An emergency running control system for a rail grinding train

Abstract

The application discloses an emergency running control system of a rail grinding train, which comprises an emergency system, wherein the emergency system is connected in series with a normally open contact of a power supply switch, an inner indicator light of the power supply switch, a coil of a diesel engine emergency power supply control relay, a coil of a diesel engine emergency speed regulation and transmission box oil filling power supply control relay, and a control end of a reduction gear box tooth loss emergency micro-motion vehicle control delay relay; the inner indicator light of the power supply switch is connected in parallel with the coil of the diesel engine emergency power supply control relay, the coil of the diesel engine emergency speed regulation and transmission box oil filling power supply control relay, and the control end of the reduction gear box tooth loss emergency micro-motion vehicle control delay relay; and the emergency system is connected in series with a normally closed contact of a power supply switch of a network system and the network system. The application can solve the technical problem that the existing emergency running control system cannot completely separate from the network and has low safety and reliability.

Description

Technical Field

[0001] This application relates to the field of railway engineering machinery technology, and in particular to an emergency running control system for rail grinding trains. Background Technology

[0002] In the event of an emergency malfunction, the rapid removal of railway engineering vehicles from the tracks is a crucial issue that all railway bureaus are currently prioritizing. The GMC-96B rail grinding train is widely used in the domestic railway engineering machinery field. The GMC-96B rail grinding train's emergency driving control system includes a backup PLC (Programmable Logic Controller) with software and a CAN (Controller Area Network) communication module. An emergency signal is added to select the backup PLC to run the emergency program, and the backup CAN communication module enables emergency gear disengagement and traction functions. The GMC-96B rail grinding train's emergency driving control system also includes a low-speed constant-speed manual gear disengagement structure, employing a cylinder push-pull clutch drive mechanism to actuate the shift fork, thereby disengaging and engaging the gears in the reduction gearbox.

[0003] In the prior art, the following documents are mainly related to the technical solution of this invention application:

[0004] This prior art is a Chinese invention application (CN110696849A) filed by Beijing Dongfeng Electric Co., Ltd. on September 30, 2019, and published on January 17, 2020. The application discloses an emergency driving control system and method for a GMC-96B type rail grinding train, relating to the field of rail transit technology. It ensures that the train can complete tooth disengagement and quickly leave the enclosed area in the event of a PLC or power supply failure, maintaining stable and reliable operation. This fills another technological gap in the 96-head grinding train technology, greatly improving train safety and the timeliness of fault handling. The emergency driving system includes an emergency driving control device and a low-constant-speed manual tooth disengagement structure. This system can be effectively used for emergency driving failures of the GMC-96B type rail grinding train. It ensures that the train can complete tooth disengagement and quickly leave the enclosed area in the event of a PLC or power supply failure, maintaining stable and reliable operation. This fills another technological gap in the 96-head grinding train technology, greatly improving train safety and the timeliness of fault handling.

[0005] However, the existing technology for rail grinding vehicles mainly relies on backup controllers for emergency travel control, which has the following drawbacks:

[0006] 1) Emergency control is not completely disconnected from the network; misoperation may lead to an emergency.

[0007] 2) Emergency travel can only be controlled from the driver's cab at B1. When it is necessary to travel to B2, the driver's cab at B1 is operated in reverse, which poses a significant safety hazard.

[0008] 3) The diesel engine has no redundancy in speed regulation, so it cannot run in an emergency when the speed regulation device fails. Summary of the Invention

[0009] In view of this, the purpose of this application is to provide an emergency travel control system for rail grinding trains to solve the technical problem that existing emergency travel control systems cannot completely disconnect from the network, resulting in low safety and reliability.

[0010] To achieve the aforementioned objectives, this application specifically provides a technical implementation scheme for an emergency running control system for a rail grinding train, comprising: an emergency system, wherein the emergency system and the network system are isolated by a power-on mutual exclusion method; when the emergency system is powered on, the network system is powered off, and when the network system is powered on, the emergency system is powered off. The emergency system includes a power supply switching switch between the emergency system and the network system, a diesel engine emergency power supply control relay, a diesel engine emergency speed regulation and transmission oil filling power supply control relay, and a gearbox derailment emergency micro-motion control delay relay. The normally open contact of the power supply switching switch is connected in series with the indicator light inside the power supply switching switch, the coil of the diesel engine emergency power supply control relay, the coil of the diesel engine emergency speed regulation and transmission oil filling power supply control relay, and the control terminal of the gearbox derailment emergency micro-motion control delay relay. The indicator light inside the power supply switching switch is connected in parallel with the coil of the diesel engine emergency power supply control relay, the coil of the diesel engine emergency speed regulation and transmission oil filling power supply control relay, and the control terminal of the gearbox derailment emergency micro-motion control delay relay. The normally closed contact of the power supply switching switch is connected in series with the network system.

[0011] Furthermore, when the emergency system and network system power supply switch is not pressed, the internal indicator light is off, the normally open contact is open, the normally closed contact is closed, the network system power supply is energized, the emergency travel control signal terminal is de-energized, and travel is entirely controlled by the network system. When the emergency system and network system power supply switch is pressed, the internal indicator light is on, the normally open contact is closed, the normally closed contact is open, the network system power supply is de-energized, the emergency travel control signal terminal is energized, and travel is entirely controlled by the emergency system.

[0012] Furthermore, the emergency system also includes a first diesel engine power control relay, a second diesel engine power control relay, a first diesel engine control component, and a second diesel engine control component. The normally open contact of the emergency system and network system power supply switching switch is connected in series with the coil of the diesel engine emergency power supply control relay. One set of normally open contacts of the diesel engine emergency power supply control relay is connected in series with the coil of the first diesel engine power control relay. Two sets of normally open contacts of the first diesel engine power control relay are connected in series with the first diesel engine control component. Another set of normally open contacts of the diesel engine emergency power supply control relay is connected in series with the coil of the second diesel engine power control relay. Two sets of normally open contacts of the second diesel engine power control relay are connected in series with the second diesel engine control component.

[0013] Furthermore, when the emergency system and network system power supply switch is pressed, the emergency travel control signal terminal is energized, the coil of the diesel engine emergency power supply control relay is energized, and the two pairs of normally open contacts of the diesel engine emergency power supply control relay close. Therefore, the voltages of the first diesel engine power control signal and the second diesel engine power control signal are at their set values. With the coils of the first and second diesel engine power control relays energized and their normally open contacts closed, the control power supplies for both the first and second diesel engines are at their set values.

[0014] Furthermore, the emergency system also includes a first diesel engine start / stop switch and a second diesel engine start / stop switch. The start / stop input terminal of the first diesel engine control component is connected in series with the normally open contact of the first diesel engine start / stop switch. When the first diesel engine start / stop switch is closed, the first diesel engine starts; when the first diesel engine start / stop switch is open, the first diesel engine stops. The start / stop input terminal of the second diesel engine control component is connected in series with the normally open contact of the second diesel engine start / stop switch. When the second diesel engine start / stop switch is closed, the second diesel engine starts; when the second diesel engine start / stop switch is open, the second diesel engine stops.

[0015] Furthermore, the emergency system also includes a first diesel engine emergency speed control module, a second diesel engine emergency speed control module, a front driver's cab speed control switch control relay, a rear driver's cab speed control switch control relay, a front driver's cab speed control switch, a front transmission box oil filling main control relay, a first diode, and a second diode. The normally open contact of the emergency system and network system power supply switching switch is connected in series with the coil of the diesel engine emergency speed control and transmission box oil filling power supply control relay. A set of normally open contacts of the diesel engine emergency speed control and transmission box oil filling power supply control relay is connected in series with the power supply terminal of the first diesel engine emergency speed control module, and the power supply terminal of the first diesel engine emergency speed control module is connected in parallel with the power supply terminal of the second diesel engine emergency speed control module. A set of normally open contacts of the diesel engine emergency speed control and transmission box oil filling power supply control relay is connected in series with the normally closed contact of the rear driver's cab speed control switch control relay, and also in series with the coil of the front driver's cab speed control switch control relay. The normally open contact of the speed control relay in the front driver's cab is connected in series with the first and second common contacts of the speed control switch in the front driver's cab. The normally closed contact of the speed control switch in the front driver's cab is connected in series with the coil of the main oil filling control relay in the front transmission box. Simultaneously, the third common contact of the speed control switch in the front driver's cab is connected in series with the first diode, which is connected in series with the first digital input interface of the first diesel engine emergency speed control module. The normally open contact of the speed control switch in the front driver's cab is connected in series with the second diode, which is connected in series with the second digital input interface of the first diesel engine emergency speed control module.

