Emergency traction mode control circuit and railway vehicle

Abstract

The utility model relates to an emergency traction mode control circuit and a rail vehicle, and the emergency traction mode control circuit comprises an emergency traction switch, a traction instruction switch, a braking instruction switch, a level coding switch, a traction system and a braking system. According to the invention, a traction system can execute traction forces of different levels based on a traction instruction and different level coding hard wire signals, and a braking system can execute braking forces of different levels based on a braking instruction and different level coding hard wire signals. Therefore, the control precision and the control efficiency of the vehicle in the emergency traction mode can be effectively improved, the passenger clearing and evacuation efficiency of the faulty vehicle can be effectively improved, and the influence of the faulty vehicle on the driving order can be effectively reduced.

Description

Technical Field

[0001] The present application belongs to the field of rail transit technology, and in particular, relates to an emergency traction mode control circuit and a rail vehicle. Background Art

[0002] At present, the network control system is the core control system for the entire rail vehicle operation. When the network control system works normally, the traction system and the braking system are controlled by the network control system to perform traction and braking control. When the network control system fails, the rail vehicle transmits traction commands and braking commands through hard-wired circuits to perform traction and braking control.

[0003] In the control circuit of traditional rail vehicles, in the emergency traction mode, the traction system can only execute traction force at a fixed level according to the traction command, and the braking system can only execute braking force at a fixed level according to the braking command, resulting in low control accuracy and efficiency of the vehicle in the emergency traction mode, affecting the efficiency of clearing and evacuating passengers from the faulty vehicle, and will have a relatively serious impact on the restoration of traffic order. Utility Model Content

[0004] The purpose of the present application is to provide an emergency traction mode control circuit and a rail vehicle; the emergency traction mode control circuit and the rail vehicle provided in the present application can effectively improve the control accuracy and control efficiency of the vehicle in the emergency traction mode, thereby effectively improving the efficiency of clearing and evacuating passengers from faulty vehicles, and effectively reducing the impact of faulty vehicles on traffic order.

[0005] The technical solutions provided by this application are as follows:

[0006] An emergency traction mode control circuit comprises: an emergency traction switch, a traction command switch, a brake command switch, a level coding switch, a traction system and a brake system, wherein the emergency traction switch comprises a first contact;

[0007] The first end of the first contact, the first end of the traction command switch, the first end of the brake command switch and the first end of the level coding switch are respectively connected to the power supply line;

[0008] The second end of the first contact, the second end of the traction command switch, the second end of the brake command switch and the second end of the gear coding switch are respectively connected to the traction system and the brake system;

[0009] The first contact is used to switch from a normally open state to a normally closed state and send an emergency traction mode hard-line signal when the network control system fails;

[0010] The traction command switch is used to send a traction command when switching from a normally open state to a normally closed state;

[0011] The brake command switch is used to send a brake command when switching from a normally closed state to a normally open state;

[0012] The level coding switch is used to send a corresponding level coding hard-wire signal when switching between a normally open state and a normally closed state;

[0013] The traction system is used to enter the emergency traction mode when the received emergency traction mode hard-wire signal is at a high level, and execute the traction force of the corresponding level based on the traction instruction and the level-coded hard-wire signal;

[0014] The braking system is used to enter the emergency traction mode when the received emergency traction mode hard-wire signal is at a high level, and execute the braking force of the corresponding level based on the braking instruction and the level encoding hard-wire signal.

[0015] Optionally, the level coding switch is provided with one or more;

[0016] A first end of one or more of the level coding switches is connected to the power supply line;

[0017] The second end of one or more of the gear coding switches is connected to the traction system and the braking system;

[0018] One or more of the level-coded switches are used to send corresponding one or more level-coded hard-wire signals when switching between a normally open state and a normally closed state;

[0019] The traction system is specifically configured to enter an emergency traction mode when the received emergency traction mode hard-wire signal is at a high level, and execute a traction force of a corresponding level based on the traction instruction and one or more of the level-coded hard-wire signals;

[0020] The braking system is specifically used to enter the emergency traction mode when the received emergency traction mode hard-wire signal is at a high level, and execute the braking force of the corresponding level based on the braking instruction and one or more of the level-encoded hard-wire signals.

