Control circuit applied after driver controller breaks down, driver controller and train

Abstract

The invention provides a control circuit applied after a driver controller breaks down, a driver controller and a train. The circuit comprises a driver controller isolating switch which is used for disconnecting the following operations of a driver controller on the train under the condition that the driver controller of the train is determined to be in an abnormal state: main control end control, driving direction control, driving power control and driver driving state detection; the direction switch is used for determining the driving direction of the train under the condition that the driver controller isolating switch is in a closed state; the traction brake switch is used for determining the running power of the train under the condition that the driver controller isolating switch is in a closed state; and the driver controller isolation relay is connected with the driver controller isolation switch, the direction switch and the traction brake switch, and is used for carrying out the following operations on the train: main control end control, driving direction control, driving power control and driver driving state detection under the condition that the driver controller isolation switch is in a closed state.

Description

Technical Field

[0001] The present disclosure relates to the field of train control technology, and more specifically, to a control circuit, a driver controller and a train applied after a driver controller fails. Background Art

[0002] During the operation of the train, the driver controller can be used to control the train. For example, the driver controller can be used to control the train to move forward or backward, or to accelerate or decelerate the train. Therefore, the driver controller is an important device for controlling the operation of the train. It is necessary to ensure the normal operation of the driver controller to avoid affecting the normal operation of the train after the driver controller fails. Summary of the invention

[0003] In view of this, the present disclosure provides a control circuit, a driver controller and a train for use after a driver controller fails.

[0004] One aspect of the present disclosure provides a control circuit for use after a driver controller fails, comprising:

[0005] The driver controller isolation switch is used to disconnect the following operations of the train by the driver controller when it is determined that the driver controller of the train is in an abnormal state: main control terminal control, driving direction control, driving power control and driver driving state detection;

[0006] A direction switch, used to determine the travel direction of the train when the driver controller isolating switch is in a closed state;

[0007] A traction brake switch, used to determine the driving power of the above train when the above driver controller isolating switch is in a closed state;

[0008] The driver controller isolation relay is connected to the driver controller isolation switch, the direction switch and the traction brake switch, and is used to perform the following operations on the train when the driver controller isolation switch is in a closed state: main control end control, driving direction control, driving power control and driver driving status detection.

[0009] According to an embodiment of the present disclosure, the circuit further includes a first control branch, the first control branch is connected in parallel with the key switch of the driver controller, the first control branch includes a first normally open contact of the driver controller isolation relay, and the key switch is used to control the main control terminal of the train when the driver controller is in a normal state;

[0010] The above-mentioned first control branch is used to close the above-mentioned first normally open contact when the above-mentioned driver controller isolation switch is in a closed state, so as to realize the main control end control of the above-mentioned train.

[0011] According to an embodiment of the present disclosure, the circuit further includes a second control branch, the second control branch is connected in parallel with the alert device of the driver controller, the second control branch includes a second normally open contact of the driver controller isolation relay, and the alert device is used to detect the driving state of the driver of the train when the driver controller is in a normal state;

[0012] The second control branch is used to close the second normally open contact when the driver controller isolating switch is in a closed state, so as to detect the driver's driving status of the train.

[0013] According to an embodiment of the present disclosure, the circuit further includes a third control branch, the third control branch is connected to the direction handle of the driver controller, the third control branch includes a first normally open contact group of the driver controller isolation relay, and the direction handle is used to control the driving direction of the train when the driver controller is in a normal state;

[0014] The third control branch is used to close the normally open contacts in the first normally open contact group when the driver controller isolating switch is in a closed state, so as to control the travel direction of the train.

[0015] According to an embodiment of the present disclosure, the direction handle is connected in series to the first normally closed contact group of the driver controller isolation relay. When the driver controller isolation switch is in a closed state, the normally closed contacts in the first normally closed contact group are disconnected to enable the driver controller to disconnect the control of the driving direction of the train.

[0016] According to an embodiment of the present disclosure, the above-mentioned direction switch includes a forward gear position and a reverse gear position, the above-mentioned direction handle includes a forward gear position, a reverse gear position and a zero gear position, the switch contacts corresponding to the forward gear position of the above-mentioned direction handle and the switch contacts corresponding to the reverse gear position are connected in series with the main control relay of the control main control end, and the switch contacts corresponding to the zero gear position of the above-mentioned direction handle are connected in parallel with the main control relay of the control main control end.

[0017] According to an embodiment of the present disclosure, the circuit further includes a fourth control branch, the fourth control branch is connected in parallel with the traction brake handle of the driver controller, the fourth control branch includes a second normally open contact group of the driver controller isolation relay, and the traction brake handle is used to control the driving power of the train when the driver controller is in a normal state;

[0018] The fourth control branch is used to close the normally open contacts in the second normally open contact group when the driver controller isolating switch is in a closed state, so as to realize the driving power control of the train.