[0016] Furthermore, the emergency system also includes a first transmission case oil filling control relay, a second transmission case oil filling control relay, a rear driver's cab speed control switch, a rear transmission case oil filling master control relay, a third diode, and a fourth diode. The normally open contact of the front transmission case oil filling master control relay is connected in series with the coil of the first transmission case oil filling control relay; the coils of the first and second transmission case oil filling control relays are connected in parallel; the normally open contact of the first transmission case oil filling control relay is connected in series with the first transmission case oil filling solenoid valve; and the normally open contact of the second transmission case oil filling control relay is connected in series with the second transmission case oil filling solenoid valve. A set of normally open contacts of the diesel engine emergency speed control and transmission case oil filling power supply control relay is connected in series with the normally closed contact of the front driver's cab speed control switch control relay, and also in series with the coil of the rear driver's cab speed control switch control relay. The normally open contact of the rear driver's cab speed control switch relay is connected in series with the common contact of the rear driver's cab speed control switch. The normally closed contact of the rear driver's cab speed control switch is connected in series with the coil of the rear transmission box oil filling master control relay. Simultaneously, the normally closed contact of the rear driver's cab speed control switch is connected in series with a third diode. The third diode is connected in series with the first digital input interface of the second diesel engine emergency speed control module. The normally open contact of the rear driver's cab speed control switch is connected in series with a fourth diode, and the fourth diode is connected in series with the second digital input interface of the second diesel engine emergency speed control module. The normally open contact of the rear transmission box oil filling master control relay is connected in parallel with the normally open contact of the front transmission box oil filling master control relay.

[0017] Furthermore, when the emergency system and network system power supply switching switch is pressed, the emergency travel control signal terminal is energized, the coil of the diesel engine emergency speed regulation and transmission box oil filling power supply control relay is energized, the normally open contact closes, and the power supply voltage of the first diesel engine emergency speed regulation module and the second diesel engine emergency speed regulation module is the set value, and the first and second diesel engine emergency speed regulation modules start to work.

[0018] Furthermore, the first digital input interface of the first diesel engine emergency speed control module and the first digital input interface of the second diesel engine emergency speed control module collect the same switching signal, and the second digital input interface of the first diesel engine emergency speed control module and the second digital input interface of the second diesel engine emergency speed control module collect the same switching signal. When either emergency speed control module fails, the other emergency speed control module can use a single diesel engine for emergency travel.

[0019] Furthermore, when the driver's cab at the front end has control, the speed control switch in the front driver's cab energizes the control relay, which in turn controls the speed adjustment of the first and second diesel engines, as well as the oil filling of the first and second transmission boxes. When the driver's cab at the rear end has control, the speed control switch in the rear driver's cab energizes the control relay, which in turn controls the speed adjustment of the first and second diesel engines, as well as the oil filling of the first and second transmission boxes.

[0020] Furthermore, when the driver's cab has control, the coil of the front driver's cab speed control switch relay is energized, thus controlling the speed adjustment of the first and second diesel engines. When the front driver's cab speed control switch is in position 0, the target speed of the first and second diesel engines is the default idle speed. At this time, the coil of the front transmission box oil filling main control relay is not energized, and the normally open contact remains open. Since the coils of the first and second transmission box oil filling control relays are not energized and their normally open contacts remain open, the oil filling signal terminals of the first and second transmission boxes are not energized, and the oil filling solenoid valves of the first and second transmission boxes are not energized, resulting in no vehicle movement.

[0021] Furthermore, when the emergency system and network system power supply switch is pressed, the normally open contact of the diesel engine emergency speed regulation and transmission box oil filling power supply control relay closes. Simultaneously, the normally closed contact of the front driver's cab speed control switch control relay is connected in series with the coil circuit of the rear driver's cab speed control switch control relay. The normally closed contact of the rear driver's cab speed control switch control relay is connected in series with the coil circuit of the front driver's cab speed control switch control relay, creating mutual exclusion between the coils of the front and rear driver's cab speed control switch control relays.

[0022] Furthermore, when the front-end driver's cab speed control switch is in the low-speed position, the normally closed contact of the front-end driver's cab speed control switch is connected to the first common contact, and the normally open contact is disconnected from the second common contact. Therefore, the first digital input interface of the first diesel engine emergency speed control module and the second diesel engine emergency speed control module detects a high level, and the second digital input interface detects a low level. The high-level and low-level data signal ports of the first diesel engine emergency speed control module are respectively connected to the high-level and low-level data signal ports of the first diesel engine control component. The high-level and low-level data signal ports of the second diesel engine emergency speed control module are respectively connected to the high-level and low-level data signal ports of the second diesel engine control component. Then, the first and second diesel engines receive a low-speed signal, and simultaneously, the coil of the front-end transmission box oil filling control relay is energized, energizing the oil filling signal terminals of the first and second transmission boxes, thereby controlling the oil filling of the first and second transmission boxes, and enabling the vehicle to obtain low-speed driving power.

[0023] Furthermore, when the front driver's cab speed control switch is in the high-speed position, the normally closed contact of the front driver's cab speed control switch is connected to the first common contact, and the normally open contact is connected to the second common contact. The first diesel engine and the second diesel engine receive a high-speed signal, and at the same time, the coil of the front transmission box fuel filling control relay is energized, which energizes the fuel filling signal terminals of the first transmission box and the second transmission box, thereby controlling the fuel filling of the first and second transmission boxes, and enabling the vehicle to obtain high-speed driving power.

[0024] Furthermore, the emergency system also includes a gearbox derailment emergency micro-motion button, a front driver's cab derailment success indicator light, a rear driver's cab derailment success indicator light, a first gearbox derailment feedback relay, and a second gearbox derailment feedback relay. The gearbox derailment emergency micro-motion button is connected in series with the control terminal of the gearbox derailment emergency micro-motion control delay relay, and the front and rear driver's cab derailment success indicator lights are connected in parallel. The front driver's cab derailment success indicator light is connected in series with the normally open contacts of the first and second gearbox derailment feedback relays. The normally open contact of the gearbox derailment emergency micro-motion control delay relay is connected in parallel with the normally open contact of the front transmission gearbox oil filling main control relay. The gearbox derailment emergency micro-motion control delay relay is set to output a pulse for a set time; that is, when the control terminal of the gearbox derailment emergency micro-motion control delay relay is energized, its normally open contact closes for a set time, causing both transmission gearboxes to simultaneously fill with oil for a set time to assist in derailment.

[0025] Furthermore, when the emergency system and network system power supply switch is pressed, the emergency travel control signal terminal is energized. When the gearbox derailment emergency micro-motion button is pressed, the normally open contact of the gearbox derailment emergency micro-motion control delay relay is closed for a set time. During this set time, the coils of the first gearbox oil filling control relay and the second gearbox oil filling control relay are energized, thereby controlling the gearbox oil filling and providing the vehicle with the travel power for the set time to assist in gearbox derailment. When the first gearbox successfully derails, the first gearbox derailment feedback signal terminal is energized. When the second gearbox successfully derails, the second gearbox derailment feedback signal terminal is energized. This energizes the coils of the first and second gearbox derailment feedback relays, causing the front driver's cab derailment success indicator light and the rear driver's cab derailment success indicator light to illuminate.

[0026] By implementing the technical solution of the emergency running control system for rail grinding trains provided in this application, the following advantages are achieved:

[0027] Beneficial effects:

[0028] (1) The rail grinding train emergency running control system of this application is completely independent of the network system and adopts hard wire control to realize emergency running, which greatly improves the safety and reliability of the system.

[0029] (2) The rail grinding train emergency running control system of this application can be operated in both the front and rear driver's cabs, thereby realizing bidirectional emergency running that can be operated in both driver's cabs.

[0030] (3) The rail grinding train emergency running control system of this application realizes the backup of running power. Single diesel engine and dual diesel engine can be freely selected. Moreover, the emergency speed regulation modules of the two diesel engines are independent of each other and are redundant, which can further ensure the reliability of emergency running. Attached Figure Description

[0031] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the accompanying drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other embodiments can be obtained based on these drawings without creative effort.