[0021] Optionally, if two level coding switches are provided, when the traction system is running based on the traction instruction and the two level coding hard-wire signals to execute the traction force of the corresponding level, it is specifically used to:

[0022] If the traction command is at a high level, and both of the level-coded hard-wire signals are at a low level, the first level of traction is executed;

[0023] If the traction command is at a high level, and the first level coded hard-wire signal is at a low level and the second level coded hard-wire signal is at a high level, the second level traction force is executed;

[0024] If the traction command is at a high level, and both of the level-coded hard-wire signals are at a high level, the third level of traction is executed;

[0025] If the traction command is at a high level, and the first level encoding hard-wire signal is at a high level and the second level encoding hard-wire signal is at a low level, the fourth level traction force is executed.

[0026] Optionally, the traction force of the first gear is 25% traction, the traction force of the second gear is 50% traction, the traction force of the third gear is 75% traction, and the traction force of the fourth gear is 100% traction.

[0027] Optionally, when the braking system is running based on the braking instruction and the two level-coded hard-wire signals to execute the braking force of the corresponding level, it is specifically used to:

[0028] If the braking command is at a low level, and both of the level-coded hard-wired signals are at a low level, the first level of braking force is executed;

[0029] If the braking command is at a low level, and the first level encoding hard-wire signal is at a low level, and the second level encoding hard-wire signal is at a high level, the second level braking force is executed;

[0030] If the braking command is at a low level, and both of the level-coded hard-wire signals are at a high level, the third level of braking force is executed;

[0031] If the braking command is at a low level, and the first level encoding hard-wire signal is at a high level and the second level encoding hard-wire signal is at a low level, the braking force of the fourth level is executed.

[0032] Optionally, the braking force of the first level is 25% braking, the braking force of the second level is 50% braking, the braking force of the third level is 75% braking, and the braking force of the fourth level is 100% braking.

[0033] Optionally, the emergency traction switch further includes a second contact, and the second contact acts synchronously with the first contact;

[0034] The first end of the second contact is connected to the power supply line;

[0035] The second end of the second contact is connected to the first end of the first level coding switch and the first end of the second level coding switch.

[0036] Optionally, it also includes: a control handle;

[0037] The control handle is respectively connected to the control end of the traction command switch, the control end of the brake command switch, the control end of the first level coding switch and the control end of the second level coding switch.

[0038] Optionally, the traction system includes a plurality of traction inverters, and the braking system includes a plurality of braking control units;

[0039] The second end of the first contact is connected to each of the traction inverters and each of the brake control units through an emergency traction mode hard line;

[0040] The second end of the traction command switch is connected to each of the traction inverters and each of the brake control units through a traction command hard line;

[0041] The second end of the brake command switch is connected to each of the traction inverters and each of the brake control units through a brake command hard line;

[0042] The second end of the first level coding switch is connected to each of the traction inverters and each of the brake control units through a first level coding hard line;

[0043] The second end of the second gear coding switch is connected to each of the traction inverters and each of the brake control units through a second gear coding hard line.

[0044] The present application also provides a rail vehicle, comprising the emergency traction mode control circuit described in any one of the above items.

[0045] Compared with the prior art, the present application provides an emergency traction mode control circuit, including: an emergency traction switch, a traction command switch, a brake command switch, a level coding switch, a traction system and a brake system, the emergency traction switch including a first contact; the first end of the first contact, the first end of the traction command switch, the first end of the brake command switch and the first end of the level coding switch are respectively connected to the power supply line; the second end of the first contact, the second end of the traction command switch, the second end of the brake command switch and the second end of the level coding switch are respectively connected to the traction system and the brake system; the first contact is used to switch from a normally open state to a normally closed state when a network control system fails, and send an emergency traction mode hard-line signal; the traction command switch is used to send a traction command when switching from a normally open state to a normally closed state; the brake command switch is used to send a brake command when switching from a normally closed state to a normally open state; the level coding switch is used to switch between a normally open state and a normally closed state When switching between the two, the corresponding level-coded hard-wire signal is sent; the traction system is used to enter the emergency traction mode when the received emergency traction mode hard-wire signal is at a high level, and execute the traction force of the corresponding level based on the traction instruction and the level-coded hard-wire signal; the braking system is used to enter the emergency traction mode when the received emergency traction mode hard-wire signal is at a high level, and execute the braking force of the corresponding level based on the braking instruction and the level-coded hard-wire signal. In the present application, by setting the level-coded switch, the traction system can execute different levels of traction force based on the traction instruction and different level-coded hard-wire signals, and the braking system can execute different levels of braking force based on the braking instruction and different level-coded hard-wire signals, thereby effectively improving the control accuracy and control efficiency of the vehicle in the emergency traction mode, thereby effectively improving the efficiency of clearing and evacuating passengers from the faulty vehicle, and effectively reducing the impact of the faulty vehicle on the traffic order. BRIEF DESCRIPTION OF THE DRAWINGS