[0019] According to an embodiment of the present disclosure, the direction handle is connected in series to the second normally closed contact group of the driver controller isolation relay. When the driver controller isolation switch is in a closed state, the normally closed contacts in the second normally closed contact group are disconnected to enable the driver controller to disconnect the control of the train's driving power.

[0020] According to an embodiment of the present disclosure, the traction brake handle includes an inertia gear position, and the relay contact corresponding to the inertia gear position is connected in series with the emergency brake circuit;

[0021] The circuit further includes a fifth control branch, the fifth control branch includes a third normally open contact of the driver controller isolation relay, and the fifth control branch is used to close the third normally open contact when the train is in an emergency braking state and the coasting gear position of the traction brake handle cannot be enabled;

[0022] The fifth control branch is connected in series with the warning device relay of the driver controller, and the warning device relay of the driver controller is connected in parallel with the fourth normally open contact of the driver controller isolation relay, and is used to close the fourth normally open contact of the driver controller isolation relay when the train is in an emergency braking state and the warning function of the traction brake handle cannot be enabled.

[0023] Another aspect of the present disclosure provides a controller, including the control circuit as described above for use after a failure of the controller occurs.

[0024] Another aspect of the present disclosure provides a train, comprising the driver controller as described above.

[0025] According to the embodiments of the present disclosure, the operation of the driver on the train is isolated by the driver isolating switch, the travel direction of the train is determined by the direction switch, the travel power of the train is determined by the traction brake switch, and the main control end control, travel direction control, travel power control and driver driving status detection of the train are performed by the driver isolating relay, so as to realize the emergency operation of the train after the driver failure, ensure that the train can obtain the travel direction and travel power normally after the driver failure, avoid the train being unable to travel due to the driver failure, and avoid affecting the train rescue and train line operation. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] The above and other objects, features and advantages of the present disclosure will become more apparent through the following description of the embodiments of the present disclosure with reference to the accompanying drawings, in which:

[0027] Figure 1 A block diagram schematically shows a control circuit applied to a controller after a failure occurs according to an embodiment of the present disclosure;

[0028] Figure 2AA schematic circuit diagram of a control circuit applied to a controller after a failure occurs according to an embodiment of the present disclosure is schematically shown;

[0029] Figure 2B The schematic diagram of the gear position of the driver controller isolation switch according to the embodiment of the present disclosure is schematically shown;

[0030] Figure 2C A schematic diagram of train signal transmission after a driver controller fails according to an embodiment of the present disclosure is schematically shown;

[0031] Figure 3 A schematic diagram of a first control branch according to an embodiment of the present disclosure is schematically shown;

[0032] Figure 4 A schematic diagram of a second control branch according to an embodiment of the present disclosure is schematically shown;

[0033] Figure 5A A schematic diagram of a third control branch according to an embodiment of the present disclosure is schematically shown;

[0034] Figure 5B The schematic diagram of the gear position of the direction switch according to the embodiment of the present disclosure is schematically shown;

[0035] Fig. 6A A schematic diagram of a fifth control branch according to an embodiment of the present disclosure is schematically shown;

[0036] Figure 6B The schematic diagram of the gear position of the traction brake switch according to the embodiment of the present disclosure is schematically shown;

[0037] Figure 7 A schematic diagram of a sixth control branch according to an embodiment of the present disclosure is schematically shown;

[0038] Figure 8 A schematic diagram schematically shows a controller according to an embodiment of the present disclosure; and

[0039] Fig. 9 A schematic diagram of a train according to an embodiment of the present disclosure is schematically shown. DETAILED DESCRIPTION

[0040] Hereinafter, embodiments of the present disclosure will be described with reference to the accompanying drawings. However, it should be understood that these descriptions are exemplary only and are not intended to limit the scope of the present disclosure. In the following detailed description, for ease of explanation, many specific details are set forth to provide a comprehensive understanding of the embodiments of the present disclosure. However, it is apparent that one or more embodiments may also be implemented without these specific details. In addition, in the following description, descriptions of known structures and technologies are omitted to avoid unnecessary confusion of the concepts of the present disclosure.

[0041] The terms used herein are only for describing specific embodiments and are not intended to limit the present disclosure. The terms "comprise", "include", etc. used herein indicate the existence of the features, steps, operations and / or components, but do not exclude the existence or addition of one or more other features, steps, operations or components.

[0042] All terms (including technical and scientific terms) used herein have the meanings commonly understood by those skilled in the art unless otherwise defined. It should be noted that the terms used herein should be interpreted as having a meaning consistent with the context of this specification and should not be interpreted in an idealized or overly rigid manner.