[0032] Figure 1 This is a schematic diagram of the structural principle of the rail grinding train applied in this application;

[0033] Figure 2 This is a schematic diagram of the functional components of the emergency running control system for the rail grinding train in this application;

[0034] Figure 3 This is a schematic diagram of the circuit principle of a specific embodiment of the emergency running control system for rail grinding trains in this application;

[0035] Figure 4 This application describes the circuit principle of the diesel engine power supply in a specific embodiment of the emergency running control system for rail grinding trains. Figure 1 ;

[0036] Figure 5 This application describes the circuit principle of the diesel engine power supply in a specific embodiment of the emergency running control system for rail grinding trains. Figure 2 ;

[0037] Figure 6 This application describes the circuit principle of the diesel engine power supply in a specific embodiment of the emergency running control system for rail grinding trains. Figure 3 ;

[0038] Figure 7 This application describes the circuit principle of the diesel engine power supply in a specific embodiment of the emergency running control system for rail grinding trains. Figure 4 ;

[0039] Figure 8 This is a circuit diagram of the emergency speed regulation of the first diesel engine in a specific embodiment of the emergency running control system for rail grinding trains in this application;

[0040] Figure 9 This is a circuit diagram of the emergency speed regulation of the second diesel engine in a specific embodiment of the emergency running control system for the rail grinding train of this application;

[0041] Figure 10 This is a flowchart of a specific embodiment of the emergency travel control method for rail grinding trains based on the system of this application.

[0042] In the diagram: 1-Front-end driver's cab, 2-Rear-end driver's cab, 3-Power car, 4-Network system, 10-Rail grinding train. Detailed Implementation

[0043] For the sake of clarity and reference, the technical terms, abbreviations, or acronyms used below will be recorded as follows:

[0044] CAN: Controller Area Network, used for communication in the underlying control subnetwork.

[0045] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0046] As attached Figure 1 To be continued Figure 10 As shown, a specific embodiment of the emergency running control system for rail grinding train of this application is given. The application will be further described below with reference to the accompanying drawings and specific embodiments.

[0047] To address the shortcomings of existing technologies, this application proposes a rail grinding train emergency running control system that is completely independent of the network and uses hard-wired control for emergency running, enabling operation and control from both the front driver's cab 1 and the rear driver's cab 2.

[0048] Example 1

[0049] As attached Figure 1 The diagram illustrates a specific embodiment of the emergency travel control system for rail grinding trains according to this application, applied to a rail grinding train 10. The rail grinding train 10 includes a power car 3 in the middle, and a front driver's cab 1 at the front end and a rear driver's cab 2 at the rear end of the power car 3. The power car 3 is further equipped with two power and transmission systems: a first diesel engine, a first transmission box and a first gearbox, and a second diesel engine, a second transmission box and a second gearbox.

[0050] As attached Figure 2 As shown, the emergency running control system for the rail grinding train in this application mainly includes four functions: diesel engine power supply, diesel engine emergency speed adjustment, transmission box oil filling, and gearbox emergency gear removal micro-motion.

[0051] As attached Figure 3 To be continued Figure 9 As shown, an embodiment of the emergency running control system for a rail grinding train according to this application specifically includes: an emergency system, which is isolated from the network system 4 through a power-on mutual exclusion method. When the emergency system is powered on, the network system 4 is de-energized, and when the network system 4 is powered on, the emergency system is de-energized. The emergency system includes an emergency system and network system power supply switching switch SSR80, a diesel engine emergency power supply control relay KA87, a diesel engine emergency speed regulation and transmission box oil filling power supply control relay KA70, and a gearbox de-gearing emergency micro-motion control delay relay K210. The normally open contacts 3-4 of the emergency system and network system power supply switching switch SSR80 are connected in series with the internal indicator light of the power supply switching switch SSR80, the coil of the diesel engine emergency power supply control relay KA87, the coil of the diesel engine emergency speed regulation and transmission box oil filling power supply control relay KA70, and the control terminal of the gearbox de-gearing emergency micro-motion control delay relay K210. The internal indicator light of the power supply switching switch SSR80 is connected in parallel with the coil of the diesel engine emergency power supply control relay KA87, the coil of the diesel engine emergency speed regulation and transmission oil filling power supply control relay KA70, and the control terminal of the gearbox gear removal emergency micro-motion control delay relay K210. The normally closed contacts 1-2 of the emergency system and network system power supply switching switch SSR80 are connected in series with network system 4.

[0052] When the emergency system and network system power supply switch SSR80 is not pressed, the internal indicator light of SSR80 is off, the normally open contact is open, and the normally closed contact is closed. The power supply terminal 68207 of network system 4 is energized, and the emergency travel control signal terminal +AYJS is de-energized. Travel is entirely controlled by network system 4. When the emergency system and network system power supply switch SSR80 is pressed, the internal indicator light of SSR80 is on, the normally open contact is closed, and the normally closed contact is open. The power supply terminal 68207 of network system 4 is de-energized, and the emergency travel control signal terminal +AYJS is energized. Travel is entirely controlled by the emergency system. Therefore, the emergency system and network system 4 are completely isolated and do not interfere with each other, preventing misoperation.

[0053] The emergency system also includes a first diesel engine power control relay KA5, a second diesel engine power control relay KA6, a first diesel engine control unit, and a second diesel engine control unit. The normally open contact of the emergency system and network system power supply switching switch SSR80 is connected in series with the coil of the diesel engine emergency power supply control relay KA87. One set of normally open contacts 11-14 of the diesel engine emergency power supply control relay KA87 is connected in series with the coil of the first diesel engine power control relay KA5. Two sets of normally open contacts 11-14 and 41-44 of the first diesel engine power control relay KA5 are connected in series with the first diesel engine control unit. Another set of normally open contacts 21-24 of the diesel engine emergency power supply control relay KA87 is connected in series with the coil of the second diesel engine power control relay KA6. Two sets of normally open contacts 11-14 and 41-44 of the second diesel engine power control relay KA6 are connected in series with the second diesel engine control unit.

[0054] When the emergency system and network system power supply switch SSR80 is pressed, the emergency travel control signal terminal +AYJS is energized, the coil of the diesel engine emergency power supply control relay KA87 is energized, and the two pairs of normally open contacts of the diesel engine emergency power supply control relay KA87 close. Therefore, the voltages of the first diesel engine power control signal 427 and the second diesel engine power control signal 428 are set to the set value (e.g., DC24V). The coils of the first diesel engine power control relay KA5 and the second diesel engine power control relay KA6 are energized, and the normally open contacts of the first diesel engine power control relay KA5 and the second diesel engine power control relay KA6 close. Therefore, the control power supplies 6011 and 6012 of the first and second diesel engines are both DC24V.

[0055] The emergency system also includes a first diesel engine start / stop switch SSR73 and a second diesel engine start / stop switch SSR74. The start / stop input terminal (pin 4) of the first diesel engine control unit is connected in series with the normally open contact of the first diesel engine start / stop switch SSR73 (pins 4 and 6 of the first diesel engine control unit are connected in parallel). When the first diesel engine start / stop switch SSR73 is closed, the first diesel engine starts; when the first diesel engine start / stop switch SSR73 is open, the first diesel engine stops. The start / stop input terminal of the second diesel engine control unit is connected in series with the normally open contact of the second diesel engine start / stop switch SSR74. When the second diesel engine start / stop switch SSR74 is closed, the second diesel engine starts; when the second diesel engine start / stop switch SSR74 is open, the second diesel engine stops.

[0056] The emergency system also includes a first diesel engine emergency speed control module, a second diesel engine emergency speed control module, a front driver's cab (B1 end) speed control switch control relay KA85, a rear driver's cab (B2 end) speed control switch control relay KA86, a front driver's cab speed control switch SK3, a front transmission box oil filling master control relay KA81, a first diode V104, and a second diode V105. The normally open contact of the emergency system and network system power supply switching switch SSR80 is connected in series with the coil of the diesel engine emergency speed control and transmission box oil filling power supply control relay KA70. A set of normally open contacts 31-34 of the diesel engine emergency speed control and transmission box oil filling power supply control relay KA70 is connected in series with the power supply terminal of the first diesel engine emergency speed control module, and the power supply terminal of the first diesel engine emergency speed control module is connected in parallel with the power supply terminal of the second diesel engine (CAN) emergency speed control module. A set of normally open contacts 11-14 of the diesel engine emergency speed regulation and transmission box oil filling power supply control relay KA70 is connected in series with the normally closed contacts 31-32 of the rear driver's cab speed control switch control relay KA86, and also in series with the coil of the front driver's cab speed control switch control relay KA85. The normally open contacts 11-14 of the front driver's cab speed control switch control relay KA85 are connected in series with the first and second common contacts (i.e., pins 11 and 31) of the front driver's cab speed control switch SK3, and the normally closed contact (i.e., pin 12) of the front driver's cab speed control switch SK3 is connected in series with the coil of the front transmission box oil filling master control relay KA81. Meanwhile, the third common contact (pin 12) of the front driver's cab speed control switch SK3 is connected in series with the first diode V104. The first diode V104 is connected in series with the first digital input interface DI1 of the first diesel engine (CAN) emergency speed control module. The normally open contact (pin 34) of the front driver's cab speed control switch SK3 is connected in series with the second diode V105. The second diode V105 is connected in series with the second digital input interface DI2 of the first diesel engine (CAN) emergency speed control module.

