Control circuit, controller and train applied to controller failure

Abstract

The present disclosure provides a control circuit applied to a train controller after a failure of the train controller, a train controller and a train. The circuit comprises a train controller isolation switch configured to disconnect the train controller from the following operations of the train in the case that it is determined that the train controller is in an abnormal state: master control, travel direction control, travel power control and driver driving state detection; a direction switch configured to determine the travel direction of the train in the case that the train controller isolation switch is in a closed state; a traction and braking switch configured to determine the travel power of the train in the case that the train controller isolation switch is in the closed state; and a train controller isolation relay connected with the train controller isolation switch, the direction switch and the traction and braking switch, and configured to perform the following operations on the train in the case that the train controller isolation switch is in the closed state: master control, travel direction control, travel power control and driver driving state detection.

Description

TECHNICAL FIELD

[0001] The present disclosure relates to the technical field of train control, and more particularly, to a control circuit applied to a controller after the controller fails, a controller and a train. BACKGROUND

[0002] In the process of train operation, the train can be controlled to travel by the controller. For example, the train can be controlled to move forward or backward by the controller, and the train can be controlled to accelerate or decelerate by the controller. Therefore, the controller is an important device for controlling the train to travel, and it is necessary to ensure the normal operation of the controller to avoid the controller from failing and affecting the normal operation of the train. SUMMARY

[0003] Therefore, the present disclosure provides a control circuit applied to a controller after the controller fails, a controller and a train.

[0004] One aspect of the present disclosure provides a control circuit applied to a controller after the controller fails, comprising:

[0005] A controller isolation switch is configured to, in a case where it is determined that the controller of the train is in an abnormal state, disconnect the controller from the following operations on the train: master control, travel direction control, travel power control and driver driving state detection.

[0006] A direction switch is configured to, in a case where the controller isolation switch is in a closed state, determine the travel direction of the train.

[0007] A traction brake switch is configured to, in a case where the controller isolation switch is in a closed state, determine the travel power of the train.

[0008] A controller isolation relay is connected to the controller isolation switch, the direction switch and the traction brake switch, and is configured to, in a case where the controller isolation switch is in a closed state, perform the following operations on the train: master control, travel direction control, travel power control and driver driving state detection.

[0009] According to the embodiments of the present disclosure, the circuit further comprises a first control branch, the first control branch is connected in parallel with a key switch of the controller, the first control branch comprises a first normally open contact of the controller isolation relay, and the key switch is configured to control the master control of the train in a case where the controller is in a normal state.

[0010] The first control branch is configured to, in a case where the controller isolation switch is in a closed state, close the first normally open contact to realize the master control of the train.

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

[0012] The second control branch is configured to close the second normally open contact to realize the driver driving state detection of the train when the controller isolation switch is in a closed state.

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

[0014] The third control branch is configured to close the normally open contact in the first normally open contact group to realize the driving direction control of the train when the controller isolation switch is in a closed state.

[0015] According to an embodiment of the present disclosure, the direction handle is connected in series with a first normally closed contact group of the controller isolation relay, and the normally closed contact in the first normally closed contact group is disconnected to make the controller disconnect the driving direction control of the train when the controller isolation switch is in a closed state.

[0016] According to an embodiment of the present disclosure, the direction switch comprises a forward gear and a reverse gear, the direction handle comprises a forward gear, a reverse gear and a neutral gear, the switch contact corresponding to the forward gear of the direction handle and the switch contact corresponding to the reverse gear of the direction handle are connected in series with a main control relay at a control main control end, and the switch contact corresponding to the neutral gear of the direction handle is connected in parallel with the main control relay at the control main control end.

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

[0018] The fourth control branch is configured to close the normally open contact in the second normally open contact group to realize the driving power control of the train when the controller isolation switch is in a closed state.

[0019] According to an embodiment of the present disclosure, the above-mentioned direction handle is connected in series with a second normally closed contact group of the above-mentioned governor isolating relay, and in the case that the above-mentioned governor isolating switch is in a closed state, a normally closed contact in the above-mentioned second normally closed contact group is opened to make the above-mentioned governor disconnect the control of the above-mentioned train running power.