[0046] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0047] Figure 1 A circuit diagram of an emergency traction mode control circuit disclosed in an embodiment of the present application;

[0048] Figure 2 A circuit diagram of another emergency traction mode control circuit disclosed in an embodiment of the present application;

[0049] Reference numerals: 100 - emergency traction switch; 200 - driver control device; 210 - traction command switch; 220 - brake command switch; 230 - level coding switch; 300 - traction system; 400 - brake system;

[0050] 110-first contact; 120-second contact;

[0051] 231-first level coding switch; 232-second level coding switch;

[0052] 310- traction inverter; 410- brake control unit. DETAILED DESCRIPTION

[0053] In order 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 part of the embodiments of this application, not all of them. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0054] It should be noted that when an element is referred to as being "fixed on" or "set on" another element, it can be directly on the other element or indirectly set on the other element; when an element is referred to as being "connected to" another element, it can be directly connected to the other element or indirectly connected to the other element.

[0055] It should be understood that the terms "length", "width", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", etc., indicating the orientation or position relationship, are based on the orientation or position relationship shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present application.

[0056] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of this application, "multiple" and "several" mean two or more, unless otherwise clearly and specifically defined.

[0057] It should be noted that the structures, proportions, sizes, etc. illustrated in the drawings of this specification are only used to match the contents disclosed in the specification for people familiar with this technology to understand and read, and are not used to limit the conditions under which this application can be implemented. Therefore, they have no substantive technical significance. Any structural modification, change in proportional relationship or adjustment of size should still fall within the scope of the technical content disclosed in this application without affecting the effects and purposes that can be achieved by this application.

[0058] Please Figure 1 As shown, an embodiment of the present application provides an emergency traction mode control circuit, including: an emergency traction switch 100, a traction command switch 210, a brake command switch 220, a level coding switch 230, a traction system 300 and a brake system 400, the emergency traction switch 100 includes a first contact 110; a first end of the first contact 110, a first end of the traction command switch 210, a first end of the brake command switch 220 and a first end of the level coding switch 230 are respectively connected to the power supply line; a second end of the first contact 110, a second end of the traction command switch 210, a second end of the brake command switch 220 and a second end of the level coding switch 230 are respectively connected to the traction system 300 and the brake system 400; the first contact 110 is used to switch from a normally open state to a normally open state when a network control system fails. to the normally closed state and sends an emergency traction mode hard-wire signal; a traction command switch 210, for sending a traction command when switching from the normally open state to the normally closed state; a brake command switch 220, for sending a brake command when switching from the normally closed state to the normally open state; a level coding switch 230, for sending a corresponding level coding hard-wire signal when switching between the normally open state and the normally closed state; a traction system 300, for entering the emergency traction mode when the received emergency traction mode hard-wire signal is at a high level, and executing the traction force of the corresponding level based on the traction command and the level coding hard-wire signal; a brake system 400, for entering the emergency traction mode when the received emergency traction mode hard-wire signal is at a high level, and executing the braking force of the corresponding level based on the brake command and the level coding hard-wire signal.

[0059] In this embodiment, the emergency traction switch 100 can be a rotary switch. When the network control system of the rail vehicle fails, the driver in the driver's cab of the rail vehicle can first rotate the emergency traction switch 100 to close the first contact 110 of the emergency traction switch 100, that is, switch from the normally open state to the normally closed state, connect the two ends of the first contact 110, and send a high-level emergency traction mode hard-wire signal to the traction system 300 and the braking system 400. When the received emergency traction mode hard-wire signal is at a high level, the traction system 300 and the braking system 400 both enter the emergency traction mode. Then, when the driver needs to tow the vehicle, the driver can control the traction command switch 210 to switch from the normally open state to the normally closed state, connect the two ends of the traction command switch 210, and send a high-level traction command to the traction system 300 and the braking system 400. The driver can also control the level coding switch 230 to switch from the normally open state to the normally closed state, or from the normally closed state to the normally closed state. The traction system 300 enters the emergency traction mode and enters the traction state after receiving the high-level traction command, and executes the corresponding level of traction force based on the received level-coded hard-wire signal; when the driver needs to brake the vehicle, the driver can control the brake command switch 220 to switch from the normally closed state to the normally open state, so that the two ends of the brake command switch 220 are disconnected, and send a low-level braking command to the traction system 300 and the brake system 400, and the driver can control the level coding switch 230 to switch from the normally open state to the normally closed state, or from the normally closed state to the normally open state, to send the corresponding level-coded hard-wire signal to the traction system 300 and the brake system 400, and the brake system 400 enters the emergency traction mode and enters the braking state after receiving the low-level braking command, and executes the corresponding level of braking force based on the received level-coded hard-wire signal.