[0043] When using expressions such as "at least one of A, B, and C, etc.", they should generally be interpreted according to the meaning of the expression commonly understood by those skilled in the art (for example, "a system having at least one of A, B, and C" should include but is not limited to a system having A alone, B alone, C alone, A and B, A and C, B and C, and / or A, B, C, etc.).

[0044] The driver controller (hereinafter referred to as the driver controller) is mainly composed of a key switch, a traction brake handle, a direction handle and a warning device. The functions of the driver controller are mainly: key input, output of traction and braking instructions and levels, output of forward and backward instructions, and warning function. The key switch has two gears: "on" and "off". The traction brake handle has gears such as: "Pmax", "Pmin", "Bmax", "Bmin", and "N"; the "N" position is the starting position. At this position, the handle is perpendicular to the driver controller panel and the train is in a coasting state. The traction brake handle is forward for the traction area, the "Pmax" position is the maximum traction position, the "Pmin" position is the minimum traction position, and the traction force can be adjusted steplessly between "Pmin" and "Pmax". The traction brake handle is backward for the braking area, the "Bmax" position is the maximum braking position, the "Bmin" position is the minimum braking position, and the braking force can be adjusted steplessly between "Bmin" and "Bmax". The direction handle can be set to three gears: "forward", "N" and "backward". The warning device is usually integrated on the traction brake handle of the driver controller, and the warning device is activated when the handle is pressed down.

[0045] When the train is running normally, the driver needs to insert the key into the key switch to complete the selection of the main control cab. During the train running, the driver needs to press the warning device on the driver controller, otherwise it will be considered that the driver is away from work and trigger the emergency brake. The driving mode is divided into ATO driving and manual driving: When ATO driving, the direction handle of the driver controller is required to be in the forward position and the traction handle is in the idle position; when manually driving, the driver will frequently operate the direction handle and traction brake handle of the driver controller.

[0046] In order to prevent the train from entering an emergency operation mode after a driver controller fails, a control circuit is proposed for use after a driver controller fails, including a driver controller isolating switch, which is used to disconnect the following operations of the driver controller on the train when it is determined that the driver controller of the train is in an abnormal state: main control end control, driving direction control, driving power control and driver driving status detection; a direction switch, which is used to determine the driving direction of the train when the driver controller isolating switch is in a closed state; a traction brake switch, which is used to determine the driving power of the train when the driver controller isolating switch is in a closed state; a driver controller isolation relay, which is connected to the driver controller isolating switch, the direction switch and the traction brake switch, and is used to perform the following operations on the train when the driver controller isolating switch is in a closed state: main control end control, driving direction control, driving power control and driver driving status detection.

[0047] Figure 1 A block diagram of a control circuit applied to a controller after a failure occurs according to an embodiment of the present disclosure is schematically shown.

[0048] like Figure 1 As shown, the control circuit 100 applied after a driver controller fails includes a driver controller isolation switch 110 , a direction switch 120 , a traction brake switch 130 and a driver controller isolation relay 140 .

[0049] The driver controller isolation switch 110 is used to disconnect the following operations of the driver controller on the train when it is determined that the driver controller of the train is in an abnormal state: main control terminal control, driving direction control, driving power control and driver driving status detection.

[0050] The direction switch 120 is used to determine the travel direction of the train when the driver controller isolating switch is in a closed state.

[0051] The traction brake switch 130 is used to determine the driving power of the train when the driver controller isolation switch is in the closed state.

[0052] The driver controller isolation relay 140 is connected to the driver controller isolation switch, direction switch and traction brake switch, and is used to perform the following operations on the train when the driver controller isolation switch is in a closed state: main control end control, driving direction control, driving power control and driver driving status detection.

[0053] According to the embodiments of the present disclosure, the driver controller isolation switch can disconnect the driver controller from operating the train. The driver controller can perform main control end control, driving direction control, driving power control and driver driving state detection on the train. The main control end control can be the control of which of the two leading cars of the train is determined as the main control end, the driving direction control can be the control of the train moving forward or backward, the driving power control can be the control of the train traction or braking, and the driver driving state detection can be the detection of whether the train outputs a warning signal. The warning signal can be issued by the driver of the train after operating the driver controller at regular intervals to ensure that the train is in a controlled state.

[0054] According to an embodiment of the present disclosure, the failure of the driver controller may be at least one of the main control terminal control, driving direction control, driving power control and driver driving status detection. For example, the main control terminal of the train cannot be determined, the train cannot be controlled to move forward or backward, the train cannot be accelerated, decelerated or controlled at a constant speed, emergency braking cannot be relieved, and a warning signal cannot be output.

[0055] According to an embodiment of the present disclosure, the driver controller isolating switch may include a normal gear and an isolation gear. When the train driver controller is in an abnormal state, the driver controller isolating switch may be operated to the isolation gear, thereby closing the driver controller isolating switch and disconnecting the driver controller from at least one of the following operations: controlling the main control end of the train, driving direction control, driving power control and driver driving status detection.