[0020] According to an embodiment of the present disclosure, the above-mentioned traction brake handle comprises an idle gear, and a relay contact corresponding to the above-mentioned idle gear is connected in series with an emergency brake circuit.

[0021] The above-mentioned circuit further comprises a fifth control branch, the above-mentioned fifth control branch comprises a third normally open contact of the above-mentioned governor isolating relay, and the above-mentioned fifth control branch is used to close the above-mentioned third normally open contact in the case that the above-mentioned train is in an emergency braking state and the idle gear of the above-mentioned traction brake handle cannot be enabled.

[0022] The above-mentioned fifth control branch is connected in series with a warning device relay of the above-mentioned governor, and the above-mentioned warning device relay of the governor is connected in parallel with a fourth normally open contact of the above-mentioned governor isolating relay, and is used to close the fourth normally open contact of the above-mentioned governor isolating relay in the case that the above-mentioned train is in an emergency braking state and the warning function of the above-mentioned traction brake handle cannot be enabled.

[0023] Another aspect of the present disclosure provides a governor comprising the control circuit for the governor after a failure as described above.

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

[0025] According to an embodiment of the present disclosure, by means of the governor isolating switch, the operation of the governor on the train is isolated, by means of the direction switch, the running direction of the train is determined, by means of the traction brake switch, the running power of the train is determined, by means of the governor isolating relay, the operation of the main control end control, the running direction control, the running power control and the driver driving state detection of the train is controlled, the emergency running of the train after the failure of the governor is realized, the running direction and the running power of the train after the failure of the governor are ensured, the train cannot run due to the failure of the governor is avoided, and the influence on the train rescue and the train line operation is avoided. BRIEF DESCRIPTION OF DRAWINGS

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

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

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

[0029] Figure 2B A gear position diagram of a train controller isolating switch is shown schematically according to an embodiment of the present disclosure.

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

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

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

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

[0034] Figure 5B A gear position diagram of a direction switch is shown schematically according to an embodiment of the present disclosure.

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

[0036] Figure 6B A gear position diagram of a traction brake switch is shown schematically according to an embodiment of the present disclosure.

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

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

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

[0040] Hereinafter, embodiments of the present disclosure will be described with reference to the accompanying drawings. It is to be understood, however, the description is merely exemplary and is not intended to limit the scope of the present disclosure. In the following detailed description, numerous specific details are set forth in order to provide a thorough understanding of embodiments of the present disclosure. However, it would be apparent that one or more embodiments can be practiced without these specific details. In addition, in the following description, descriptions of well-known structures and techniques have been omitted to avoid unnecessary obscuring the concept of the present disclosure.

[0041] The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the disclosure. As used herein, the term "includes" and tautological equivalents thereof, means that the named feature is present, but does not exclude the presence or addition of one or more other features, steps, operations, and / or components.

[0042] All terms used herein including technical and scientific terms have the meanings commonly understood by one of ordinary skill in the art unless otherwise defined. It should be noted that the terms used herein are defined as having a meaning that is consistent with the context of the specification in which the terms are utilized and that the terms should not be interpreted in an idealized or overly formal sense.

[0043] In situations where similar terminology is used, such as "at least one of A, B, and C," it is generally intended that the inclusion of at least one of A, B, or C is meant to permit the inclusion of fewer than the total number of elements listed in the set of alternatives. For example, "at least one of A, B, and C" is intended to mean A alone, B alone, C alone, or any combination of A, B, and / or C.

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

[0045] When the train is running normally, the driver needs to select the main control cab by inserting the key into the key switch. During the train running process, the driver needs to press the warning device on the controller, otherwise it will be considered that the driver is off duty and trigger the emergency brake. The driving mode is divided into ATO driving and manual driving: when ATO driving, the direction handle of the controller is required to be in the forward position, and the traction handle is in the coasting position; when manual driving, the driver will frequently manipulate the direction handle and the traction brake handle of the controller.

[0046] In order to avoid the train entering the emergency operation mode after the failure of the train controller, a control circuit applied after the failure of the train controller is proposed, which comprises a train controller isolation switch, a direction switch and a traction brake switch.

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

[0048] As shown in Figure 1 The control circuit applied after the failure of the train controller 100 comprises a train controller isolation switch 110, a direction switch 120, a traction brake switch 130 and a train controller isolation relay 140.