[0060] Compared with the prior art, the present application provides an emergency traction mode control circuit, comprising: an emergency traction switch 100, a traction command switch 210, a brake command switch 220, a level coding switch 230, a traction system 300 and a brake system 400, wherein the emergency traction switch 100 comprises a first contact 110; a first end of the first contact 110, a first end of the traction command switch 210, a first end of the brake command switch 220 and a first end of the level coding switch 230 are respectively connected to a power supply line; a first end of the first contact 110 The second end of the traction command switch 210, the second end of the brake command switch 220 and the second end of the level coding switch 230 are connected to the traction system 300 and the brake system 400 respectively; the first contact 110 is used to switch from the normally open state to the normally closed state when the network control system fails, and send an emergency traction mode hard-line signal; the traction command switch 210 is used to send a traction command when switching from the normally open state to the normally closed state; the brake command switch 220 is used to send a brake command when switching from the normally closed state to the normally open state. Instruction; a level coding switch 230, which is used to send a corresponding level coding hard-wire signal when switching between a normally open state and a normally closed state; a traction system 300, which is used to enter an emergency traction mode when the received emergency traction mode hard-wire signal is at a high level, and to execute a traction force of a corresponding level based on the traction instruction and the level coding hard-wire signal; a braking system 400, which is used to enter an emergency traction mode when the received emergency traction mode hard-wire signal is at a high level, and to execute a braking force of a corresponding level based on the braking instruction and the level coding hard-wire signal. In this application, by setting the level coding switch 230, the traction system 300 can execute traction forces of different levels based on the traction instruction and different level coding hard-wire signals, and the braking system 400 can execute braking forces of different levels based on the braking instruction and different level coding hard-wire signals, thereby effectively improving the control accuracy and control efficiency of the vehicle in the emergency traction mode, thereby effectively improving the efficiency of clearing and evacuating passengers from the faulty vehicle, and effectively reducing the impact of the faulty vehicle on the traffic order.

[0061] As an implementation mode, in an embodiment of the present application, one or more level coding switches 230 are provided; the first end of one or more level coding switches 230 is connected to the power supply line; the second end of one or more level coding switches 230 is connected to the traction system 300 and the braking system 400; one or more level coding switches 230 are used to send corresponding one or more level coding hard-wire signals when switching between a normally open state and a normally closed state; the traction system 300 is specifically used to enter the emergency traction mode when the received emergency traction mode hard-wire signal is at a high level, and execute the traction force of the corresponding level based on the traction instruction and one or more level coding hard-wire signals; the braking system 400 is specifically used to enter the emergency traction mode when the received emergency traction mode hard-wire signal is at a high level, and execute the braking force of the corresponding level based on the braking instruction and one or more level coding hard-wire signals.

[0062] In this embodiment, if the level coding switch is provided with one, when the received emergency traction mode hard-wire signal of the traction system 300 and the braking system 400 is at a high level, both enter the emergency traction mode. Then, when the driver needs to tow the vehicle, the driver can control the traction command switch 210 to switch from the normally open state to the normally closed state, so that the two ends of the traction command switch 210 are connected, and send a high-level traction command to the traction system 300 and the braking system 400. The driver can control a level coding switch 230 to switch from the normally open state to the normally closed state, or from the normally closed state to the normally open state, so that the level coding switch 230 sends a high-level or low-level level coding hard-wire signal to the traction system 300, so that the traction system 300 executes 100 % traction or 50% traction; if there are two level coding switches 230, the traction system 300 can perform four levels of traction, such as 25% traction, 50% traction, 75% traction and 100% traction, by controlling the two level coding switches 230 to switch from the normally open state to the normally closed state, or from the normally closed state to the normally open state; if there are three level coding switches 230, the traction system 300 can perform eight levels of traction by controlling the three level coding switches 230 to switch from the normally open state to the normally closed state, or from the normally closed state to the normally open state. The specific traction forces of each level can be set according to specific needs. The principle of the brake system 400 performing graded braking is similar to that of the traction system 300 performing graded traction, which will not be repeated here.