[0056] According to the embodiments of the present disclosure, since the operation of the train by the driver controller is disconnected, a direction switch can be set to determine the travel direction of the train, and a traction brake switch can be set to determine whether the train is towed or braked.

[0057] According to the embodiments of the present disclosure, the driver controller isolation relay can be energized when the driver controller isolation switch is in a closed state, so that the direction switch and the traction brake switch are energized to control the travel direction and travel power of the train. Since the driver controller is in the locomotive of the train and is controlled by the driver of the train, and the travel status is detected at the main control end, when the driver controller fails, the locomotive where the driver controller is isolated by the driver controller isolation switch is the main control end, and the locomotive where the driver controller is isolated by the driver controller isolation switch is also the locomotive where the driver driving status needs to be detected. Therefore, the driver controller isolation relay can control the train at the main control end and detect the driver driving status when the driver controller isolation switch is in a closed state.

[0058] According to the embodiments of the present disclosure, the operation of the driver on the train is isolated by the driver isolating switch, the travel direction of the train is determined by the direction switch, the travel power of the train is determined by the traction brake switch, and the main control end control, travel direction control, travel power control and driver driving status detection of the train are performed by the driver isolating relay, so as to realize the emergency operation of the train after the driver failure, ensure that the train can obtain the travel direction and travel power normally after the driver failure, avoid the inability of the train to run due to the driver failure, avoid train rescue and affect the train line operation.

[0059] Figure 2A A schematic circuit diagram of a control circuit applied to a controller after a failure occurs according to an embodiment of the present disclosure is schematically shown.

[0060] Figure 2B The figure schematically shows the use of the controller isolating switch according to the embodiment of the present disclosure.

[0061] Figure 2C The figure schematically shows a schematic diagram of train signal transmission after a driver controller fails according to an embodiment of the present disclosure.

[0062] like Figure 2A and Figure 2B As shown, the driver controller isolation switch and the driver controller isolation relay KAMCP are set. When the following conditions are met, the driver controller isolation relay coil is energized: 1. The train is in non-automatic driving mode (Automatic Train Operation, ATO), that is, the ATO cut-off relay KAAC is energized, and the KAAC normally open contact is closed; 2. The emergency brake buttons SAEB1 and SAEB2 are not pressed, that is, the normally closed contacts of SAEB1 and SAEB2 are not disconnected; 3. The brake system does not report the "low total air pressure" fault, that is, the total air pressure relays KAMP1 and KAMP2 are not de-energized, and the normally open contacts of KAMP1 and KAMP2 are not disconnected; 4. The driver controller isolation switch is closed.

[0063] According to the embodiments of the present disclosure, Figure 2C As shown, after the driver controller fails, the state of the normally open contact of KAMCP can be transmitted to the traction, braking, signal and network systems through hard wires. At this time, the traction, braking, signal and network systems default to the emergency operation mode after the driver controller fails. Under this condition, the traction system can limit the vehicle speed to, for example, 35km / h. The traction system exerts constant traction force without electric braking force, and the braking system exerts constant braking force. Under this condition, the signal system is not allowed to enter the ATO mode, unmanned automatic return and other train automatic driving modes.

[0064] According to the embodiments of the present disclosure, the faults in the driver controller can be divided into key switch faults, warning device faults, steering handle faults and traction brake handle faults. The circuits corresponding to each fault condition are described below.

[0065] Figure 3 A schematic diagram of a first control branch according to an embodiment of the present disclosure is schematically shown.

[0066] like Figure 3 As shown, the control circuit applied after a driver controller fails may also include a first control branch 310. The first control branch 310 is connected in parallel with the key switch KS of the driver controller. The first control branch includes a first normally open contact N1 of the driver controller isolation relay. The key switch KS is used to control the main control end of the train when the driver controller is in a normal state. The first control branch 310 is used to close the first normally open contact N1 when the driver controller isolation switch is in a closed state, so as to realize main control end control of the train.

[0067] According to the embodiment of the present disclosure, the function of the key switch is to determine which of the two leading cars of the train is the master control end. Among them, the master control end at the end where the key is inserted first, the master control switch relay KALA coil of the master control end is energized. Only the driving direction command, driving power command and alert command issued by the driver controller of the master control end are effective for the train.

[0068] According to the embodiments of the present disclosure, the key switch may have the following faults: the key cannot be inserted, and the key is stuck in the keyhole. The failure of the key to be inserted will result in the train having no main control signal, resulting in no effective direction, traction / brake signal, and the train cannot be towed. After the key switch fails, the driver controller isolation switch can be closed to put the driver controller isolation switch in the isolation gear, the first normally open contact is closed, and the first control branch is turned on to ensure that the circuit of the main control end works normally, that is, the driver's cab equipped with the driver controller isolation switch is the main control end.