[0057] The emergency system also includes a first transmission box oil filling control relay KA88, a second transmission box oil filling control relay KA89, a rear driver's cab speed control switch SK4, a rear transmission box oil filling master control relay KA82, a third diode V106, and a fourth diode V107. The normally open contacts 11-14 of the front transmission box oil filling master control relay KA81 are connected in series with the coil of the first transmission box oil filling control relay KA88. The coil of the first transmission box oil filling control relay KA88 is connected in parallel with the coil of the second transmission box oil filling control relay KA89. The normally open contact of the first transmission box oil filling control relay KA88 is connected in series with the first transmission box oil filling solenoid valve 1DT. The normally open contact of the second transmission box oil filling control relay KA89 is connected in series with the second transmission box oil filling solenoid valve 5DT. A set of normally open contacts 21-24 of the diesel engine emergency speed regulation and transmission box oil filling power supply control relay KA70 is connected in series with the normally closed contacts 31-32 of the front driver's cab speed regulation switch control relay KA85, and also in series with the coil of the rear driver's cab speed regulation switch control relay KA86. The normally open contacts 11-14 of the rear driver's cab speed regulation switch control relay KA86 are connected in series with the common contacts (i.e., pins 11 and 31) of the rear driver's cab speed regulation switch SK4, and the normally closed contact (i.e., pin 12) of the rear driver's cab speed regulation switch SK4 is connected in series with the coil of the rear transmission box oil filling master control relay KA82. At the same time, the normally closed contact (i.e., pin 12) of the rear driver's cab speed regulation switch SK4 is connected in series with the third diode V106. The third diode V106 is connected in series with the first digital input interface DI1 of the second diesel engine (CAN) emergency speed control module. The normally open contact (pin 34) of the rear driver's cab speed control switch SK4 is connected in series with the fourth diode V107. The fourth diode V107 is connected in series with the second digital input interface DI2 of the second diesel engine (CAN) emergency speed control module. The normally open contacts 11-14 of the rear transmission box oil filling master control relay KA82 are connected in parallel with the normally open contacts 11-14 of the front transmission box oil filling master control relay KA81.

[0058] When the emergency system and network system power supply switch SSR80 is pressed, the emergency travel control signal terminal +AYJS is energized, the coil of the diesel engine emergency speed regulation and transmission box oil filling power supply control relay KA70 is energized, and the normally open contact of the diesel engine emergency speed regulation and transmission box oil filling power supply control relay KA70 closes. Therefore, the power supply voltage YJ002 for the first and second diesel engine emergency speed regulation modules is DC24V, and the first and second diesel engine (CAN) emergency speed regulation modules begin to operate. An emergency travel speed knob is installed in both the front driver's cab 1 and the rear driver's cab 2. This knob is a three-position self-locking button, with the three positions representing 0, low speed, and high speed. Signal 68204 is the front driver's cab control signal, and signal 68206 is the rear driver's cab control signal.

[0059] When the emergency system and network system power supply switch SSR80 is pressed, the normally open contact of the diesel engine emergency speed regulation and transmission box oil filling power supply control relay KA70 closes. Simultaneously, the normally closed contact of the front driver's cab speed control switch control relay KA85 is connected in series with the coil circuit of the rear driver's cab speed control switch control relay KA86. The normally closed contact of the rear driver's cab speed control switch control relay KA86 is also connected in series with the coil circuit of the front driver's cab speed control switch control relay KA85, creating a mutual exclusion effect between the coils of the front driver's cab speed control relay KA85 and the rear driver's cab speed control switch control relay KA86.

[0060] When the front-end driver's cab speed control switch SK3 is in the low-speed position, the normally closed contact 12 of the front-end driver's cab speed control switch SK3 is connected to the first common contact 11, and the normally open contact 34 is disconnected from the second common contact 31. Therefore, the first digital input interface DI1 of the first diesel engine emergency speed control module and the second diesel engine emergency speed control module detects a high level, and the second digital input interface DI2 detects a low level. The high-level data signal port CAN_P and the low-level data signal port CAN_N of the first diesel engine emergency speed control module are respectively connected to the high-level data signal port CAN_H and the low-level data signal port CAN_L of the first diesel engine control component. The high-level data signal port CAN_P and the low-level data signal port CAN_N of the second diesel engine emergency speed control module are respectively connected to the high-level data signal port CAN_H and the low-level data signal port CAN_L of the second diesel engine control component. When the first diesel engine and the second diesel engine receive the low speed signal, the coil of the front transmission box oil filling control relay KA81 is energized, which energizes the first transmission box oil filling signal terminal 414 and the second transmission box oil filling signal terminal 418, thereby controlling the first transmission box and the second transmission box to fill with oil, and the vehicle obtains low-speed driving power.

[0061] When the front driver's cab speed control switch SK3 is in the high-speed position, the normally closed contact 11 of the front driver's cab speed control switch SK3 is connected to the first common contact 12, and the normally open contact 31 is connected to the second common contact 34. Similarly, when the first diesel engine and the second diesel engine receive the high-speed signal, the coil of the front transmission box oil filling control relay KA81 is energized, which energizes the first transmission box oil filling signal terminal 414 and the second transmission box oil filling signal terminal 418, thereby controlling the oil filling of the first and second transmission boxes, and the vehicle obtains high-speed driving power.

[0062] When the driver's cab has control, the coil of the speed control switch KA85 in the driver's cab is energized, and the speed control switch SK3 in the driver's cab controls the speed adjustment of the first and second diesel engines, as well as the oil filling of the first and second transmission boxes. When the driver's cab has control, the coil of the speed control switch KA86 in the driver's cab is energized, and the speed control switch SK4 in the driver's cab controls the speed adjustment of the first and second diesel engines, as well as the oil filling of the first and second transmission boxes.

[0063] When the driver's cab has control, the coil of the speed control switch relay KA85 in the driver's cab is energized, and the speed control switch SK3 in the driver's cab controls the speed of the first and second diesel engines. When the speed control switch SK3 in the driver's cab is in the 0 position, the target speed of the first and second diesel engines is the default idle speed. At this time, the coil of the main oil filling control relay KA81 in the front transmission box is not energized, and the normally open contact remains open. The coils of the oil filling control relays KA88 and KA89 in the first and second transmission box are not energized, and the normally open contacts remain open. Therefore, the oil filling signal terminals 414 and 418 in the first and second transmission box are not energized, the oil filling solenoid valves in the first and second transmission boxes are not energized, and the vehicle has no moving power.

[0064] The first diesel engine and the second diesel engine use independent CAN emergency speed control modules. The first digital input interface DI1 of the first diesel engine emergency speed control module and the first digital input interface DI1 of the second diesel engine emergency speed control module collect the same switch signal. The second digital input interface DI2 of the first diesel engine emergency speed control module and the second digital input interface DI2 of the second diesel engine emergency speed control module collect the same switch signal. When either (CAN) emergency speed control module fails, the other (CAN) emergency speed control module can use a single diesel engine for emergency travel.

[0065] The emergency system also includes a gearbox derailment emergency micro-movement button SSRD2 (located in the front driver's cab 1), a front driver's cab derailment success indicator light, a rear driver's cab derailment success indicator light SSRD4a, a first gearbox derailment feedback relay KA83, and a second gearbox derailment feedback relay KA84. The gearbox derailment emergency micro-movement button SSRD2 is connected in series with the control terminal of the gearbox derailment emergency micro-movement control delay relay K210. The front driver's cab derailment success indicator light SSRD2 (the gearbox derailment emergency micro-movement button can also function as an indicator light) is connected in parallel with the rear driver's cab derailment success indicator light SSRD4a. The front driver's cab derailment success indicator light SSRD2 is connected in series with the normally open contacts 11-14 of the first gearbox derailment feedback relay KA83 and the second gearbox derailment feedback relay KA84. The normally open contacts 15-18 of the gearbox derailment emergency micro-motion control time delay relay K210 are connected in parallel with the normally open contacts 11-14 of the front-end transmission gearbox oil filling main control relay KA81. The gearbox derailment emergency micro-motion control time delay relay K210 is set to output a pulse for a set time (e.g., 5 seconds). That is, when the control terminal Y1 of the gearbox derailment emergency micro-motion control time delay relay K210 is energized, its normally open contacts 15-18 close for a set time (e.g., 5 seconds), so that both transmission gearboxes are simultaneously filled with oil for a set time (e.g., 5 seconds) to assist in derailment.