[0049] The train controller isolation switch 110 is used to disconnect the following operations of the train controller on the train: master control, travel direction control, travel power control and driver driving state detection, in the case of determining that the train controller is in an abnormal state.

[0050] The direction switch 120 is used to determine the travel direction of the train in the case of the train controller isolation switch being in a closed state.

[0051] The traction brake switch 130 is used to determine the travel power of the train in the case of the train controller isolation switch being in a closed state.

[0052] The train controller isolation relay 140 is connected with the train controller isolation switch, the direction switch and the traction brake switch, and is used to perform the following operations on the train: master control, travel direction control, travel power control and driver driving state detection, in the case of the train controller isolation switch being in a closed state.

[0053] According to an embodiment of the present disclosure, the train controller isolator can disconnect the operation of the train controller on the train, the train controller can perform master control, travel direction control, travel power control and driver driving state detection on the train, the master control can be control on which of the two head cars of the train is determined as the master control end, the travel direction control can be control on the train to go forward or backward, the travel power control can be control on the train to be pulled or braked, and the driver driving state detection can be detection on whether the train outputs a vigilance signal. The vigilance signal can be sent by the driver of the train after operating the train controller every certain period of time, to ensure that the train is in an operated state.

[0054] According to an embodiment of the present disclosure, the failure of the train controller can be that at least one of the master control, the travel direction control, the travel power control and the driver driving state detection fails, for example, the master control end of the train cannot be determined, the train cannot be controlled to go forward or backward, the train cannot be controlled to accelerate, decelerate or uniform speed, the emergency brake cannot be released, and the vigilance signal cannot be output.

[0055] According to an embodiment of the present disclosure, the train controller isolator can include a normal gear and an isolation gear, and in the case that the train controller is in an abnormal state, the train controller isolator can be operated to the isolation gear, so as to close the train controller isolator, and disconnect at least one of the master control, the travel direction control, the travel power control and the driver driving state detection of the train controller on the train.

[0056] According to an embodiment of the present disclosure, since the operation of the train controller is disconnected, a direction switch can be provided to determine the travel direction of the train, and a traction brake switch can be provided to determine whether the train is pulled or braked.

[0057] According to an embodiment of the present disclosure, the train controller isolation relay can be powered in the case that the train controller isolator is in a closed state, so as to power the direction switch and the traction brake switch, and perform travel direction control and travel power control on the train. Since the train controller is in the head car of the train and is controlled by the driver of the train, and the travel state is detected at the master control end, when the train controller fails, the head car of the train controller isolated by the train controller isolator is the master control end, and the driver driving state detection also needs to be performed on the head car of the train controller isolated by the train controller isolator. Therefore, the train controller isolation relay can perform master control and driver driving state detection on the train in the case that the train controller isolator is in a closed state.

[0058] According to the embodiment of the present disclosure, the operation of the train by the controller is isolated by the controller isolation switch, the running direction of the train is determined by the direction switch, the running power of the train is determined by the traction and braking switch, the operation of the main control end control, the running direction control, the running power control and the driver driving state detection of the train by the controller isolation relay, the emergency operation of the train after the failure of the controller is realized, the running direction and the running power of the train after the failure of the controller are ensured, the train unable to run due to the failure of the controller is avoided, and the train rescue and the influence on the train line operation are avoided.

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

[0060] Figure 2B A use schematic diagram of the controller isolation switch according to the embodiment of the present disclosure is schematically shown.

[0061] Figure 2C A train signal transmission schematic diagram after the failure of the controller according to the embodiment of the present disclosure is schematically shown.

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

[0063] According to the embodiment of the present disclosure, as shown in Figure 2C , after the failure of the controller, the state of the normally open contact of KAMCP can be transmitted to the traction, braking, signal and network system through a hard wire. At this time, the traction, braking, signal and network system default into the emergency operation mode after the failure of the controller. In this working condition, the traction system can limit the speed of the vehicle to, for example, 35 km / h, the traction system exerts a constant traction force and does not exert an electric braking force, and the braking system exerts a constant braking force. In this working condition, the signal system does not allow to enter the ATO mode, the automatic train driving mode such as unmanned automatic turnaround.