[0069] According to an embodiment of the present disclosure, by setting a first control branch, the first control branch can be turned on after a key switch fails, thereby preventing the train from being unable to send a signal due to a failure of the key switch of the driver controller.

[0070] Figure 4 A schematic diagram of a second control branch according to an embodiment of the present disclosure is schematically shown.

[0071] like Figure 4As shown, the control circuit applied after a driver controller fails also includes a second control branch 410. The second control branch 410 is connected in parallel with the warning device of the driver controller. The second control branch includes a second normally open contact N2 of the driver controller isolation relay. The warning device is used to detect the driving status of the driver of the train when the driver controller is in a normal state; the second control branch is used to close the second normally open contact N2 when the driver controller isolation switch is in a closed state, so as to realize the driver driving status detection of the train.

[0072] According to the embodiments of the present disclosure, during the operation of the train, in order to avoid problems such as the driver being absent from his post or being inattentive, it is necessary to press the alert switch of the alert device at regular intervals. The alert device may have the following problems: failure of the alert device and jamming of the alert device. In the case of failure of the alert device, the train cannot output the "alert" signal, and failure to detect the "alert" signal within a fixed time will cause the train to trigger emergency braking. In the case of jamming of the alert device, the train continues to output the "alert" signal, and even if the driver leaves his seat or falls asleep, the "alert" signal is output, resulting in the train's "alert circuit" being useless. Therefore, a second control branch is provided. In the event of a failure of the alert device, the driver controller isolation switch can be closed to disconnect the driver controller's control over the train, the driver controller isolation relay is energized, and the second normally open contact is closed to bypass the alert device.

[0073] According to an embodiment of the present disclosure, by setting a second control branch, the second control branch can be turned on after a failure of the alarm device, thereby preventing the train from stopping suddenly due to a failure of the alarm device of the driver controller, which affects the train operation.

[0074] Figure 5A A schematic diagram of a third control branch according to an embodiment of the present disclosure is schematically shown.

[0075] like Figure 5A As shown, the control circuit applied after a driver controller fails also includes a third control branch 510, and the third control branch 510 is connected to the direction handle of the driver controller. The third control branch 510 includes a first normally open contact group 520 of the driver controller isolation relay, and the direction handle is used to control the travel direction of the train when the driver controller is in a normal state; the third control branch 510 is used to close the normally open contacts in the first normally open contact group 520 when the driver controller isolation switch is in a closed state, so as to realize the travel direction control of the train.

[0076] According to an embodiment of the present disclosure, the direction handle is connected in series with the first normally closed contact group 530 of the driver controller isolation relay. When the driver controller isolation switch is in a closed state, the normally closed contacts in the first normally closed contact group 530 are disconnected to allow the driver controller to disconnect the control of the train's driving direction.

[0077] According to the embodiments of the present disclosure, the direction handle of the driver controller may include a forward gear, a reverse gear and a zero gear, and the possible faults of the direction handle are as follows: the direction handle fails, and the direction handle is stuck. In the case of a direction handle failure, the train has no direction signal and cannot be towed; in the case of a direction handle stuck, the train cannot output the correct direction signal and cannot be towed, for example: the driver wants to drive forward, but the direction handle is stuck in the reverse gear or the zero gear.

[0078] According to the embodiments of the present disclosure, in the event of a failure of the direction handle, the driver controller isolation switch can be closed, and the driver controller isolation relay can be energized. When the driver controller isolation relay is energized, the normally closed contacts in the first normally closed contact group of the driver controller isolation relay can be disconnected, so as to realize the cutting off of the forward gear, the reverse gear, and the zero gear of the direction handle, and prevent the direction handle from continuing to output the wrong direction signal. Since the direction switch is only effective under emergency operating conditions when the driver controller fails, the original driver controller forward gear and reverse gear contacts are replaced by the contact series circuit of the driver controller isolation relay and the direction switch, and sent to the train control and management system (TCMS) for collection. KALA is the contact of the relay at the main control end. The forward gear and reverse gear output by the driver controller must be valid at the main control end, and the zero gear output by the driver controller does not require a signal from the main control end.

[0079] According to the embodiments of the present disclosure, the signal isolation of the direction handle is achieved through the first normally closed contact group of the driver controller isolation relay, and the transmission of forward and reverse signals is achieved through the first normally open contact group, thereby preventing the train from being unable to run due to driver controller failure.

[0080] Figure 5B The figure schematically shows the gear positions of the direction switch according to the embodiment of the present disclosure.

