

[0080] The rescue train and the disabled car are coupled together to form a complete emergency braking loop. The emergency braking trigger conditions include the train activation command, the warning button not being pressed for more than 3 seconds, overspeed, air compressor undervoltage, pressing the mushroom button, the signal system triggering emergency braking, and the train uncoupling.

[0081] When trains are coupled, only the driver's cab of the rescue train is allowed to be activated. The driver's cabs of the other end of the rescue train and the driver's cab of the faulty train are not activated. During the coupled operation, if the emergency braking trigger condition is not triggered, the emergency braking loop is closed, the emergency braking contactor EBK of the rescue train is energized, the emergency braking execution train line is energized, and the train runs normally.

[0082] The emergency braking trigger logic is low-level trigger, meaning that emergency braking is triggered when the emergency braking loop is open, and not triggered when the loop is closed. The emergency braking loop execution logic is as follows: The emergency braking contactor EBK at the active end of the rescue train is energized, the normally open contact of EBK closes, the active relay COR at the rescue train is energized, the normally open contact of COR closes, a positive power signal is received from the normally open contact of EBK at the active end of the rescue train, the normally open contact of COR closes, the emergency braking trigger condition is not triggered, the train passes through the intermediate train to the non-active end of the rescue train COR1, the normally closed contact closes, the non-active end of the rescue train is not coupled, the normally closed contact of the coupling relay CTR closes, the normally closed contact of COR1 at the non-active end of the rescue train closes, the rescue train is coupled, the normally open contact of the coupling relay CTR closes, the coupler is coupled, the faulty train is coupled, the normally open contact of the coupling relay CTR closes, the coupler is coupled. When the open contact closes, the coupling end of the faulty train is not activated, and its normally closed contact COR3 relay closes. The emergency braking trigger condition of the coupling end of the faulty train is not triggered. After passing the intermediate train of the faulty train, the normally closed contact COR4 of the non-coupling end of the faulty train closes, and the normally closed contact CTR of the non-coupling end of the faulty train closes. After passing the intermediate train of the faulty train, the normally closed contact COR3 of the coupling end of the faulty train closes, and the rescue train is coupled. The normally open contact CTR of the coupling relay closes. After passing the coupling coupler to the coupling side of the rescue train, its normally open contact CTR of the coupling relay closes, and the normally open contact COR3 of the coupling end of the rescue train closes. The emergency braking contactor EBK is energized, and the normally open contact EBK closes. The emergency braking execution train line is energized, and the train operates normally.

[0083] It should be noted that: if the train formation is A1-B1-C1=C2-B2-A2, the faulty car and the rescue car are both formed in this way. After coupling, the train is formed as A1-B1-C1=C2-B2-A2=A1-B1-C1=C2-B2-A2. The intermediate trains are B1 / 2 and C1 / 2 cars.

[0084] In an emergency, if one or more emergency braking conditions are triggered on either the malfunctioning or rescue train, the EBK execution loop will disconnect, EBK will lose power, the normally open contact of EBK will open, and the emergency braking execution train line will lose power. Both the rescue and malfunctioning trains will apply emergency braking to stop, preventing collisions and ensuring rescue safety. Upon release of emergency braking, after the emergency braking trigger conditions are removed, the driver can pull the controller handle to the brake position on the active end of the rescue train. This closes the normally closed contact of the BDR relay, energizing the ZVR relay for emergency braking. The driver then presses the REBPB emergency braking release button, closing the normally open contact. This recloses the EBK execution loop, energizing the EBK emergency braking contactor, closing its normally open contact, and energizing the emergency braking execution train line, thus releasing the emergency braking of both the rescue train and the malfunctioning train.

[0085] Accidental Decoupling During Train Rescue: When trains accidentally decouple, the CTR relay connecting the disabled train and the rescue train loses power, the emergency braking loop of the coupled train loses power, and the emergency braking contactor EBK loses power, triggering the rescue train and the disabled train to apply emergency braking. At the same time, the normally closed contact CTR-2 of the CTR relay connecting the disabled train closes, the second switch of the disabled train closes, the parking brake line of the disabled train is re-energized, and the disabled train applies the parking brake to stop safely.

[0086] This invention connects the parking brake line, service brake line, and emergency brake line of the rescue car and the disabled car respectively through the fully automatic coupler electrical contacts configured on the train. The driver's cab is equipped with a parking brake button, a local service brake release button, a remote service brake release button, and an emergency brake release button, so as to realize the normal application / release of the parking brake, service brake, and emergency brake of the disabled car and the rescue car when the train is coupled for rescue, thus ensuring reliable rescue by the train.