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

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

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

[0067] According to an embodiment of the present disclosure, the function of the key switch is to determine which of the two head cars of the train is the main control end. Among them, the end of the key inserted first is the main control end, and the main control switch relay KALA coil of the main control end is powered. Only the driving direction instruction, driving power instruction and warning instruction and the like issued by the controller of the main control end are effective for the train.

[0068] According to an embodiment of the present disclosure, the key switch can have the following faults: the key cannot be inserted, and the key card segment is in the key hole. The key cannot be inserted, which will cause the train to have no main control signal, resulting in no effective direction, traction / brake signal, and the train cannot be towed. After the key switch fails, the controller isolation switch can be closed to make the controller isolation switch in the isolation gear, the first normally open contact is closed, the first control branch is turned on, and the circuit of the main control end is ensured to work normally, that is, the driver's cabin of the controller isolation switch is set as the main control end.

[0069] According to an embodiment of the present disclosure, by setting the first control branch, the first control branch can be turned on after the key switch fails, avoiding the train from being unable to issue signals due to the failure of the key switch of the controller.

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

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

[0072] According to embodiments of this disclosure, during train operation, to prevent issues such as driver absence or inattention, the alert switch of the alert device needs to be pressed periodically. The alert device may experience the following problems: failure or jamming. In the event of a failure, the train cannot output an "alert" signal, and failure to detect the "alert" signal within a fixed time will trigger emergency braking. In the event of a jammed alert device, the train continuously outputs an "alert" signal, even if the driver leaves their post or falls asleep, rendering the train's "alert circuit" ineffective. Therefore, a second control branch is provided. In the event of a malfunction of the alert device, the driver's controller isolation switch can be closed, disconnecting the driver's controller from the train. The driver's controller isolation relay is energized, and the second normally open contact closes, bypassing the alert device.

[0073] According to embodiments of this disclosure, by setting a second control branch, the second control branch can be activated after the warning device malfunctions, thereby preventing the train from stopping abruptly due to a malfunction of the driver's warning device, which would affect train operation.

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

[0075] like Figure 5A As shown, the control circuit applied after the driver controller malfunctions also includes a third control branch 510. 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. The direction handle is used to control the train's direction of travel when the driver controller is in normal condition. 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 the closed state, so as to realize the control of the train's direction of travel.

[0076] According to an embodiment of this disclosure, the steering handle is connected in series with the first normally closed contact group 530 of the driver's isolation relay. When the driver's isolation switch is in the closed state, the normally closed contacts in the first normally closed contact group 530 are disconnected, so that the driver disconnects the control of the train's direction of travel.

[0077] According to an embodiment of the present disclosure, the direction handle of the controller can include a forward gear, a reverse gear and a zero gear, and the possible failures of the direction handle are as follows: failure of the direction handle, and jamming of the direction handle. In the case of failure of the direction handle, the train has no direction signal and cannot be pulled; in the case of jamming of the direction handle, the train cannot output a correct direction signal and cannot be pulled, for example, the driver wants to drive forward, but the direction handle is jammed in the reverse gear or the zero gear.

[0078] According to an embodiment of the present disclosure, in the case of failure of the direction handle, the controller isolation switch can be closed, the controller isolation relay is powered on, and in the case of power-on of the controller isolation relay, the normally closed contact in the first normally closed contact group of the controller isolation relay can be disconnected, so as to cut off the forward gear, the reverse gear and the zero gear of the direction handle, and avoid the direction handle from continuing to output an incorrect direction signal. Since the direction switch is only effective in the emergency operation condition of the controller failure, the original forward gear and reverse gear contacts of the controller are replaced by the contact series circuit of the controller isolation relay and the direction switch, and the train control and management system (TCMS) is sent for collection. The KALA is the contact of the relay of the main control end, and the forward gear and the reverse gear output by the controller need to be effective at the main control end, and the zero gear output by the controller does not need the signal of the main control end.

[0079] According to an embodiment of the present disclosure, the first normally closed contact group of the controller isolation relay is used to realize signal isolation of the direction handle, and the first normally open contact group is used to realize transmission of the forward and reverse signals, so as to avoid that the controller failure causes the train to be unable to run.

[0080] Figure 5B A gear diagram of a direction switch according to an embodiment of the present disclosure is schematically shown.