[0081] like Figure 5B As shown, since the direction switch (SKFX) is used after the driver controller fails, the zero position may not be set in the direction switch, and the direction switch may include a forward position and a reverse position. The forward position of the direction switch may correspond to the 1-2 contact, and the reverse position of the direction switch may correspond to the 3-4 contact. The direction handle includes a forward position, a reverse position, and a zero position. Figure 5A , the switch contacts corresponding to the forward gear position of the direction handle and the switch contacts corresponding to the backward gear position are connected in series with the main control relay of the control main control end, and the switch contacts corresponding to the zero gear position of the direction handle are connected in parallel with the main control relay of the control main control end. The switch contacts corresponding to the forward gear position of the direction handle of the driver controller are connected in parallel with the switch contacts corresponding to the forward gear position of the direction switch, and the switch contacts corresponding to the backward gear position of the direction handle of the driver controller are connected in parallel with the switch contacts corresponding to the backward gear position of the direction switch.

[0082] According to an embodiment of the present disclosure, after a fault occurs in the steering handle, the driver controller isolation switch is closed, the driver controller isolation relay is energized, and the normally closed contacts in the first normally closed contact group of the driver controller isolation relay can be disconnected, thereby realizing the cutting off of the forward gear, reverse gear and zero gear of the steering handle. The normally open contacts in the first normally open contact group of the driver controller isolation relay are closed, and according to the gear position of the steering switch, the conduction of the branch where the forward gear or the reverse gear is located is realized.

[0083] Fig. 6A A schematic diagram of a fourth control branch according to an embodiment of the present disclosure is schematically shown.

[0084] like Fig. 6A As shown, the control circuit applied to the driver controller after a fault occurs further includes a fourth control branch 610, the fourth control branch 610 is connected in parallel with the traction brake handle of the driver controller, and the fourth control branch includes a second normally open contact group 620 of the driver controller isolation relay, and the traction brake handle is used to control the driving power of the train when the driver controller is in a normal state;

[0085] The fourth control branch 610 is used to close the normally open contacts in the second normally open contact group when the driver controller isolating switch is in a closed state, so as to realize the driving power control of the train.

[0086] According to an embodiment of the present disclosure, the direction handle is connected in series with the second normally closed contact group 630 of the driver controller isolation relay. When the driver controller isolation switch is in a closed state, the normally closed contacts in the second normally closed contact group are disconnected to allow the driver controller to disconnect the control of the train's driving power.

[0087] According to an embodiment of the present disclosure, the traction brake handle of the driver controller may include a traction gear, a braking gear and an idling gear. The possible faults of the traction brake handle are as follows: failure of the traction brake handle and jamming of the traction brake handle. When the traction brake handle fails, the train has no traction signal or braking signal and cannot be towed or braked; when the traction brake handle is stuck, the train has no correct traction signal or braking signal and cannot be towed or braked normally.

[0088] According to the embodiments of the present disclosure, in the event of a failure of the traction brake handle, the driver controller isolation switch can be closed, and the driver controller isolation relay can be energized. When the driver controller isolation relay is energized, the normally closed contacts in the second normally closed contact group of the driver controller isolation relay can be disconnected, thereby realizing the removal of the traction gear, brake gear, and coasting gear of the traction brake handle, and preventing the traction brake handle from continuing to output an erroneous traction signal. Since the traction brake switch is only effective under emergency operating conditions when the driver controller fails, the contacts of the original driver controller traction gear, brake gear, and coasting gear can be replaced by the contact series circuit of the driver controller isolation relay and the traction brake switch, and sent to the train control and management system (TCMS) for collection. KALA is the contact of the main control relay, and the traction gear, brake gear, and coasting gear output by the driver controller must be valid at the main control end.

[0089] Figure 6B The figure schematically shows the gear positions of the traction brake switch according to the embodiment of the present disclosure.

[0090] like Figure 6B As shown, the traction position of the traction brake switch SKQZ can correspond to the 1-2 contacts, the coasting position of the traction brake switch can correspond to the 3-4 contacts, and the braking position of the traction brake switch can correspond to the 5-6 contacts. The traction brake handle includes the traction position, the braking position and the coasting position. Figure 7 A. The switch contacts corresponding to the traction gear of the traction brake handle and the switch contacts corresponding to the braking gear are connected in series with the main control relay of the control main control end. The switch contacts corresponding to the traction gear of the traction brake switch and the switch contacts corresponding to the braking gear are connected in series with the main control relay of the control main control end. The coasting signal is not only valid at the main control end. Therefore, the switch contacts corresponding to the coasting gear of the traction brake handle and the switch contacts corresponding to the coasting gear of the traction brake switch are connected in parallel with the main control relay of the control main control end. The switch contacts corresponding to the traction gear of the traction brake handle of the driver controller and the switch contacts corresponding to the traction gear of the traction brake switch are connected in parallel. The switch contacts corresponding to the braking gear of the traction brake handle of the driver controller and the switch contacts corresponding to the braking gear of the traction brake switch are connected in parallel. The switch contacts corresponding to the coasting gear of the traction brake handle of the driver controller and the switch contacts corresponding to the coasting gear of the traction brake switch are connected in parallel.

