Emergency braking control method

Abstract

The application provides an emergency braking control method, which is realized by using an emergency braking circuit structure, and the emergency braking circuit structure comprises a control circuit connected with an occupation end and an action circuit in parallel with emergency braking electromagnetic valves of each vehicle; the control circuit is provided with positive and negative power supplies through the occupation end, the control circuit is connected with a train line through series monitoring conditions, and the emergency braking circuit relay is double-ended; the action circuit is in parallel with the emergency braking electromagnetic valves of each vehicle, the emergency braking electromagnetic valves of each vehicle are de-energized when the emergency braking circuit relay loses power and the normally open contact is disconnected, and emergency braking is generated; the method can solve the problems and deficiencies of the existing EMU project emergency braking circuit, specific monitoring functions are executed through the emergency braking circuit independent of the train control system, and the control mode of the hardware relay control circuit is adopted in the emergency braking circuit, so that the safe parking of the EMU under fault conditions is ensured.

Description

Technical Field

[0001] This invention relates to the field of rail transit equipment technology, and in particular to an emergency braking control method. Background Technology

[0002] With the continuous increase in the number of high-speed trains and their operational mileage, operators are placing increasingly higher demands on the supporting equipment for these trains. Simultaneously, ensuring the safe operation of high-speed trains has become paramount. Existing high-speed train projects have incorporated safety circuits in addition to the train control system to perform specific monitoring functions and ensure safe operation. These safety circuits utilize electrical circuits to organically combine equipment factors and human operational factors that affect train safety during operation, forming an electrical circuit capable of monitoring and automatically controlling the vehicle. When the train encounters malfunctions originating from the vehicle itself or the driver's operation, the safety circuit automatically monitors these unsafe factors, causing preset disconnections in the safety circuit's hardwired circuitry to automatically open, or limiting the train's speed or initiating an emergency stop via the train network, thereby ensuring the safe operation of high-speed trains.

[0003] Emergency braking circuits are a type of train safety circuit, primarily designed to provide braking that maximizes the safety of passengers, staff, and non-railway users. Current EMU emergency braking circuits suffer from several drawbacks: they often employ single-circuit control, resulting in a simple circuit structure. If a relay contact fails, the entire circuit may malfunction. Furthermore, the use of the tail car for power supply necessitates troubleshooting from there when an emergency braking circuit fails, requiring significant time and effort. Additionally, the emergency braking bypass switch is connected in parallel with the emergency braking circuit relay; a single-point fault in the emergency braking circuit requires bypassing the entire safety circuit, leading to a wide bypass range, high risk, and requiring the train driver to monitor multiple train states. Finally, the lack of categorization of triggering conditions into those that can and cannot be relieved during operation means that emergency braking triggered during operation requires the train to come to a complete stop before relief, impacting mainline operations and potentially causing operational accidents.

[0004] Therefore, how to solve the problems of low security caused by using a single-loop design, lack of classification of loop triggering and mitigation conditions, and high risk of the entire loop being bypassed are technical problems that urgently need to be solved by those skilled in the art. Summary of the Invention

[0005] To address the aforementioned technical problems, the present invention aims to provide an emergency braking control method that can resolve the issues and shortcomings of existing emergency braking circuits in high-speed train projects. This method utilizes an emergency braking circuit independent of the train control system to perform specific monitoring functions. Furthermore, the emergency braking circuit employs a hardware relay control circuit to ensure the safe stopping of the high-speed train in the event of a malfunction.

[0006] An emergency braking control method is implemented using an emergency braking circuit structure, the emergency braking circuit structure comprising: a control circuit connected to the occupying end and an actuation circuit that connects the emergency braking solenoid valves of each vehicle in parallel; The control circuit is provided with positive and negative power through the occupied terminal, and the control circuit is connected to the train line in series with the monitoring conditions to energize both ends of the emergency braking circuit relay. The actuation circuit connects the emergency braking solenoid valves of each vehicle in parallel. When the emergency braking circuit relay is de-energized, the normally open contact opens, and the emergency braking solenoid valves of each vehicle are de-energized, generating emergency braking.