[0081] As shown in Figure 5B , since the direction switch (SKFX) is used after the controller failure, the zero gear can not be provided in the direction switch, and the direction switch can include the forward gear and the reverse gear. The forward gear of the direction switch can correspond to the 1-2 contact, and the reverse gear of the direction switch can correspond to the 3-4 contact. The direction handle includes the forward gear, the reverse gear and the zero gear. In combination with Figure 5A , the switch contacts corresponding to the forward gear and 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 contact corresponding to the zero gear of the direction handle is connected in parallel with the main control relay of the control main control end. The switch contact corresponding to the forward gear of the direction handle of the controller is connected in parallel with the switch contact corresponding to the forward gear of the direction switch, and the switch contact corresponding to the reverse gear of the direction handle of the controller is connected in parallel with the switch contact corresponding to the reverse gear of the direction switch.

[0082] According to the embodiment of the present disclosure, after the direction handle fails, the controller isolates the closing switch, the controller isolation relay is powered on, the normally closed contact in the first normally closed contact group of the controller isolation relay can be disconnected, the forward gear, the reverse gear and the zero gear of the direction handle are cut off, the normally open contact in the first normally open contact group of the controller isolation relay is closed, and the forward gear or the reverse gear branch is turned on according to the gear of the direction switch.

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

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

[0085] The fourth control branch 610 is used to close the normally open contact in the second normally open contact group to realize the running power control of the train when the controller isolation switch is in a closed state.

[0086] According to the embodiment of the present disclosure, the direction handle is connected in series with the second normally closed contact group 630 of the controller isolation relay, and the normally closed contact in the second normally closed contact group is disconnected to make the controller disconnect the control of the running power of the train when the controller isolation switch is in a closed state.

[0087] According to the embodiment of the present disclosure, the traction brake handle of the controller can include a traction gear, a brake gear and an idle gear, and the possible failures of the traction brake handle are as follows: the traction brake handle fails, the traction brake handle is stuck, in the case of the traction brake handle failure, the train has no traction signal or brake signal, and cannot be traction or braking; in the case of the traction brake handle stuck, the train has no correct traction signal or brake signal, and cannot be normally traction or braking.

[0088] According to the embodiment of the present disclosure, in the case of failure of the traction brake handle, the controller isolating switch can be closed, the controller isolating relay is powered on, in the case of power-on of the controller isolating relay, the normally closed contact in the second normally closed contact group of the controller isolating relay can be disconnected, the removal of the traction gear, the brake gear and the idle gear of the traction brake handle is realized, and the continuous output of the error traction signal of the traction brake handle is avoided. Since the traction brake switch is only effective in the emergency operation condition of the controller failure, the contact series circuit of the controller isolating relay and the traction brake switch can replace the original controller traction gear, brake gear and idle gear contacts, and send the train control and management system (TCMS) for collection. KALA is the contact of the main control relay, and the traction gear, the brake gear and the idle gear output by the controller need to be effective at the main control end.

[0089] Figure 6B The gear schematic diagram of the traction brake switch according to the embodiment of the present disclosure is schematically shown.

[0090] As shown in Figure 6B , the traction gear of the traction brake switch SKQZ can correspond to the 1-2 contact, the idle gear of the traction brake switch can correspond to the 3-4 contact, and the brake gear of the traction brake switch can correspond to the 5-6 contact. The traction brake handle includes the traction gear, the brake gear and the idle gear. In combination with Figure 6A , the switch contact corresponding to the traction gear of the traction brake handle and the switch contact corresponding to the brake gear are connected in series with the main control relay for controlling the main control end, and the switch contact corresponding to the traction gear of the traction brake switch and the switch contact corresponding to the brake gear are connected in series with the main control relay for controlling the main control end. The idle signal is effective not only at the main control end, and therefore, the switch contact corresponding to the idle gear of the traction brake handle and the switch contact corresponding to the idle gear of the traction brake switch are connected in parallel with the main control relay for controlling the main control end. The switch contact corresponding to the traction gear of the traction brake handle and the switch contact corresponding to the traction gear of the traction brake switch are connected in parallel, the switch contact corresponding to the brake gear of the traction brake handle and the switch contact corresponding to the brake gear of the traction brake switch are connected in parallel, and the switch contact corresponding to the idle gear of the traction brake handle and the switch contact corresponding to the idle gear of the traction brake switch are connected in parallel.