[0063] like Figure 2As shown, as an implementation mode, in an embodiment of the present application, if two level coding switches 230 are provided, when the traction system 300 is running based on the traction instruction and the two level coding hard-wire signals, and executes the traction force of the corresponding level, it is specifically used for: if the traction instruction is at a high level, and the two level coding hard-wire signals are both at a low level, then the traction force of the first level is executed; if the traction instruction is at a high level, and the first level coding hard-wire signal is at a low level and the second level coding hard-wire signal is at a high level, then the traction force of the second level is executed; if the traction instruction is at a high level, and the two level coding hard-wire signals are both at a high level, then the traction force of the third level is executed; if the traction instruction is at a high level, and the first level coding hard-wire signal is at a high level and the second level coding hard-wire signal is at a low level, then the traction force of the fourth level is executed.

[0064] In this embodiment, if there are two level coding switches 230 (i.e., a first level coding switch 231 and a second level coding switch 232), when the first level coding switch 231 is switched from a normally open state to a normally closed state, i.e., when the first level coding switch 231 is in a normally closed state, a high-level first level coding hard-wired signal is sent; when the first level coding switch 231 is switched from a normally closed state to a normally open state, i.e., when the first level coding switch 231 is in a normally open state, a low-level first level coding hard-wired signal is sent; when the second level coding switch 232 is switched from a normally open state to a normally closed state, i.e., when the second level coding switch 232 is in a normally closed state, a high-level second level coding hard-wired signal is sent; when the second level coding switch 232 is switched from a normally closed state to a normally open state, i.e., when the second level coding switch 232 is in a normally open state, a low-level second level coding hard-wired signal is sent; in emergency traction mode, In the traction system 300 under the emergency traction mode, if the received traction instruction is high, the traction system 300 enters the traction state. After entering the traction state, if the received first-level coded hard-wire signal and the second-level coded hard-wire signal are both low, the traction force of the first level is executed. If the received first-level coded hard-wire signal is low and the second-level coded hard-wire signal is high, the traction force of the second level is executed. If the received first-level coded hard-wire signal and the second-level coded hard-wire signal are both high, the traction force of the third level is executed. If the received first-level coded hard-wire signal is high and the second-level coded hard-wire signal is low, the traction force of the fourth level is executed, so that the traction system 300 in the emergency traction mode can execute different levels of traction force according to different first-level coded hard-wire signals and second-level coded hard-wire signals, as shown in the following Table 1:

[0065] Table 1 Traction force levels in emergency traction mode

[0066]

[0067] As an implementation mode, in the embodiment of the present application, the traction force of the first level is 25% traction, the traction force of the second level is 50% traction, the traction force of the third level is 75% traction, and the traction force of the fourth level is 100% traction.

[0068] In this embodiment, in the traction system 300 in the emergency traction mode, if the received traction instruction is low level, the traction system 300 is in a non-traction state, if the received traction instruction is high level, the traction system 300 enters the traction state, after entering the traction state, if the received first level coded hard-wire signal and the second level coded hard-wire signal are both low level, the traction force of the first level is executed, specifically 25% traction is executed, if the received first level coded hard-wire signal is low level and the second level coded hard-wire signal is high level, the traction force of the second level is executed , specifically execute 50% traction, if the received first level coded hard-wire signal and the second level coded hard-wire signal are both high level, then execute the third level traction force, specifically execute 75% traction, if the received first level coded hard-wire signal is high level and the second level coded hard-wire signal is low level, then execute the fourth level traction force, specifically execute 100% traction, so that the traction system 300 in the emergency traction mode can execute different traction forces corresponding to different levels according to different first level coded hard-wire signals and second level coded hard-wire signals, as shown in the following Table 2:

[0069] Table 2 Traction force corresponding to the level in emergency traction mode

[0070]

[0071] As an implementation mode, in the embodiment of the present application, when the braking system 400 is running based on the braking instruction and the two-level coded hard-wire signals and executes the braking force of the corresponding level, it is specifically used for: if the braking instruction is a low level, and the two-level coded hard-wire signals are both low levels, then the braking force of the first level is executed; if the braking instruction is a low level, and the first-level coded hard-wire signal is a low level and the second-level coded hard-wire signal is a high level, then the braking force of the second level is executed; if the braking instruction is a low level, and the two-level coded hard-wire signals are both high levels, then the braking force of the third level is executed; if the braking instruction is a low level, and the first-level coded hard-wire signal is a high level and the second-level coded hard-wire signal is a low level, then the braking force of the fourth level is executed.