[0066] When the two gearboxes fail to disengage, high-speed travel poses a risk of damaging the low constant-speed hydraulic system. Therefore, before emergency travel, the vehicle needs to be fine-tuned to assist in disengagement. When the emergency system and network system power supply switch SSR80 is pressed, the emergency travel control signal terminal +AYJS is energized. When the gearbox disengagement emergency fine-tuning button SSRD2 is pressed, the normally open contacts (i.e., 15 and 18) of the gearbox disengagement emergency fine-tuning control delay relay K210 are connected for a set time (e.g., 5 seconds). During this set time, the coils of the first gearbox oil filling control relay KA88 and the second gearbox oil filling control relay KA89 are energized, which energizes the first gearbox oil filling signal terminal 414 and the second gearbox oil filling signal terminal 418, thereby controlling the oil filling of the gearbox and providing the vehicle with the travel power for the set time (e.g., 5 seconds), assisting in the disengagement of the two gearboxes. When the first gearbox successfully degears, the first gearbox degear feedback signal terminal 332 is energized. When the second gearbox successfully degears, the second gearbox degear feedback signal terminal 334 is energized. Then the coils of the first gearbox degear feedback relay KA83 and the second gearbox degear feedback relay KA84 are energized, causing the front driver's cab degear success indicator SSRD2 and the rear driver's cab degear success indicator SSRD4a to light up.

[0067] The rail grinding train emergency running control system described in Example 1 can control the vehicle's movement through an independent hard-wire emergency system in the event of a failure of network system 4. This hard-wire emergency system has the functions of dual-engine operation (the first diesel engine and the second diesel engine work simultaneously) and single-engine operation (either the first diesel engine or the second diesel engine works). The vehicle can still run automatically when any diesel engine fails.

[0068] Example 2

[0069] As attached Figure 10 As shown, an embodiment of an emergency running control method for a rail grinding train based on the system described in Embodiment 1 of this application is provided. The emergency system and the network system are isolated through a power-on mutual exclusion mechanism. When the emergency system is powered on, the network system is powered off; conversely, when the network system is powered on, the emergency system is powered off. The method specifically includes the following steps:

[0070] S1) The first and second gearboxes are disengaged and the disengagement indicator light is confirmed to be on.

[0071] S2) The first and second transmission boxes change direction and are confirmed;

[0072] S3) Press the emergency system and network system power supply switch SSR80;

[0073] S4) In the event of a network system failure, select either front-end driver's cab control (confirm B1 control light is on) or rear-end driver's cab control (confirm B2 control light is on) to control vehicle movement via an independent hard-wired emergency system.

[0074] S5) Start the first diesel engine or the second diesel engine, or start both diesel engines simultaneously;

[0075] S6) When the front driver's cab is selected for control, the front driver's cab speed control switch SK3 is used for speed adjustment and travel; when the rear driver's cab is selected for control, the rear driver's cab speed control switch SK4 is used for speed adjustment and travel.

[0076] The emergency system includes an emergency system and network system power supply switching switch SSR80, a diesel engine emergency power supply control relay KA87, a diesel engine emergency speed regulation and transmission oil filling power supply control relay KA70, and a gearbox derailment emergency micro-motion control time delay relay K210. The normally open contacts 3-4 of the emergency system and network system power supply switching switch SSR80 are connected in series with the internal indicator light of the power supply switching switch SSR80, the coil of the diesel engine emergency power supply control relay KA87, the coil of the diesel engine emergency speed regulation and transmission oil filling power supply control relay KA70, and the control terminal of the gearbox derailment emergency micro-motion control time delay relay K210. The internal indicator light of the power supply switching switch SSR80 is connected in parallel with the coil of the diesel engine emergency power supply control relay KA87, the coil of the diesel engine emergency speed regulation and transmission oil filling power supply control relay KA70, and the control terminal of the gearbox derailment emergency micro-motion control time delay relay K210. The normally closed contacts 1-2 of the emergency system and network system power supply switching switch SSR80 are connected in series with network system 4. When the emergency system and network system power supply switch SSR80 is not pressed, the internal indicator light of SSR80 is off, the normally open contact is open, and the normally closed contact is closed. The power supply terminal 68207 of network system 4 is energized, and the emergency travel control signal terminal +AYJS is de-energized. Travel is entirely controlled by network system 4. When the emergency system and network system power supply switch SSR80 is pressed, the internal indicator light of SSR80 is on, the normally open contact is closed, and the normally closed contact is open. The power supply terminal 68207 of network system 4 is de-energized, and the emergency travel control signal terminal +AYJS is energized. Travel is entirely controlled by the emergency system.

[0077] The emergency system also includes a first diesel engine power control relay KA5, a second diesel engine power control relay KA6, a first diesel engine control unit, and a second diesel engine control unit. The normally open contact of the emergency system and network system power supply switching switch SSR80 is connected in series with the coil of the diesel engine emergency power supply control relay KA87. One set of normally open contacts 11-14 of the diesel engine emergency power supply control relay KA87 is connected in series with the coil of the first diesel engine power control relay KA5. Two sets of normally open contacts 11-14 and 41-44 of the first diesel engine power control relay KA5 are connected in series with the first diesel engine control unit. Another set of normally open contacts 21-24 of the diesel engine emergency power supply control relay KA87 is connected in series with the coil of the second diesel engine power control relay KA6. Two sets of normally open contacts 11-14 and 41-44 of the second diesel engine power control relay KA6 are connected in series with the second diesel engine control unit. When the emergency system and network system power supply switch SSR80 is pressed, the emergency travel control signal terminal +AYJS is energized, the coil of the diesel engine emergency power supply control relay KA87 is energized, and the two pairs of normally open contacts of the diesel engine emergency power supply control relay KA87 close. Therefore, the voltages of the first diesel engine power control signal 427 and the second diesel engine power control signal 428 are set to the set value (e.g., DC24V). The coils of the first diesel engine power control relay KA5 and the second diesel engine power control relay KA6 are energized, and the normally open contacts of the first diesel engine power control relay KA5 and the second diesel engine power control relay KA6 close. Therefore, the control power supplies 6011 and 6012 of the first and second diesel engines are both DC24V.

[0078] The emergency system also includes a first diesel engine start / stop switch SSR73 and a second diesel engine start / stop switch SSR74. The start / stop input terminal (pin 4) of the first diesel engine control unit is connected in series with the normally open contact of the first diesel engine start / stop switch SSR73 (pins 4 and 6 of the first diesel engine control unit are connected in parallel). When the first diesel engine start / stop switch SSR73 is closed, the first diesel engine starts; when the first diesel engine start / stop switch SSR73 is open, the first diesel engine stops. The start / stop input terminal of the second diesel engine control unit is connected in series with the normally open contact of the second diesel engine start / stop switch SSR74. When the second diesel engine start / stop switch SSR74 is closed, the second diesel engine starts; when the second diesel engine start / stop switch SSR74 is open, the second diesel engine stops.

[0079] The emergency system also includes a first diesel engine emergency speed control module, a second diesel engine emergency speed control module, a front driver's cab (B1 end) speed control switch control relay KA85, a rear driver's cab (B2 end) speed control switch control relay KA86, a front driver's cab speed control switch SK3, a front transmission box oil filling master control relay KA81, a first diode V104, and a second diode V105. The normally open contact of the emergency system and network system power supply switching switch SSR80 is connected in series with the coil of the diesel engine emergency speed control and transmission box oil filling power supply control relay KA70. A set of normally open contacts 31-34 of the diesel engine emergency speed control and transmission box oil filling power supply control relay KA70 is connected in series with the power supply terminal of the first diesel engine emergency speed control module, and the power supply terminal of the first diesel engine emergency speed control module is connected in parallel with the power supply terminal of the second diesel engine (CAN) emergency speed control module. A set of normally open contacts 11-14 of the diesel engine emergency speed regulation and transmission box oil filling power supply control relay KA70 is connected in series with the normally closed contacts 31-32 of the rear driver's cab speed control switch control relay KA86, and also in series with the coil of the front driver's cab speed control switch control relay KA85. The normally open contacts 11-14 of the front driver's cab speed control switch control relay KA85 are connected in series with the first and second common contacts (i.e., pins 11 and 31) of the front driver's cab speed control switch SK3, and the normally closed contact (i.e., pin 12) of the front driver's cab speed control switch SK3 is connected in series with the coil of the front transmission box oil filling master control relay KA81. Meanwhile, the third common contact (pin 12) of the front driver's cab speed control switch SK3 is connected in series with the first diode V104. The first diode V104 is connected in series with the first digital input interface DI1 of the first diesel engine (CAN) emergency speed control module. The normally open contact (pin 34) of the front driver's cab speed control switch SK3 is connected in series with the second diode V105. The second diode V105 is connected in series with the second digital input interface DI2 of the first diesel engine (CAN) emergency speed control module.