[0007] Preferably, the step of providing positive and negative power to the control circuit through the occupied terminal, and the control circuit energizing both ends of the emergency braking circuit relay by monitoring conditions in series with the train line, specifically includes: In the non-reconnection situation, the control circuit is supplied with 110V positive power from the occupied end. After passing through the normally open contact of the occupied relay (=22-K101) at the occupied end, it is connected in series with the monitoring conditions. Then, it passes through the normally closed contact of the non-occupied end car-connecting relay (=49-K101) and the normally closed contact of the occupied relay (=22-K101), and then returns to the main control car through the train line. After the entire train loop is normally energized, the positive terminals of the emergency braking circuit relays (=43-K101) at both the occupied and non-occupied ends are energized, and their normally closed contacts are opened.

[0008] Preferably, the control circuit is provided with positive and negative power supplies through the driver's cab at the occupant end, and the control circuit is connected in series with the train line to energize both ends of the emergency braking circuit relay, specifically including: In the case of reconnection, the control circuit is energized from the occupying end of the main control car, connected in series with the normally open contact of the occupying end relay, connected in series with the monitoring conditions for emergency braking of the main control car, connected in series with the monitoring conditions for emergency braking of the slave control car after passing through the electric coupler connector, connected in series with the normally closed contact of the slave control car connecting relay (=49-K101) and the normally closed contact of the occupying relay (=22-K101), and returned to the main control car after passing through the train line and the electric connector, so that the positive terminals of the emergency braking circuit relays of the main control car and the slave control car are energized.

[0009] Preferably, the step of providing positive and negative power to the control circuit through the occupied terminal, and the control circuit energizing both ends of the emergency braking circuit relay by monitoring conditions in series with the train line, specifically includes: In the non-reconnection condition, the control circuit is supplied with 110V negative power from the occupied end. After passing through the normally open contact of the occupied relay (=22-K101) at the occupied end, it is connected in series with the monitoring conditions, reaches the non-occupied end through the train line, passes through the normally closed contact of the non-occupied end connection relay (=49-K101) and the normally closed contact of the occupied relay (=22-K101), and returns to the main control car through the train line, so that the negative terminals of the emergency braking circuit relays at both the occupied and non-occupied ends are energized.

[0010] Preferably, the actuation circuit connects the emergency brake solenoid valves of each vehicle in parallel. When the emergency brake circuit relay is de-energized and its normally open contact opens, the emergency brake solenoid valves of each vehicle are de-energized, generating emergency braking. Specifically, this includes: When the emergency braking circuit relay (=43-K101) is de-energized, the normally closed contact of the emergency braking circuit relay closes, the brake control unit of each vehicle receives an emergency braking command request, the emergency braking action circuit is activated, and the emergency braking solenoid valve of each vehicle is de-energized to generate emergency braking.

[0011] Preferably, the monitoring conditions are mitigable conditions and non-mitigable conditions.

[0012] Preferably, the mitigating condition includes: the normally open contact of the driver's emergency brake relay (=22-K110) and the normally open contact of the passenger emergency brake circuit relay (=43-K107).

[0013] Preferably, the unrelief condition includes: a normally open contact of an occupancy relay (=22-K101), a normally open contact of a warning brake relay (=22-K114), a normally open contact of an overspeed relay (=22-K120), a normally open contact of an insufficient air pressure relay (=22-K105), a normally open contact of a door opening relay during operation (=81-K102), and a normally open contact of a relay for unexpected application of parking brake during operation (=49-K110).

[0014] Preferably, the method further includes the step of: A bypass switch was added to some conditions of the emergency braking circuit structure.

[0015] Preferably, the bypass switches include: passenger emergency braking bypass switch (=43-S105), insufficient air pressure bypass switch (=22-S110), and alert bypass switch (=22-S102).