[0091] According to the embodiment of the present disclosure, after the failure of the traction brake handle, the controller isolating switch is closed, the controller isolating relay is powered on, the normally closed contact in the second normally closed contact group of the controller isolating relay can be disconnected, the removal of the traction gear, the brake gear and the idle gear of the traction brake handle is realized, the normally open contact in the second normally open contact group of the controller isolating relay is closed, and the conduction of the branch where the traction gear, the brake gear or the idle gear is located is realized according to the gear of the traction brake switch.

[0092] According to an embodiment of the present disclosure, signal isolation of the traction brake handle is realized by the second normally closed contact group of the governor isolation relay, and transmission of the traction, coasting and braking signals is realized by the second normally open contact group, so that train operation cannot be realized due to governor failure is avoided.

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

[0094] As shown in Figure 7 The traction brake handle includes a coasting gear, and the relay contact KANM corresponding to the coasting gear is connected in series with the emergency braking circuit. The control circuit applied after governor failure further includes a fifth control branch 710, the fifth control branch 710 including a third normally open contact N3 of the governor isolation relay, and the fifth control branch 710 is used to close the third normally open contact N3 in the case that the train is in an emergency braking state and the coasting gear of the traction brake handle cannot be enabled, i.e., in the case that the emergency braking cannot be relieved by the coasting gear of the traction brake handle after the train is parked in an emergency braking state.

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

[0096] According to an embodiment of the present disclosure, according to the principle of “fault-oriented safety”, the emergency braking circuit is designed as “power-off triggered emergency braking”, and according to different projects, the emergency braking circuit is connected in series with the contact of the coasting gear relay KANM, the traction brake handle of the governor is pulled to the coasting gear, the emergency braking circuit is initially powered, and self-locking is realized subsequently (the emergency braking circuit is relatively complex, and the train conditions connected in series are relatively more, and the present disclosure only describes the relevant part). When the traction brake handle of the governor cannot be pulled to the “coasting position”, the emergency braking circuit cannot be powered, resulting in that the train is always in an “emergency braking” working condition. Therefore, in order to avoid that the train emergency braking cannot be relieved, the third normally open contact of the governor isolation relay is connected in parallel with the relay contact corresponding to the coasting gear, so that the coasting gear can still be normally used after the governor failure.

[0097] According to an embodiment of the present disclosure, the relay contact of the alert device is generally connected in series in the emergency braking circuit, and in the case that the alert device of the governor fails to cause no effective signal to be emitted for a period of time, the alert device relay KADM normally open contact in the emergency braking circuit is disconnected, which will trigger the train emergency braking. Therefore, a fourth normally open contact N4 is further connected in parallel with the normally open contact of the alert device relay KADM.

[0098] According to the embodiment of the present disclosure, by modifying the emergency braking circuit, the train emergency braking caused by the failure of the controller is avoided, and the damage caused by the train emergency braking is reduced.

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

[0100] As shown in Figure 8 , the controller 800 includes a control circuit 810 applied after the controller fails.

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

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

[0103] The flowcharts and block diagrams in the drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods and computer program products according to various embodiments of the present disclosure. In this regard, each block in the flowcharts or block diagrams can represent a module, a segment, or a portion of code, which comprises one or more executable instructions for implementing the specified logical functions. It should also be noted that in some alternative implementations, the functions noted in the blocks can occur in a different order than that shown in the figures. For example, two blocks noted in succession can actually be executed substantially concurrently, or they can sometimes be executed in reverse order, depending on the functionality involved. It should also be noted that each block in the flowcharts or block diagrams, and combinations of blocks in the flowcharts or block diagrams, can be implemented by dedicated hardware-based systems that perform the specified functions or operations, or can be implemented by a combination of dedicated hardware and computer instructions. Those skilled in the art will understand that features of the various embodiments of the present disclosure can be combined and / or integrated in various ways without departing from the spirit and scope of the present disclosure. In particular, features of the various embodiments of the present disclosure can be combined and / or integrated in ways that are not expressly disclosed in the present disclosure. All such combinations and / or integrations are within the scope of the present disclosure.