[0072] like Figure 2As shown, in this embodiment, if there are two level coding switches 230 (i.e., the first level coding switch 231 and the second level coding switch 232), the braking system 400 in the emergency traction mode, if the received braking command is low level, the braking system 400 enters the braking state, and after entering the braking state, if the received first level coding hard-wire signal and the second level coding hard-wire signal are both low level, the braking system 400 executes the first level braking force, if the received first level coding hard-wire signal is low level and the second level coding hard-wire signal is high level, the braking system 400 executes the second level braking force, if the received first level coding hard-wire signal and the second level coding hard-wire signal are both high level, the braking system 400 executes the third level braking force, if the received first level coding hard-wire signal is high level and the second level coding hard-wire signal is low level, the braking system 400 executes the fourth level braking force, so that the braking system 400 in the emergency traction mode can execute different levels of braking force according to different first level coding hard-wire signals and second level coding hard-wire signals, as shown in the following Table 3:

[0073] Table 3 Braking force levels in emergency traction mode

[0074]

[0075] As an implementation mode, in the embodiment of the present application, the braking force of the first level is 25% braking, the braking force of the second level is 50% braking, the braking force of the third level is 75% braking, and the braking force of the fourth level is 100% braking.

[0076] In this embodiment, in the emergency traction mode, if the braking command received by the braking system 400 is high, the braking system 400 is in a non-braking state; if the braking command received is low, the braking system 400 enters a braking state; after entering the braking state, if the first level coded hard-wire signal and the second level coded hard-wire signal received by the braking system 400 are both low, the first level of braking force is executed, specifically 25% braking; if the first level coded hard-wire signal received is low and the second level coded hard-wire signal is high, the second level of braking force is executed. , specifically execute 50% braking. If the received first level coded hard-wire signal and the second level coded hard-wire signal are both high level, then execute the third level braking force, specifically execute 75% braking. If the received first level coded hard-wire signal is high level and the second level coded hard-wire signal is low level, then execute the fourth level braking force, specifically execute 100% braking, so that the braking system 400 in the emergency traction mode can execute different braking forces corresponding to different levels according to different first level coded hard-wire signals and second level coded hard-wire signals, as shown in the following Table 4:

[0077] Table 4 Braking force corresponding to the level in emergency traction mode

[0078]

[0079] As an implementation mode, in the embodiment of the present application, it also includes: the emergency traction switch 100 also includes a second contact 120, and the second contact 120 acts synchronously with the first contact 110; the first end of the second contact 120 is connected to the power supply line; the second end of the second contact 120 is connected to the first end of the first level coding switch 231 and the first end of the second level coding switch 232.

[0080] In this embodiment, the driver can first rotate the emergency traction switch 100 to close the first contact 110 of the emergency traction switch 100. Since the second contact 120 and the first contact 110 act synchronously, the second contact 120 of the emergency traction switch 100 will also be closed, so that the first end of the first level coding switch 231 and the first end of the second level coding switch 232 are connected to the power supply line. By setting the second contact 120 between the power supply line and the first end of the first level coding switch 231 and the first end of the second level coding switch 232, the risk caused by misoperation of the first level coding switch 231 and the second level coding switch 232 when the traction system 300 and the braking system 400 are in the non-emergency traction mode can be reduced.

[0081] Please Figure 2 As shown, as an implementation, in the embodiment of the present application, it also includes: a control handle; the control handle is respectively connected to the control end of the traction command switch 210, the control end of the brake command switch 220, the control end of the first level coding switch 231, and the control end of the second level coding switch 232. In this embodiment, the control handle is not shown in the drawings.