[0016] This invention provides an emergency braking control method implemented using an emergency braking circuit structure. The emergency braking circuit structure includes: a control circuit connected to a control terminal and an actuation circuit that connects the emergency braking solenoid valves of each car in parallel. The control circuit provides positive and negative power supplies to the control circuit via the control terminal. The control circuit monitors conditions in series with the train line, energizing both ends of the emergency braking circuit relay. The actuation circuit connects the emergency braking solenoid valves of each car in parallel. When the emergency braking circuit relay is de-energized, its normally open contact opens, de-energizing the emergency braking solenoid valves of each car, thus generating emergency braking. This method can solve the problems and shortcomings of existing emergency braking circuits in high-speed train projects. By using an emergency braking circuit independent of the train control system, it performs specific monitoring functions, and the emergency braking circuit uses a hardware relay control circuit to ensure the safe stopping of the high-speed train in fault conditions. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 A schematic diagram of an emergency braking circuit structure provided in one embodiment; Figure 2 A schematic diagram of the structure of an existing emergency braking circuit is provided for one embodiment; Figure 3 A schematic diagram of an unrelief condition provided in one embodiment; Figure 4 A schematic diagram illustrating the working principle of an action loop provided in one embodiment. Detailed Implementation

[0019] To enable those skilled in the art to better understand the technical solutions in this application, the technical solutions in the embodiments of this application will be clearly and completely described below. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0020] It should be noted that when a component is referred to as being "fixed to" or "set on" another component, it can be directly on or indirectly set on the other component; when a component is referred to as being "connected to" another component, it can be directly connected to or indirectly connected to the other component.

[0021] It should be noted that the structures, proportions, sizes, etc., shown in the accompanying drawings of this specification are only for the purpose of assisting those skilled in the art in understanding and reading the content disclosed in the specification, and are not intended to limit the conditions under which this application can be implemented. Therefore, they have no substantial technical significance. Any modifications to the structure, changes in the proportions, or adjustments to the size should still fall within the scope of the technical content disclosed in this application, provided that they do not affect the effects and purposes that this application can produce.

[0022] like Figure 1 As shown, this embodiment of the invention provides an emergency braking control method, which is implemented using an emergency braking circuit structure. The emergency braking circuit structure includes: a control circuit connected to the occupying end and an action circuit that connects the emergency braking solenoid valves of each vehicle in parallel. The control circuit is provided with positive and negative power through the occupied terminal, and the control circuit is connected to the train line in series with the monitoring conditions to energize both ends of the emergency braking circuit relay. The actuation circuit connects the emergency braking solenoid valves of each vehicle in parallel. When the emergency braking circuit relay is de-energized, the normally open contact opens, and the emergency braking solenoid valves of each vehicle are de-energized, generating emergency braking.

[0023] In practical applications, taking the existing emergency braking circuit as an example, such as... Figure 2 As shown, after conduction, it is a single loop, and the direction of electrical signal transmission is as follows. Figure 2 As indicated by the middle arrow, only one end of the emergency braking circuit relay is energized. During normal operation without multiple-car trains, the non-occupied driver's cab is powered, connecting the normally open contacts of the series diode (=43-V101) and the tail car relay (=22-K113) to form a circuit. When the circuit is triggered, troubleshooting requires starting from the tail car, which necessitates significant manpower and resources. During train operation, if emergency braking is triggered and affects operations, and a rescue vehicle is not dispatched, it is necessary to release the emergency braking circuit to allow the train to move again. In this case, the emergency braking bypass switch (=43-S102) needs to be pressed. Bypassing the entire circuit energizes the emergency braking circuit relay (=43-K101), releasing the emergency braking circuit. However, the bypassed control devices cover a wide range, posing a significant potential impact and other safety hazards. During operation, any condition in the circuit can trigger emergency braking, which is connected in series with the non-zero speed relay (=22-K118). Therefore, after the emergency braking circuit is triggered, the traction brake handle must be returned to the 0 position after the train stops to release the circuit. This is because the conditions for emergency braking during operation are not categorized as releasable or non-releasable (whether they are associated with the non-zero speed relay). If a design flaw causes the emergency braking circuit to be triggered during operation and the circuit cannot be released, the train will need to be rescued, resulting in a serious operational accident.