[0104] The above describes embodiments of the present disclosure. However, these embodiments are only for illustrative purposes, and are not intended to limit the scope of the present disclosure. Although each embodiment is described above separately, this does not mean that the measures in each embodiment cannot be used advantageously in combination. Those skilled in the art can make various substitutions and modifications without departing from the scope of the present disclosure, and these substitutions and modifications should all fall within the scope of the present disclosure.

Claims

1. A control circuit applied after a driver controller malfunctions, comprising: The driver controller isolating switch is used to disconnect the following operations of the driver controller on the train when it is determined that the driver controller is in an abnormal state: main control terminal control, driving direction control, driving power control and driver driving status detection; A direction switch is used to determine the direction of travel of the train when the driver's isolation switch is in the closed state; A traction brake switch is used to determine the driving force of the train when the driver's isolation switch is in the closed state. The driver control isolation relay is connected to the driver control isolation switch, the direction switch and the traction brake switch, and is used to perform the following operations on the train when the driver control isolation switch is in the closed state: main control terminal control, driving direction control, driving power control and driver driving status detection; The circuit further includes a first control branch, which 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's isolation relay. The key switch is used to control the main control terminal of the train when the driver controller is in normal condition. The first control branch is used to close the first normally open contact when the driver's isolation switch is in the closed state, so as to realize the main control terminal control of the train; The circuit further includes a second control branch, which 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. The alert device is used to detect the driver's driving status of the train when the driver controller is in normal condition. The second control branch is used to close the second normally open contact when the driver's isolation switch is in the closed state, so as to realize the driver's driving status detection of the train.

2. The circuit according to claim 1, wherein, The circuit also includes a third control branch, which is connected to the direction handle of the driver's controller. The third control branch includes a first normally open contact group of the driver's controller isolation relay. The direction handle is used to control the direction of travel of the train when the driver's controller is in normal condition. The third control branch is used to close the normally open contacts in the first normally open contact group when the driver's isolation switch is in the closed state, so as to control the driving direction of the train.

3. The circuit according to claim 2, wherein, The steering handle is connected in series with the first normally closed contact group of the driver's controller isolation relay. When the driver's controller isolation switch is in the closed state, the normally closed contact in the first normally closed contact group is disconnected, so that the driver's controller disconnects the control of the train's driving direction.

4. The circuit according to claim 2, wherein, The direction switch includes a forward position and a backward position, and the direction handle includes a forward position, a backward position and a zero position. The switch contacts corresponding to the forward position and the backward position of the direction handle are connected in series with the main control relay of the main control terminal, and the switch contacts corresponding to the zero position of the direction handle are connected in parallel with the main control relay of the main control terminal.

5. The circuit according to claim 1, wherein, The circuit also includes a fourth control branch, which is connected in parallel with the traction brake handle of the driver controller. The fourth control branch includes the second normally open contact group of the driver controller's isolation relay. The traction brake handle is used to control the train's driving power when the driver controller is in normal condition. The fourth control branch is used to close the normally open contacts in the second normally open contact group when the driver's isolation switch is in the closed state, so as to realize the driving power control of the train.

6. The circuit according to claim 5, wherein, The steering handle is connected in series with the second normally closed contact group of the driver's controller isolation relay. When the driver's controller isolation switch is in the closed state, the normally closed contact in the second normally closed contact group is disconnected, so that the driver's controller disconnects the control of the train's driving power.

7. The circuit according to claim 6, wherein, The traction brake handle includes a coasting position, and the relay contact corresponding to the coasting position is connected in series with the emergency braking circuit. The circuit also includes a fifth control branch, which includes the third normally open contact of the driver's isolation relay. 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 position of the traction brake handle cannot be activated. The fifth control branch is connected in series with the driver's alarm device relay, and the driver's alarm device relay is connected in parallel with the fourth normally open contact of the driver's isolation relay. It is used to close the fourth normally open contact of the driver's isolation relay when the train is in an emergency braking state and the alarm function of the traction brake handle cannot be activated.

8. A driver controller, comprising a control circuit as described in any one of claims 1 to 7, applied after a driver controller malfunctions.

9. A train, comprising the driver controller as described in claim 8.

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