[0080] The emergency system also includes a first transmission box oil filling control relay KA88, a second transmission box oil filling control relay KA89, a rear driver's cab speed control switch SK4, a rear transmission box oil filling master control relay KA82, a third diode V106, and a fourth diode V107. The normally open contacts 11-14 of the front transmission box oil filling master control relay KA81 are connected in series with the coil of the first transmission box oil filling control relay KA88. The coil of the first transmission box oil filling control relay KA88 is connected in parallel with the coil of the second transmission box oil filling control relay KA89. The normally open contact of the first transmission box oil filling control relay KA88 is connected in series with the first transmission box oil filling solenoid valve 1DT. The normally open contact of the second transmission box oil filling control relay KA89 is connected in series with the second transmission box oil filling solenoid valve 5DT. A set of normally open contacts 21-24 of the diesel engine emergency speed regulation and transmission box oil filling power supply control relay KA70 is connected in series with the normally closed contacts 31-32 of the front driver's cab speed regulation switch control relay KA85, and also in series with the coil of the rear driver's cab speed regulation switch control relay KA86. The normally open contacts 11-14 of the rear driver's cab speed regulation switch control relay KA86 are connected in series with the common contacts (i.e., pins 11 and 31) of the rear driver's cab speed regulation switch SK4, and the normally closed contact (i.e., pin 12) of the rear driver's cab speed regulation switch SK4 is connected in series with the coil of the rear transmission box oil filling master control relay KA82. At the same time, the normally closed contact (i.e., pin 12) of the rear driver's cab speed regulation switch SK4 is connected in series with the third diode V106. The third diode V106 is connected in series with the first digital input interface DI1 of the second diesel engine (CAN) emergency speed control module. The normally open contact (pin 34) of the rear driver's cab speed control switch SK4 is connected in series with the fourth diode V107. The fourth diode V107 is connected in series with the second digital input interface DI2 of the second diesel engine (CAN) emergency speed control module. The normally open contacts 11-14 of the rear transmission box oil filling master control relay KA82 are connected in parallel with the normally open contacts 11-14 of the front transmission box oil filling master control relay KA81.

[0081] When the emergency system and network system power supply switching switch SSR80 is pressed, the emergency travel control signal terminal +AYJS is energized, the coil of the diesel engine emergency speed regulation and transmission box oil filling power supply control relay KA70 is energized, and the normally open contact of the diesel engine emergency speed regulation and transmission box oil filling power supply control relay KA70 is closed. Then the power supply YJ002 voltage of the first diesel engine emergency speed regulation module and the second diesel engine emergency speed regulation module is DC24V, and the first and second diesel engine (CAN) emergency speed regulation modules start to work.

[0082] When the driver's cab has control, the coil of the speed control switch relay in the driver's cab is energized, thus controlling the speed of the first and second diesel engines. When the speed control switch in the driver's cab is in the 0 position, the target speed of the first and second diesel engines is the default idle speed. At this time, the coil of the main transmission box filling control relay is not energized, and the normally open contact remains open. Since the coils of the first and second transmission box filling control relays are not energized and their normally open contacts remain open, the filling signal terminals of the first and second transmission boxes are not energized, and the filling solenoid valves of the first and second transmission boxes are not energized, resulting in no vehicle movement.

[0083] When the emergency system and network system power supply switch SSR80 is pressed, the normally open contact of the diesel engine emergency speed regulation and transmission box oil filling power supply control relay KA70 closes. Simultaneously, the normally closed contact of the front driver's cab speed control switch control relay KA85 is connected in series with the coil circuit of the rear driver's cab speed control switch control relay KA86. The normally closed contact of the rear driver's cab speed control switch control relay KA86 is also connected in series with the coil circuit of the front driver's cab speed control switch control relay KA85, creating a mutual exclusion effect between the coils of the front driver's cab speed control relay KA85 and the rear driver's cab speed control switch control relay KA86.

[0084] When the front-end driver's cab speed control switch SK3 is in the low-speed position, the normally closed contact 12 of the front-end driver's cab speed control switch SK3 is connected to the first common contact 11, and the normally open contact 34 is disconnected from the second common contact 31. Therefore, the first digital input interface DI1 of the first diesel engine emergency speed control module and the second diesel engine emergency speed control module detects a high level, and the second digital input interface DI2 detects a low level. The high-level data signal port CAN_P and the low-level data signal port CAN_N of the first diesel engine emergency speed control module are respectively connected to the high-level data signal port CAN_H and the low-level data signal port CAN_L of the first diesel engine control component. The high-level data signal port CAN_P and the low-level data signal port CAN_N of the second diesel engine emergency speed control module are respectively connected to the high-level data signal port CAN_H and the low-level data signal port CAN_L of the second diesel engine control component. When the first diesel engine and the second diesel engine receive the low speed signal, the coil of the front transmission box oil filling control relay KA81 is energized, which energizes the first transmission box oil filling signal terminal 414 and the second transmission box oil filling signal terminal 418, thereby controlling the first transmission box and the second transmission box to fill with oil, and the vehicle obtains low-speed driving power.

[0085] When the front driver's cab speed control switch SK3 is in the high-speed position, the normally closed contact 11 of the front driver's cab speed control switch SK3 is connected to the first common contact 12, and the normally open contact 31 is connected to the second common contact 34. Similarly, when the first diesel engine and the second diesel engine receive the high-speed signal, the coil of the front transmission box oil filling control relay KA81 is energized, which energizes the first transmission box oil filling signal terminal 414 and the second transmission box oil filling signal terminal 418, thereby controlling the oil filling of the first and second transmission boxes, and the vehicle obtains high-speed driving power.

[0086] When the driver's cab has control, the coil of the speed control switch KA85 in the driver's cab is energized, and the speed control switch SK3 in the driver's cab controls the speed adjustment of the first and second diesel engines, as well as the oil filling of the first and second transmission boxes. When the driver's cab has control, the coil of the speed control switch KA86 in the driver's cab is energized, and the speed control switch SK4 in the driver's cab controls the speed adjustment of the first and second diesel engines, as well as the oil filling of the first and second transmission boxes.

[0087] When the driver's cab has control, the coil of the speed control switch relay KA85 in the driver's cab is energized, and the speed control switch SK3 in the driver's cab controls the speed of the first and second diesel engines. When the speed control switch SK3 in the driver's cab is in the 0 position, the target speed of the first and second diesel engines is the default idle speed. At this time, the coil of the main oil filling control relay KA81 in the front transmission box is not energized, and the normally open contact remains open. The coils of the oil filling control relays KA88 and KA89 in the first and second transmission box are not energized, and the normally open contacts remain open. Therefore, the oil filling signal terminals 414 and 418 in the first and second transmission box are not energized, the oil filling solenoid valves in the first and second transmission boxes are not energized, and the vehicle has no moving power.

[0088] The first diesel engine and the second diesel engine use independent CAN emergency speed control modules. The first digital input interface DI1 of the first diesel engine emergency speed control module and the first digital input interface DI1 of the second diesel engine emergency speed control module collect the same switch signal. The second digital input interface DI2 of the first diesel engine emergency speed control module and the second digital input interface DI2 of the second diesel engine emergency speed control module collect the same switch signal. When either (CAN) emergency speed control module fails, the other (CAN) emergency speed control module can use a single diesel engine for emergency travel.