[0024] Therefore, to address the shortcomings of current emergency braking circuits in high-speed trains, an emergency braking control method is proposed to improve upon the deficiencies of existing emergency braking circuits in high-speed train projects. This method is implemented through a dual-circuit emergency braking circuit structure, specifically including: a control circuit connected to the occupied end and an actuation circuit that connects the emergency braking solenoid valves of each car in parallel. The occupied end provides positive and negative power to the control circuit. The control circuit monitors conditions in series with the train line, energizing both ends of the emergency braking circuit relay. Then, the actuation circuit connects the emergency braking solenoid valves of each car in parallel. When the emergency braking circuit relay is de-energized, the normally open contact opens, de-energizing the emergency braking solenoid valves of each car, generating emergency braking. This emergency braking circuit is powered by the driver's cab at the occupied end, solving the problem of the high time, effort, and manpower required for troubleshooting caused by the previous reliance on power from the tail car. Through systematic circuit design, the emergency braking circuit forms a dual-circuit, realizing the function of energizing both ends of the emergency braking circuit relay, improving circuit safety redundancy, and ensuring the safe stopping of the high-speed train in the event of a fault.

[0025] Preferably, the step of providing positive and negative power to the control circuit through the occupied terminal, and the control circuit energizing both ends of the emergency braking circuit relay by connecting the monitoring conditions in series with the train line, specifically includes: In the non-reconnection situation, the control circuit is supplied with 110V positive power from the occupied end. After passing through the normally open contact of the occupied relay (=22-K101) at the occupied end, it is connected in series with the monitoring conditions. Then, it passes through the normally closed contact of the non-occupied end car-connecting relay (=49-K101) and the normally closed contact of the occupied relay (=22-K101), and then returns to the main control car through the train line. After the entire train loop is normally energized, the positive terminals of the emergency braking circuit relays (=43-K101) at both the occupied and non-occupied ends are energized, and their normally closed contacts are opened.

[0026] In practical applications, such as Figure 1 As shown, in the non-reconnection situation, the process of energizing the positive terminal of the emergency braking circuit relay is as follows: the control circuit is supplied with 110V positive power from the occupied end, which passes through the normally open contact of the occupied relay (=22-K101) at the occupied end, and then is connected in series with the relief condition. After passing through the non-relief condition, it passes through the normally closed contact of the non-occupied end car-connecting relay (=49-K101) and the normally closed contact of the occupied relay (=22-K101), and then returns to the main control car through the emergency braking circuit 2 train line. After the entire train loop is normally energized, the positive terminal of the emergency braking circuit relay (=43-K101) at both the occupied and non-occupied ends is energized, and its normally closed contact is opened. No emergency braking request command is sent to the brake control unit of each car. During the process, the action circuit does not operate.

[0027] In the case of reconnection, the control circuit is energized from the occupied end of the main control car, and the normally open contact of the occupied end relay (=22-K101) is connected in series. The emergency braking trigger condition of the main control car is then connected in series after passing through the electric coupler connector, and the emergency braking trigger condition of the slave control car is connected in series. Then, the normally closed contact of the slave control car connecting relay (=49-K101) and the normally closed contact of the occupied relay (=22-K101) are connected in series. After passing through the train line and the electric connector, the circuit returns to the main control car, so that the positive terminals of the emergency braking circuit relays of the main control car and the slave control car are energized. In this embodiment, the emergency braking trigger condition connected in series is the monitoring condition set in this application. The designed emergency braking circuit realizes dual-end control. Through the symmetrical structural design, the emergency braking circuit relay (=43-K101) can be energized at both ends, making the circuit control more precise and improving safety redundancy.

[0028] Preferably, the step of providing positive and negative power to the control circuit through the occupied terminal, and the control circuit energizing both ends of the emergency braking circuit relay by connecting the monitoring conditions in series with the train line, specifically includes: In the non-reconnection condition, the control circuit is supplied with 110V negative power from the occupied end. After passing through the normally open contact of the occupied relay (=22-K101) at the occupied end, it is connected in series with the monitoring conditions, reaches the non-occupied end through the train line, passes through the normally closed contact of the non-occupied end connection relay (=49-K101) and the normally closed contact of the occupied relay (=22-K101), and returns to the main control car through the train line, so that the negative terminals of the emergency braking circuit relays at both the occupied and non-occupied ends are energized.