[0087] Example 2

[0088] Based on Embodiment 1, this embodiment provides a control method for a train coupling rescue braking control circuit, which realizes the application / releasing of parking brake, service brake and emergency brake control in train coupling rescue based on a train coupling rescue braking control circuit.

[0089] Example 3

[0090] Based on Embodiment 1, this embodiment further sets the first, second, and third switches in Embodiment 1 as a three-position interlocking switch S1 in the driver's cab, which can be set in the parking position, the 0 position, and the interlocking position, respectively. During normal train operation, the three-position interlocking switch is normally in the 0 position by default, and the first, second, and third switches are all open, resulting in the failure of the interlocking circuit. When a train malfunctions and requires rescue, the three-position interlocking switch S1 of the malfunctioning train is placed in the parking position, the first and second switches of the malfunctioning train are closed, and the third switch is open. Meanwhile, the three-position interlocking switch S1 of the rescue train is placed in the interlocking position, the first and third switches of the rescue train are closed, the second switch is open, the parking brake valve PBEV is energized to apply parking brake, and the parking brake valve PBEV is de-energized to release parking brake. The service brake valve BBEV is energized to release service brake, and the emergency brake is applied when the train line loses power.

[0091] The above are merely preferred embodiments of the present invention and are not intended to limit the present invention. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A train coupling rescue braking control circuit, characterized in that, include: The first parking control circuit, the first service brake control circuit, and the first emergency brake control circuit of the rescue train are placed there; The second parking control circuit, the second service brake control circuit, and the second emergency brake control circuit are placed on the faulty train. The first parking control circuit is the same as the second parking control circuit and is electrically connected to form a coupled rescue parking control circuit, which is used to apply and alleviate parking control to the rescue train / faulty train; The first service brake control circuit is the same as the second service brake control circuit and is electrically connected to form a joint rescue service brake control circuit, which is used to relieve the service brake control of the rescue train / faulty train. The first emergency braking control circuit is the same as the second emergency braking control circuit and is electrically connected to form a coupled rescue emergency braking control circuit, which is used to apply and release emergency control to the rescue train / faulty train. The linked rescue parking control circuit includes: The first and second parking control circuits each have a first switch, a second switch, a parking brake button PBPB, a parking brake train line, a parking brake valve PBEV, and a parking brake contactor PBK. The commonly used braking control circuit for coupled rescue includes: The third switch of the first service brake control circuit and the second service brake control circuit, the local service brake release button RRPB1, the remote service brake release button RRPB2, the service brake release train line and the service brake solenoid valve BBEV; The coupled rescue emergency braking control circuit includes: The emergency brake contactor EBK, emergency brake release button REBPB, and emergency brake execution train line of the first emergency brake control circuit and the second emergency brake control circuit, respectively. The coupled rescue parking control circuit, the coupled rescue common braking control circuit, and the coupled rescue emergency braking control circuit also share a single relay COR. The coupled rescue parking control circuit and the coupled rescue emergency braking control circuit also share a zero-speed relay ZVR and a coupled relay CTR. The combined rescue common braking control circuit and the combined rescue emergency braking control circuit also share a single brake command relay (BDR). Both the rescue train and the faulty train are equipped with COR relays in the driver's cab at both ends.

2. The train coupling rescue braking control circuit as described in claim 1, characterized in that, Braking control during normal train operation is as follows: If the train is running normally, the first switch, the second switch and the third switch are all open, the train is not coupled, the coupling relay CTR is de-energized, the parking brake button PBPB of the active terminal of the train is closed and energized, the parking contactor PBK is energized, its contact PBK-1 is closed, the parking brake valve PBEV of the train is energized, and the train applies the parking brake. Conversely, when the parking brake button PBPB pops up and disconnects and loses power, the parking contactor PBK loses power, its contact PBK-1 opens, the parking brake valve PBEV that controls this vehicle loses power, and the parking brake of this vehicle is released. If the train needs to move, the train issues a traction command, the train braking command becomes ineffective, the brake relay BDR is energized, its normally open contact closes, the train receives the traction command, the local service brake release button RRPB1 closes, and the service brake of this train is released.