[0091] According to an embodiment of the present disclosure, after a traction brake handle fails, the driver controller isolation switch is closed, the driver controller isolation relay is energized, and the normally closed contacts in the second normally closed contact group of the driver controller isolation relay can be disconnected, thereby realizing the cutting off of the traction gear, braking gear and coasting gear of the traction brake handle. The normally open contacts in the second normally open contact group of the driver controller isolation relay are closed, and according to the gear position of the traction brake switch, the branch where the traction gear, braking gear or coasting gear is located is turned on.

[0092] According to the embodiments of the present disclosure, the signal isolation of the traction brake handle is achieved through the second normally closed contact group of the driver controller isolation relay, and the transmission of traction, coasting and braking signals is achieved through the second normally open contact group, thereby preventing the train from being unable to run due to driver controller failure.

[0093] Figure 7 A schematic diagram of a fifth control branch according to an embodiment of the present disclosure is schematically shown.

[0094] like Figure 7 As shown, the traction brake handle includes an inertia gear, and the relay contact KANM corresponding to the inertia gear is connected in series with the emergency brake circuit. The control circuit applied to the driver controller after a fault occurs also includes a fifth control branch 710, and the fifth control branch 710 includes the third normally open contact N3 of the driver controller isolation relay. The fifth control branch 710 is used to close the third normally open contact N3 when the train is in an emergency braking state and the inertia gear of the traction brake handle cannot be enabled, that is, when the emergency braking cannot be relieved by the inertia gear of the traction brake handle after the train stops due to emergency braking.

[0095] The fifth control branch is connected in series with the warning device relay of the driver controller, and the warning device relay of the driver controller is connected in parallel with the fourth normally open contact of the driver controller isolation relay, which is used to close the fourth normally open contact of the driver controller isolation relay when the train is in emergency braking state and the warning function of the traction brake handle cannot be enabled.

[0096] According to the embodiments of the present disclosure, in accordance with the principle of "fault-guided safety", the emergency braking circuit is designed as "power failure triggering emergency braking". Depending on the project, the emergency braking circuit will be connected in series with the contacts of the idling gear relay KANM, and the driver's traction brake handle will be pulled to the idling gear, so that the emergency braking circuit is initially energized and subsequently self-locked (the emergency braking circuit is relatively complex, and there are many train conditions connected in series, and this disclosure only describes the relevant parts). When the driver's traction brake handle cannot be pulled to the "idling position", the emergency braking circuit cannot be energized, causing the train to always be in the "emergency braking" condition. Therefore, in order to avoid the train emergency braking being unable to be relieved, the third normally open contact of the driver's isolation relay is connected in parallel with the relay contact corresponding to the idling gear, so that the idling gear can still be used normally after the driver fails.

[0097] According to the embodiment of the present disclosure, the emergency brake circuit is generally connected in series with the relay contact of the alert device. When the alert device of the driver controller fails and no valid signal is sent for a period of time, the normally open contact of the alert device relay KADM in the emergency brake circuit is disconnected, which will trigger the train emergency brake. Therefore, a fourth normally open contact N4 is also connected in parallel with the normally open contact of the alert device relay KADM.

[0098] According to the embodiments of the present disclosure, by modifying the emergency braking circuit, emergency braking of the train due to driver controller failure can be avoided, thereby reducing the damage caused by emergency braking of the train.

[0099] Figure 8 A schematic diagram of a controller according to an embodiment of the present disclosure is schematically shown.

[0100] like Figure 8 As shown, the controller 800 includes a control circuit 810 that is applied after a failure of the controller occurs.

[0101] Fig. 9 A schematic diagram of a train according to an embodiment of the present disclosure is schematically shown.

[0102] like Fig. 9 As shown, a train 900 includes a driver controller 910 according to an embodiment of the present disclosure.

[0103] The flowcharts and block diagrams in the accompanying drawings illustrate the possible implementation architecture, functions and operations of the systems, methods and computer program products according to various embodiments of the present disclosure. In this regard, each box in the flowchart or block diagram may represent a module, a program segment, or a part of a code, and the above-mentioned module, program segment, or a part of the code contains one or more executable instructions for implementing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the box may also occur in an order different from that marked in the accompanying drawings. For example, two boxes represented in succession can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram or flowchart, and the combination of boxes in the block diagram or flowchart, can be implemented with a dedicated hardware-based system that performs a specified function or operation, or can be implemented with a combination of dedicated hardware and computer instructions. It can be understood by those skilled in the art that the features recorded in the various embodiments of the present disclosure can be combined and / or combined in a variety of ways, even if such a combination or combination is not explicitly recorded in the present disclosure. In particular, without departing from the spirit and teaching of the present disclosure, the features described in the various embodiments of the present disclosure may be combined and / or combined in a variety of ways. All of these combinations and / or combinations fall within the scope of the present disclosure.