[0029] In practical application, under non-reconnection conditions, the control circuit is supplied with 110V negative power from the occupied end. After passing through the normally open contact of the occupied relay (=22-K101) at the occupied end, it is connected in series with the set monitoring conditions. Then, it reaches the non-occupied end via the emergency braking 4-train line. After passing through the normally closed contact of the non-occupied end's connecting relay (=49-K101) and the normally closed contact of the occupied relay (=22-K101), it returns to the main control car via the emergency braking circuit 3-train line, energizing the negative terminals of the emergency braking circuit relays at both ends, thus achieving dual-terminal control of the emergency braking circuit relays. The reconnection process is the same as the positive terminal energization process, which will not be repeated here. The designed emergency braking circuit achieves dual-terminal control. Through the symmetrical structural design, the emergency braking circuit relay (=43-K101) can be energized from both ends, making the circuit control more precise and improving safety redundancy.

[0030] Preferably, the actuation circuit connects the emergency brake solenoid valves of each vehicle in parallel. When the emergency brake circuit relay is de-energized and its normally open contact opens, the emergency brake solenoid valves of each vehicle are de-energized, generating emergency braking. Specifically, this includes: When the emergency braking circuit relay (=43-K101) is de-energized, the normally closed contact of the emergency braking circuit relay closes, the brake control unit of each vehicle receives an emergency braking command request, the emergency braking action circuit is activated, and the emergency braking solenoid valve of each vehicle is de-energized to generate emergency braking.

[0031] In practical application, when the emergency brake circuit relay (=43-K101) is de-energized, the normally closed contact of the emergency brake circuit relay (=43-K101) closes, and each vehicle brake control unit (BCU) receives the emergency brake command request, triggering the emergency brake actuation circuit. Figure 4 As shown, the emergency brake solenoid valve (EBV) of each vehicle's brake control unit (BCU) is de-energized, ultimately generating emergency braking and thus achieving rapid stopping of the train.

[0032] Preferably, the monitoring conditions are mitigable conditions and non-mitigable conditions.

[0033] In practical application, due to, for example Figure 2 The existing emergency braking circuit of the high-speed train does not classify the circuit triggering conditions according to whether they can be relieved or not during operation. This means that the emergency braking circuit triggered during operation can only be relieved after the train has come to a complete stop, affecting mainline operation and potentially causing operational accidents. Therefore, this monitoring condition was designed to address this deficiency. Specifically, the monitoring conditions include relieveable and non-relieved conditions, such as... Figure 1 As shown, the conditions that can be alleviated include: the normally open contact of the driver's emergency brake relay (=22-K110) and the normally open contact of the passenger emergency brake circuit relay (=43-K107). Figure 3 As shown, the non-relief conditions include: normally open contact of the occupancy relay (=22-K101), normally open contact of the alert brake relay (=22-K114), normally open contact of the overspeed relay (=22-K120), normally open contact of the insufficient air pressure relay (=22-K105), normally open contact of the door opening relay during operation (=81-K102), and normally open contact of the parking brake accidental application relay during operation (=49-K110). Among these, the irrevocable conditions can be adapted to the operator's needs, and relevant conditions can be added, deleted, or modified.

[0034] Emergency braking circuit relief is achieved through both remedial and non-remedial conditions. Emergency braking circuit relief is divided into two cases: 1. Emergency Braking Triggered by Revocable Conditions: After the emergency braking command triggered by the driver's control unit or passenger emergency brake handle is released, the emergency braking circuit can be relieved. For emergency braking triggered by the driver's control unit handle being in the brake position, the emergency braking circuit is energized and the emergency braking is automatically relieved after the handle is released from the brake position. For emergency braking triggered by the emergency brake being pulled in the passenger compartment or crew compartment, the emergency braking can be relieved by operating the passenger emergency brake bypass switch (=43-S105) on the driver's cab control panel. This energizes the passenger emergency brake circuit relay (=43-K107), closing its normally open contact and short-circuiting the normally open contact of the passenger emergency brake circuit relay (=43-K107), temporarily establishing the emergency braking circuit and allowing the train to continue operation, minimizing the impact on train operation. The driver can then control the train to stop at an appropriate location.