[0089] The emergency system also includes a gearbox derailment emergency micro-motion button SSRD2 (located in the front driver's cab 1), a front driver's cab derailment success indicator light, a rear driver's cab derailment success indicator light SSRD4a, a first gearbox derailment feedback relay KA83, and a second gearbox derailment feedback relay KA84. The gearbox derailment emergency micro-motion button SSRD2 is connected in series with the control terminal of the gearbox derailment emergency micro-motion control delay relay K210. The front driver's cab derailment success indicator light SSRD2 (the gearbox derailment emergency micro-motion button can also function as an indicator light) is connected in parallel with the rear driver's cab derailment success indicator light SSRD4a. The front driver's cab derailment success indicator light SSRD2 is connected in series with the normally open contacts 11-14 of the first gearbox derailment feedback relay KA83 and the second gearbox derailment feedback relay KA84. The normally open contacts 15-18 of the gearbox derailment emergency micro-motion control time delay relay K210 are connected in parallel with the normally open contacts 11-14 of the front-end transmission gearbox oil filling main control relay KA81. The gearbox derailment emergency micro-motion control time delay relay K210 is set to output a pulse for a set time (e.g., 5 seconds). That is, when the control terminal Y1 of the gearbox derailment emergency micro-motion control time delay relay K210 is energized, its normally open contacts 15-18 close for a set time (e.g., 5 seconds), so that both transmission gearboxes are simultaneously filled with oil for a set time (e.g., 5 seconds) to assist in derailment. When the emergency system and network system power supply switching switch SSR80 is pressed, the emergency travel control signal terminal +AYJS is energized. When the gearbox derailment emergency micro-motion button SSRD2 is pressed, the normally open contacts (i.e., 15 and 18) of the gearbox derailment emergency micro-motion control delay relay K210 are connected for a set time (e.g., 5 seconds). During this set time, the coils of the first gearbox oil filling control relay KA88 and the second gearbox oil filling control relay KA89 are energized, which energizes the first gearbox oil filling signal terminal 414 and the second gearbox oil filling signal terminal 418, thereby controlling the gearbox oil filling and the vehicle obtaining the travel power for the set time (e.g., 5 seconds), assisting the two gearboxes in derailment. When the first gearbox successfully degears, the first gearbox degear feedback signal terminal 332 is energized. When the second gearbox successfully degears, the second gearbox degear feedback signal terminal 334 is energized. Then the coils of the first gearbox degear feedback relay KA83 and the second gearbox degear feedback relay KA84 are energized, causing the front driver's cab degear success indicator SSRD2 and the rear driver's cab degear success indicator SSRD4a to light up.

[0090] In the description of this application, it should be noted that when an element is referred to as being "fixed to" or "set on" another element, it can be directly set on the other element or indirectly set on the other element. When an element is referred to as being "connected to" another element, it can be directly connected to the other element or indirectly connected to the other element.

[0091] It should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", and "outer" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application.

[0092] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "multiple" or "several" means two or more, unless otherwise explicitly specified.

[0093] It should be noted that the structures, proportions, sizes, etc., shown in the accompanying drawings of this specification are only used to complement the content disclosed in the specification for those skilled in the art to understand and read, and are not intended to limit the conditions under which this application can be implemented. Therefore, they have no substantial technical significance. Any modifications to the structure, changes in the proportions, or adjustments to the size, without affecting the effects and purposes that this application can produce, should still fall within the scope of the technical content disclosed in this application.

[0094] By implementing the technical solution of the emergency running control system for rail grinding trains described in the specific embodiments of this application, the following technical effects can be achieved:

[0095] (1) The rail grinding train emergency running control system described in the specific embodiments of this application is completely independent of the network system and uses hard wire control to realize emergency running, which greatly improves the safety and reliability of the system.

[0096] (2) The rail grinding train emergency travel control system described in the specific embodiments of this application can be operated in both the front and rear driver's cabs, thereby enabling bidirectional emergency travel to be operated in both driver's cabs.

[0097] (3) The rail grinding train emergency running control system described in the specific embodiments of this application realizes running power backup, and can freely select between single diesel engine and dual diesel engine. Moreover, the emergency speed regulation modules of the two diesel engines are independent of each other and are redundant, which can further ensure the reliability of emergency running.

[0098] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0099] The above description is merely a preferred embodiment of this application and is not intended to limit this application in any way. Although this application has been disclosed above with reference to preferred embodiments, it is not intended to limit this application. Any person skilled in the art can make many possible variations and modifications to the technical solutions of this application using the methods and techniques disclosed above, or modify them into equivalent embodiments with equivalent changes, without departing from the spirit and technical essence of this application. Therefore, any simple modifications, equivalent substitutions, equivalent changes, and modifications made to the above embodiments based on the technical essence of this application without departing from the content of the technical solutions of this application shall still fall within the protection scope of the technical solutions of this application.

Claims

1. An emergency running control system for a rail grinding train, characterized in that, include: An emergency system is provided, which is isolated from the network system through a power-on mutual exclusion mechanism. When the emergency system is powered on, the network system is powered off, and vice versa. The emergency system includes a power supply switching switch between the emergency system and the network system, a diesel engine emergency power supply control relay, a diesel engine emergency speed regulation and transmission oil filling power supply control relay, and a gearbox derailment emergency micro-motion control delay relay. The normally open contact of the power supply switching switch is connected in series with the indicator light inside the power supply switching switch, the coil of the diesel engine emergency power supply control relay, the coil of the diesel engine emergency speed regulation and transmission oil filling power supply control relay, and the control terminal of the gearbox derailment emergency micro-motion control delay relay. The indicator light inside the power supply switching switch is connected in parallel with the coil of the diesel engine emergency power supply control relay, the coil of the diesel engine emergency speed regulation and transmission oil filling power supply control relay, and the control terminal of the gearbox derailment emergency micro-motion control delay relay. The normally closed contact of the power supply switching switch is connected in series with the network system.

2. The emergency running control system for rail grinding train according to claim 1, characterized in that: When the emergency system and network system power supply switch is not pressed, the internal indicator light is off, the normally open contact is open, the normally closed contact is closed, the power supply terminal of the network system is energized, the emergency travel control signal terminal is de-energized, and travel is completely controlled by the network system; when the emergency system and network system power supply switch is pressed, the internal indicator light is on, the normally open contact is closed, the normally closed contact is open, the power supply terminal of the network system is de-energized, the emergency travel control signal terminal is energized, and travel is completely controlled by the emergency system.

3. The emergency running control system for rail grinding train according to claim 1 or 2, characterized in that: The emergency system also includes a first diesel engine power control relay, a second diesel engine power control relay, a first diesel engine control component, and a second diesel engine control component; the normally open contact of the emergency system and network system power supply switching switch is connected in series with the coil of the diesel engine emergency power supply control relay, one set of normally open contacts of the diesel engine emergency power supply control relay is connected in series with the coil of the first diesel engine power control relay; two sets of normally open contacts of the first diesel engine power control relay are connected in series with the first diesel engine control component, another set of normally open contacts of the diesel engine emergency power supply control relay is connected in series with the coil of the second diesel engine power control relay, and two sets of normally open contacts of the second diesel engine power control relay are connected in series with the second diesel engine control component.

4. The emergency running control system for rail grinding train according to claim 3, characterized in that: When the emergency system and network system power supply switching switch is pressed, the emergency travel control signal terminal is energized, the coil of the diesel engine emergency power supply control relay is energized, and the two pairs of normally open contacts of the diesel engine emergency power supply control relay are closed. Then, the voltages of the first diesel engine power control signal and the second diesel engine power control signal are set to the set values. When the coils of the first diesel engine power control relay and the second diesel engine power control relay are energized, the normally open contacts of the first diesel engine power control relay and the second diesel engine power control relay are closed, and the control power of the first diesel engine and the control power of the second diesel engine are both set to the set values.

5. The emergency running control system for rail grinding train according to claim 4, characterized in that: The emergency system also includes a first diesel engine start / stop switch and a second diesel engine start / stop switch. The start / stop input terminal of the first diesel engine control component is connected in series with the normally open contact of the first diesel engine start / stop switch. When the first diesel engine start / stop switch is closed, the first diesel engine starts; when the first diesel engine start / stop switch is open, the first diesel engine stops. The start / stop input terminal of the second diesel engine control component is connected in series with the normally open contact of the second diesel engine start / stop switch. When the second diesel engine start / stop switch is closed, the second diesel engine starts; when the second diesel engine start / stop switch is open, the second diesel engine stops.

6. The emergency running control system for rail grinding train according to claim 4 or 5, characterized in that: The emergency system also includes a first diesel engine emergency speed control module, a second diesel engine emergency speed control module, a front driver's cab speed control switch control relay, a rear driver's cab speed control switch control relay, a front driver's cab speed control switch, a front transmission box oil filling main control relay, a first diode, and a second diode; the normally open contact of the emergency system and network system power supply switching switch is connected in series with the coil of the diesel engine emergency speed control and transmission box oil filling power supply control relay; a set of normally open contacts of the diesel engine emergency speed control and transmission box oil filling power supply control relay is connected in series with the power supply terminal of the first diesel engine emergency speed control module, and the power supply terminal of the first diesel engine emergency speed control module is connected in parallel with the power supply terminal of the second diesel engine emergency speed control module; the diesel engine emergency speed control and transmission box oil filling... A set of normally open contacts of the power supply control relay is connected in series with the normally closed contacts of the rear driver's cab speed control switch control relay, and also in series with the coil of the front driver's cab speed control switch control relay; the normally open contacts of the front driver's cab speed control switch control relay are connected in series with the first and second common contacts of the front driver's cab speed control switch, and the normally closed contacts of the front driver's cab speed control switch are connected in series with the coil of the front transmission box oil filling main control relay; at the same time, the third common contact of the front driver's cab speed control switch is connected in series with the first diode, the first diode is connected in series with the first digital input interface of the first diesel engine emergency speed control module, the normally open contacts of the front driver's cab speed control switch are connected in series with the second diode, and the second diode is connected in series with the second digital input interface of the first diesel engine emergency speed control module.