3. The train coupling rescue braking control circuit as described in claim 1, characterized in that, The braking control before the faulty train and the rescue train are coupled is as follows: When a train malfunctions and cannot move, the first and second switches of the malfunctioning train are closed, and the third switch is open. The malfunctioning train is in a dormant state and awaits coupling and rescue. If the malfunctioning train is not coupled, the coupling relay CTR is de-energized, its normally open contact CTR-1 is opened, its normally closed contact CTR-2 is closed, the parking brake line is energized, the parking brake solenoid valve PBEV is energized, and the malfunctioning train applies the parking brake and awaits rescue. The rescue train closes its first and third switches, opens its second switch, and moves closer to the disabled train until it is successfully coupled.

4. The train coupling rescue braking control circuit as described in claim 1, characterized in that, The braking control after the faulty train and the rescue train are coupled is as follows: Both the rescue train and the faulty train's CTR relays are energized. The normally open contact CTR-1 of the faulty train's CTR relay closes, and the normally closed contact CTR-2 opens. The faulty train's parking brake release line loses power, and the faulty train releases its parking brake. When the normally open contact of the relay COR at the activation end of the rescue train closes, the normally open contact of the zero-speed relay ZVR closes when the train is at zero speed, the parking brake button PBPB closes, the parking brake contactor PBK is energized, its contact PBK-1 is energized, the parking brake train line of both the rescue train and the faulty train is energized, and both the rescue train and the faulty train apply parking brakes. If it is necessary to release the parking brake, the parking brake button PBPB of the rescue train will be disconnected, the parking brake contactor PBK will be de-energized, its contact PBK-1 will be disconnected, the parking brake train line of both the rescue train and the faulty train will be de-energized, and the parking control of both the rescue train and the faulty train will be released. If the train needs to stop during operation, it will apply the service brakes to stop after receiving the braking command. After the train comes to a complete stop, the rescue car and the disabled car will automatically apply part of the service brakes according to the zero speed signal. If a train needs to be towed, the first and third switches of the rescue train are closed, the second switch is opened, the normally open contact of the remote service brake release button RRPB2 of the rescue train is closed, and the service brake release line of the faulty train is energized through the fully automatic coupler contact, thus releasing the service brake of the faulty train. When the rescue train receives the traction command, the brake relay BDR is energized, its normally open contact closes, the normally open contact of the local service brake release button RRPB1 closes, the service brake release line of the rescue train is energized, the service brake of the rescue train is released, and the rescue traction train is realized.

5. A train coupling rescue braking control circuit as described in claim 1, characterized in that, The rescue train and the disabled car are coupled together by a coupler to form an emergency braking loop. The emergency braking triggering conditions include the train activation command, the warning button not being pressed for more than 3 seconds, overspeeding, air compressor undervoltage, pressing the mushroom button, the signal system triggering emergency braking, and the train uncoupling. When trains are coupled, only the driver's cab of the rescue train is allowed to be activated at one end. The driver's cabs of the other end of the rescue train and the driver's cab of the faulty train are not activated. During the coupled operation, if the emergency braking triggering condition is not triggered, the emergency braking loop is closed, the emergency braking contactor EBK of the rescue train is energized, the emergency braking execution train line is energized, and the train runs normally. In case of an emergency, when one or more emergency braking conditions are triggered on either the disabled train or the rescue train, the emergency braking contactor EBK execution loop is disconnected, the emergency braking contactor EBK is de-energized, the normally open contact of the emergency braking contactor EBK is opened, the emergency braking execution train line is de-energized, and both the rescue train and the disabled train apply emergency braking to stop. When the emergency braking is released, after the emergency braking triggering conditions are removed, the brake relay BDR of the rescue train is de-energized, the normally closed contact of BDR closes, the zero-speed relay ZVR of the rescue train is energized after the emergency braking stops, the normally open contact of ZVR closes, the emergency braking release button REBPB is pressed and its normally open contact closes, the emergency braking contactor EBK execution loop closes again, the emergency braking contactor EBK is energized, the normally open contact of the emergency braking contactor EBK closes, the emergency braking execution train line is energized, thus enabling the rescue train to release the emergency braking of both itself and the disabled train. Accidental decoupling during train rescue: When trains accidentally decouple, the CTR relay connecting the disabled train and the rescue train loses power, the emergency braking loop loses power, and the emergency braking contactor EBK loses power, triggering the rescue train and the disabled train to apply emergency braking. At the same time, the normally closed contact CTR-2 of the CTR relay connecting the disabled train closes, the second switch of the disabled train closes, the parking brake line of the disabled train is re-energized, and the disabled train applies the parking brake to stop safely.

6. A control method based on a train coupling rescue braking control circuit as described in any one of claims 1-5, characterized in that, The aforementioned train coupling rescue braking control circuit enables the application / release of parking brake, service brake, and emergency brake control during train coupling rescue.

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