[0035] 2. Emergency braking triggered by irrevocable conditions: During normal operation, by connecting various monitoring conditions in series, including the normally open contact of the occupancy relay (=22-K101), the normally open contact of the alert brake relay (=22-K114), the normally open contact of the overspeed relay (=22-K120), the normally open contact of the insufficient air pressure relay (=22-K105), the normally open contact of the door opening relay during operation (=81-K102), and the normally open contact of the parking brake accident application relay (=49-K110), the normally open contact of the emergency braking irrevocable condition relay (=43-K105) is energized and closed. The trigger condition of the non-zero speed relay normally open contact and the normally open contact of the traction brake handle 0 position relay is self-maintained. When the emergency braking circuit is triggered by the above conditions, the normally open contact of the emergency braking irrevocable condition relay (=43-K105) is de-energized and opens. The train needs to come to a complete stop and the speed needs to be 0. At the same time, after the traction brake handle is set to the 0 position (=22-K111), the emergency braking irrevocable condition relay is re-energized and closes, and the emergency braking circuit is relieved.

[0036] In this embodiment, the emergency braking circuit triggering conditions are designed according to the conditions that can be relieved and cannot be relieved during operation, so that the driver can handle emergency braking triggered by the driver and passengers during the operation of the EMU, thereby reducing the impact of such triggering conditions on the operation process.

[0037] Preferably, the method further includes the step of: A bypass switch was added to some conditions of the emergency braking circuit structure.

[0038] In practical application, due to, for example Figure 2In the existing emergency braking circuit of the high-speed train shown, the emergency braking bypass switch (=43-S105) is connected in parallel with the emergency braking circuit relay. When a single point fault in the emergency braking circuit requires bypassing, the entire safety circuit will be bypassed. The bypass range is wide and the risk is high, requiring the train driver to monitor multiple train states. Therefore, to address this deficiency, in addition to setting an emergency braking bypass switch, independent bypass switches are set for certain conditions in the emergency braking circuit to reduce the risk of the entire safety circuit being bypassed in the case of partial faults, thereby improving the circuit's safety. Specifically, the bypass switches include a passenger emergency braking bypass switch (=43-S105), an insufficient air pressure bypass switch (=22-S110), and an alert bypass switch (=22-S102). When the emergency braking circuit is triggered by the above conditions, the corresponding fault condition can be bypassed through the set individual bypass switches, and the emergency braking circuit can be re-established. In this embodiment, by adding bypass switches for certain conditions in the emergency braking circuit, bypassing under specific circumstances can be achieved, solving the problem of wide bypass range and high risk in previous projects.

[0039] It should be understood that the use of terms such as "method," "apparatus," "unit," and / or "module" in this application is merely to distinguish one method of different components, elements, parts, sections, or assemblies at different levels. However, if other terms can achieve the same purpose, they may be replaced by other expressions.

[0040] As indicated in this application and claims, unless the context clearly indicates otherwise, the words "a," "an," "a," and / or "the" are not specifically singular and may include the plural. Generally, the terms "comprising" and "including" only indicate the inclusion of expressly identified steps and elements, which do not constitute an exclusive list, and the method or apparatus may also include other steps or elements. An element defined by the phrase "comprising an..." does not exclude the presence of other identical elements in the process, method, product, or apparatus that includes the element.

[0041] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0042] If a flowchart is used in this application, it is used to illustrate the operations performed by the system according to embodiments of this application. It should be understood that the preceding or following operations are not necessarily performed in exact order. Instead, the steps can be processed in reverse order or simultaneously. Furthermore, other operations can be added to these processes, or one or more steps can be removed from them.