7. The emergency running control system for rail grinding train according to claim 6, characterized in that: The emergency system also includes a first transmission case oil filling control relay, a second transmission case oil filling control relay, a rear driver's cab speed control switch, a rear transmission case oil filling master control relay, a third diode, and a fourth diode; the normally open contact of the front transmission case oil filling master control relay is connected in series with the coil of the first transmission case oil filling control relay, the coil of the first transmission case oil filling control relay is connected in parallel with the coil of the second transmission case oil filling control relay, the normally open contact of the first transmission case oil filling control relay is connected in series with the first transmission case oil filling solenoid valve, and the normally open contact of the second transmission case oil filling control relay is connected in series with the second transmission case oil filling solenoid valve; a set of normally open contacts of the diesel engine emergency speed regulation and transmission case oil filling power supply control relay is connected in series with the normally open contact of the front driver's cab speed control switch control relay. The normally open contact of the rear driver's cab speed control switch control relay is connected in series with the coil of the rear driver's cab speed control switch control relay; the normally closed contact of the rear driver's cab speed control switch is connected in series with the common contact of the rear driver's cab speed control switch; the normally closed contact of the rear driver's cab speed control switch is connected in series with the coil of the rear transmission box oil filling main control relay; the normally closed contact of the rear driver's cab speed control switch is connected in series with the third diode; the third diode is connected in series with the first digital input interface of the second diesel engine emergency speed control module; the normally open contact of the rear driver's cab speed control switch is connected in series with the fourth diode; the fourth diode is connected in series with the second digital input interface of the second diesel engine emergency speed control module; the normally open contact of the rear transmission box oil filling main control relay is connected in parallel with the normally open contact of the front transmission box oil filling main control relay.

8. The emergency running control system for rail grinding train according to claim 7, characterized in that: When the emergency system and network system power supply switching switch is pressed, the emergency travel control signal terminal is energized, the coil of the diesel engine emergency speed regulation and transmission box oil filling power supply control relay is energized, the normally open contact closes, and the power supply voltage of the first diesel engine emergency speed regulation module and the second diesel engine emergency speed regulation module is the set value, and the first and second diesel engine emergency speed regulation modules start to work.

9. The emergency running control system for rail grinding train according to claim 7 or 8, characterized in that: The first digital input interface of the first diesel engine emergency speed control module and the first digital input interface of the second diesel engine emergency speed control module collect the same switch signal. The second digital input interface of the first diesel engine emergency speed control module and the second digital input interface of the second diesel engine emergency speed control module collect the same switch signal. When either emergency speed control module fails, the other emergency speed control module can use a single diesel engine for emergency travel.

10. The emergency running control system for rail grinding train according to claim 9, characterized in that: When the front driver's cab has control, the front driver's cab speed control switch energizes the relay, which in turn controls the speed adjustment of the first and second diesel engines and the oil filling of the first and second transmission boxes; when the rear driver's cab has control, the rear driver's cab speed control switch energizes the relay, which in turn controls the speed adjustment of the first and second diesel engines and the oil filling of the first and second transmission boxes.

11. The emergency running control system for rail grinding train according to claim 7, 8, or 10, characterized in that: When the driver's cab has control, the coil of the speed control switch relay in the driver's cab is energized, and the speed control switch controls the speed of the first and second diesel engines. When the speed control switch in the driver's cab is in the 0 position, the target speed of the first and second diesel engines is the default idle speed. At this time, the coil of the main oil filling control relay of the front transmission box is not energized, and the normally open contact remains open. The coils of the oil filling control relays of the first and second transmission boxes are not energized, and the normally open contacts remain open. Therefore, the oil filling signal terminals of the first and second transmission boxes are not energized, the oil filling solenoid valves of the first and second transmission boxes are not energized, and the vehicle has no driving power.

12. The emergency running control system for rail grinding train according to claim 11, characterized in that: When the emergency system and network system power supply switching switch is pressed, the normally open contact of the diesel engine emergency speed regulation and transmission box oil filling power supply control relay closes. At the same time, the normally closed contact of the front driver's cab speed regulation switch control relay is connected in series with the coil circuit of the rear driver's cab speed regulation switch control relay; the normally closed contact of the rear driver's cab speed regulation switch control relay is connected in series with the coil circuit of the front driver's cab speed regulation switch control relay. The coils of the front driver's cab speed regulation switch control relay and the rear driver's cab speed regulation switch control relay are mutually exclusive.

13. The emergency running control system for rail grinding train according to claim 7, 8, 10 or 12, characterized in that: When the front-end driver's cab speed control switch is in the low-speed position, the normally closed contact of the front-end driver's cab speed control switch is connected to the first common contact, and the normally open contact is disconnected from the second common contact. Therefore, the first digital input interface of the first diesel engine emergency speed control module and the second diesel engine emergency speed control module detects a high level, and the second digital input interface detects a low level. The high-level and low-level data signal ports of the first diesel engine emergency speed control module are respectively connected to the high-level and low-level data signal ports of the first diesel engine control component. The high-level and low-level data signal ports of the second diesel engine emergency speed control module are respectively connected to the high-level and low-level data signal ports of the second diesel engine control component. Thus, the first and second diesel engines receive a low-speed signal, and simultaneously, the coil of the front-end transmission box oil filling control relay is energized, energizing the first and second transmission box oil filling signal terminals, thereby controlling the oil filling of the first and second transmission boxes, and enabling the vehicle to obtain low-speed driving power.

14. The emergency running control system for rail grinding train according to claim 13, characterized in that: When the front driver's cab speed control switch is in the high-speed position, the normally closed contact of the front driver's cab speed control switch is connected to the first common contact, and the normally open contact is connected to the second common contact; the first diesel engine and the second diesel engine receive the high-speed signal, and at the same time the coil of the front transmission box oil filling control relay is energized, so that the oil filling signal terminals of the first transmission box and the second transmission box are energized, thereby controlling the oil filling of the first transmission box and the second transmission box, and the vehicle obtains high-speed driving power.

15. The emergency running control system for rail grinding trains according to claim 7, 8, 10, 12 or 14, characterized in that: The emergency system also includes a gearbox derailment emergency micro-motion button, a front driver's cab derailment success indicator light, a rear driver's cab derailment success indicator light, a first gearbox derailment feedback relay, and a second gearbox derailment feedback relay. The gearbox derailment emergency micro-motion button is connected in series with the control terminal of the gearbox derailment emergency micro-motion control delay relay, and the front driver's cab derailment success indicator light is connected in parallel with the rear driver's cab derailment success indicator light. The front driver's cab derailment success indicator light is connected in series with the normally open contacts of the first and second gearbox derailment feedback relays. The normally open contact of the gearbox derailment emergency micro-motion control delay relay is connected in parallel with the normally open contact of the front transmission gearbox oil filling main control relay. The gearbox derailment emergency micro-motion control delay relay is set to output a pulse for a set time. That is, when the control terminal of the gearbox derailment emergency micro-motion control delay relay is energized, its normally open contact closes for a set time, so that both transmission gearboxes are simultaneously filled with oil for a set time to assist in derailment.

16. The emergency running control system for rail grinding train according to claim 15, characterized in that: When the emergency system and network system power supply switch is pressed, the emergency travel control signal terminal is energized. When the gearbox derailment emergency micro-motion button is pressed, the normally open contact of the gearbox derailment emergency micro-motion control delay relay is closed for a set time. During this set time, the coils of the first gearbox oil filling control relay and the second gearbox oil filling control relay are energized, thereby controlling the gearbox oil filling and providing the vehicle with the travel power for the set time to assist in gearbox derailment. When the first gearbox successfully derails, the first gearbox derailment feedback signal terminal is energized. When the second gearbox successfully derails, the second gearbox derailment feedback signal terminal is energized. Then, the coils of the first gearbox derailment feedback relay and the second gearbox derailment feedback relay are energized, causing the front driver's cab derailment success indicator light and the rear driver's cab derailment success indicator light to illuminate.

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