[0104] The embodiments of the present disclosure are described above. However, these embodiments are only for illustrative purposes and are not intended to limit the scope of the present disclosure. Although the embodiments are described above, this does not mean that the measures in the various embodiments cannot be used in combination to advantage. Without departing from the scope of the present disclosure, those skilled in the art may make a variety of substitutions and modifications, which should all fall within the scope of the present disclosure.

Claims

1. A control circuit for use in a driver controller after a failure occurs, comprising: The driver controller isolation switch is used to disconnect the following operations of the train by the driver controller when it is determined that the driver controller of the train is in an abnormal state: main control terminal control, driving direction control, driving power control and driver driving state detection; A direction switch, used to determine the travel direction of the train when the driver controller isolating switch is in a closed state; A traction brake switch, used to determine the driving power of the train when the driver controller isolating switch is in a closed state; The driver controller isolation relay is connected to the driver controller isolation switch, the direction switch and the traction brake switch, and is used to perform the following operations on the train when the driver controller isolation switch is in a closed state: main control end control, driving direction control, driving power control and driver driving status detection.

2. The circuit according to claim 1, wherein The circuit further comprises a first control branch, the first control branch being connected in parallel with a key switch of the driver controller, the first control branch comprising a first normally open contact of an isolation relay of the driver controller, the key switch being used to control a main control terminal of the train when the driver controller is in a normal state; The first control branch is used to close the first normally open contact when the driver controller isolation switch is in a closed state, so as to realize main control end control of the train.

3. The circuit according to claim 1, wherein: The circuit further comprises a second control branch, the second control branch being connected in parallel with a warning device of the driver controller, the second control branch comprising a second normally open contact of the driver controller isolation relay, the warning device being used to detect the driving state of the driver of the train when the driver controller is in a normal state; The second control branch is used to close the second normally open contact when the driver controller isolation switch is in a closed state, so as to realize the driver driving status detection of the train.

4. The circuit according to any one of claims 1 to 3, wherein: The circuit further comprises a third control branch, the third control branch is connected to the direction handle of the driver controller, the third control branch comprises a first normally open contact group of the driver controller isolation relay, and the direction handle is used to control the driving direction of the train when the driver controller is in a normal state; The third control branch is used to close the normally open contacts in the first normally open contact group when the driver controller isolating switch is in a closed state, so as to control the driving direction of the train.

5. The circuit according to claim 4, wherein: The direction handle is connected in series with the first normally closed contact group of the driver controller isolation relay. When the driver controller isolation switch is in a closed state, the normally closed contacts in the first normally closed contact group are disconnected so that the driver controller disconnects the control of the driving direction of the train.

6. The circuit according to claim 4, wherein: The direction switch includes a forward gear and a reverse gear, the direction handle includes a forward gear, a reverse gear and a zero gear, the switch contacts corresponding to the forward gear and the switch contacts corresponding to the reverse gear of the direction handle are connected in series with the main control relay of the control main control end, and the switch contacts corresponding to the zero gear of the direction handle are connected in parallel with the main control relay of the control main control end.

7. The circuit according to any one of claims 1 to 3, wherein: The circuit further includes a fourth control branch, the fourth control branch is connected in parallel with the traction brake handle of the driver controller, the fourth control branch includes a second normally open contact group of the driver controller isolation relay, and the traction brake handle is used to control the driving power of the train when the driver controller is in a normal state; The fourth control branch is used to close the normally open contacts in the second normally open contact group when the driver controller isolating switch is in a closed state, so as to realize the driving power control of the train.

8. The circuit according to claim 7, wherein: The direction handle is connected in series with the second normally closed contact group of the driver controller isolation relay. When the driver controller isolation switch is in a closed state, the normally closed contacts in the second normally closed contact group are disconnected to allow the driver controller to disconnect the control of the train's driving power.

9. The circuit according to claim 8, wherein: The traction brake handle includes an inertia gear, and the relay contact corresponding to the inertia gear is connected in series with the emergency brake circuit; The circuit further includes a fifth control branch, the fifth control branch including a third normally open contact of the driver controller isolation relay, the fifth control branch being used to close the third normally open contact when the train is in an emergency braking state and the coasting gear position of the traction brake handle cannot be enabled; The fifth control branch is connected in series with the warning device relay of the driver controller, and the warning device relay of the driver controller is connected in parallel with the fourth normally open contact of the driver controller isolation relay, and is used to close the fourth normally open contact of the driver controller isolation relay when the train is in an emergency braking state and the warning function of the traction brake handle cannot be enabled.

10. A controller, comprising the control circuit according to any one of claims 1 to 9 for use after a failure of the controller occurs.

11. A train, comprising the driver controller as claimed in claim 10.

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