[0043] The above description of the disclosed embodiments enables those skilled in the art to make or use this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. An emergency braking control method, characterized in that, This is achieved using an emergency braking circuit structure, which includes: a control circuit connected to the occupied end and an action circuit that connects the emergency braking solenoid valves of each vehicle in parallel. The control circuit is provided with positive and negative power through the occupied terminal, and the control circuit is connected to the train line in series with the monitoring conditions to energize both ends of the emergency braking circuit relay. The actuation circuit connects the emergency brake solenoid valves of each vehicle in parallel. When the emergency brake circuit relay is de-energized and the normally open contact opens, the emergency brake solenoid valves of each vehicle are de-energized, generating emergency braking. The control circuit is provided with positive and negative power supplies through the occupied terminal. The control circuit is connected to the train line in series with the monitoring conditions to energize both ends of the emergency braking circuit relay. Specifically, this includes: In the non-reconnection condition, the control circuit is supplied with 110V negative power from the occupied end. After passing through the normally open contact of the occupied relay (=22-K101) at the occupied end, it is connected in series with the monitoring conditions, reaches the non-occupied end through the train line, passes through the normally closed contact of the non-occupied end connection relay (=49-K101) and the normally closed contact of the occupied relay (=22-K101), and returns to the main control car through the train line, so that the negative terminals of the emergency braking circuit relays at both the occupied and non-occupied ends are energized. The monitoring conditions are classified as remediable and non-remediable conditions.

2. The emergency braking control method according to claim 1, characterized in that, The control circuit is provided with positive and negative power supplies through the occupied terminal. The control circuit is connected to the train line in series with the monitoring conditions to energize both ends of the emergency braking circuit relay. Specifically, this includes: In the non-reconnection situation, the control circuit is supplied with 110V positive power from the occupied end. After passing through the normally open contact of the occupied relay (=22-K101) at the occupied end, it is connected in series with the monitoring conditions. Then, it passes through the normally closed contact of the non-occupied end car-connecting relay (=49-K101) and the normally closed contact of the occupied relay (=22-K101), and then returns to the main control car through the train line. After the entire train loop is normally energized, the positive terminals of the emergency braking circuit relays (=43-K101) at both the occupied and non-occupied ends are energized, and their normally closed contacts are opened.

3. The emergency braking control method according to claim 1, characterized in that, The control circuit is provided with positive and negative power supplies through the occupied terminal. The control circuit is connected to the train line in series with the monitoring conditions to energize both ends of the emergency braking circuit relay. Specifically, this includes: In the case of reconnection, the control circuit is energized from the occupying end of the main control car, connected in series with the normally open contact of the occupying end relay, connected in series with the monitoring conditions for emergency braking of the main control car, connected in series with the monitoring conditions for emergency braking of the slave control car after passing through the electric coupler connector, connected in series with the normally closed contact of the slave control car connecting relay (=49-K101) and the normally closed contact of the occupying relay (=22-K101), and returned to the main control car after passing through the train line and the electric connector, so that the positive terminals of the emergency braking circuit relays of the main control car and the slave control car are energized.

4. The emergency braking control method according to claim 1, characterized in that, The operating circuit connects the emergency braking solenoid valves of each vehicle in parallel. When the emergency braking circuit relay is de-energized, the normally open contact opens, and the emergency braking solenoid valves of each vehicle are de-energized, generating emergency braking. Specifically, this includes: When the emergency braking circuit relay (=43-K101) is de-energized, the normally closed contact of the emergency braking circuit relay closes, the brake control unit of each vehicle receives an emergency braking command request, the emergency braking action circuit is activated, and the emergency braking solenoid valve of each vehicle is de-energized to generate emergency braking.

5. The emergency braking control method according to claim 1, characterized in that, The remedial conditions include: the normally open contact of the driver's emergency brake relay (=22-K110) and the normally open contact of the passenger emergency brake circuit relay (=43-K107).

6. The emergency braking control method according to claim 1, characterized in that, The unrelief conditions include: the normally open contact of the occupancy relay (=22-K101), the normally open contact of the alert brake relay (=22-K114), the normally open contact of the overspeed relay (=22-K120), the normally open contact of the insufficient air pressure relay (=22-K105), the normally open contact of the door opening relay during operation (=81-K102), and the normally open contact of the unexpected application of the parking brake relay during operation (=49-K110).

7. The emergency braking control method according to claim 1, characterized in that, It also includes the following steps: A bypass switch was added to some conditions of the emergency braking circuit structure.

8. The emergency braking control method according to claim 7, characterized in that, The bypass switches include: passenger emergency brake bypass switch (=43-S105), insufficient air pressure bypass switch (=22-S110), and alert bypass switch (=22-S102).

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