[0082] In this embodiment, when the driver needs to tow the vehicle, he can operate the control handle to any position in the towing area, so that the traction command switch 210 is in a normally closed state and outputs a high-level traction command. When the control handle is operated to the "62.5%-100% position of the traction area", the first level coding switch 231 is in a normally closed state and sends a high-level first level coding hard-wired signal. When the driver operates the control handle to the "37.5%-87.5% position of the traction area", the second level coding switch 232 is in a normally closed state and sends a high-level second level coding hard-wired signal. Specifically, when the control handle is operated to the "0-37.4% position of the traction area", the first level coding switch 231 and the second level coding switch 232 are both in a normally open state and send a low-level first level coding hard-wired signal and a low-level second level coding hard-wired signal, so that the traction system 300 performs the first level 25% traction. When the control handle is operated to the "37.5%-62.4% position of the traction area", The first level coding switch 231 is in a normally open state and sends a low-level first level coding hard-wire signal, the second level coding switch 232 is in a normally closed state and sends a high-level second level coding hard-wire signal, so that the traction system 300 performs the second level 50% traction, when the control handle is operated to the "62.5%-87.5% position of the traction zone", the first level coding switch 231 and the second level coding switch 232 are both in a normally closed state, and send a high-level first level coding hard-wire signal and a high-level second level coding hard-wire signal, so that the traction system 300 performs the third level 75% traction, when the control handle is operated to the "87.6%-100% position of the traction zone", the first level coding switch 231 is in a normally closed state and sends a high-level first level coding hard-wire signal, the second level coding switch 232 is in a normally open state and sends a low-level second level coding hard-wire signal, so that the traction system 300 performs the fourth level 100% traction, as shown in Table 5:

[0083] Table 5 The position of the control handle corresponding to the traction force at each level in the emergency traction mode

[0084]

[0085] In this embodiment, when the driver needs to brake the vehicle, the control handle can be operated to any position in the braking zone, so that the brake command switch 220 is in a normally open state and outputs a low-level brake command. When the control handle is operated to the "62.5%-100% position in the braking zone", the first level coding switch 231 is in a normally closed state and sends a high-level first level coding hard-wired signal. When the driver operates the control handle to the "37.5%-87.5% position in the braking zone", the second level coding switch 232 is in a normally closed state and sends a high-level second level coding hard-wired signal. Specifically, when the control handle is operated to the "0-37.4% position in the braking zone", the first level coding switch 231 and the second level coding switch 232 are both in a normally open state and send a low-level first level coding hard-wired signal and a low-level second level coding hard-wired signal, so that the braking system 400 performs the first level 25% braking. When the control handle is operated to the "37.5%-62.4% position in the braking zone", The first level coding switch 231 is in a normally open state and sends a low-level first level coding hard-wire signal, the second level coding switch 232 is in a normally closed state and sends a high-level second level coding hard-wire signal, so that the braking system 400 performs a second-level 50% braking. When the control handle is operated to the "62.5%-87.5% position of the braking zone", the first level coding switch 231 and the second level coding switch 232 are both in a normally closed state and send a high-level first level coding hard-wire signal and a high-level second level coding hard-wire signal, so that the braking system 400 performs a third-level 75% braking. When the control handle is operated to the "87.6%-100% position of the braking zone", the first level coding switch 231 is in a normally closed state and sends a high-level first level coding hard-wire signal, the second level coding switch 232 is in a normally open state and sends a low-level second level coding hard-wire signal, so that the braking system 400 performs a fourth-level 100% braking, as shown in Table 6.

[0086] Table 6 The position of the control handle corresponding to the braking force of each level in the emergency traction mode

[0087]

[0088] In this embodiment, by setting a control handle to uniformly control the states of the traction command switch 210, the brake command switch 220, the first level coding switch 231 and the second level coding switch 232, it is possible to effectively avoid the situation where the traction command switch 210 and the brake command switch 220 are closed at the same time, and the operation is convenient and simple.

[0089] Please Figure 2As shown, as an implementation mode, in the embodiment of the present application, the traction system 300 includes a plurality of traction inverters 310, and the braking system 400 includes a plurality of braking control units 410; the second end of the first contact 110 is connected to each traction inverter 310 and each braking control unit 410 through an emergency traction mode hard line; the second end of the traction command switch 210 is connected to each traction inverter 310 and each braking control unit 410 through a traction command hard line; the second end of the braking command switch 220 is connected to each traction inverter 310 and each braking control unit 410 through a braking command hard line; the second end of the first level coding switch 231 is connected to each traction inverter 310 and each braking control unit 410 through a first level coding hard line; the second end of the second level coding switch 232 is connected to each traction inverter 310 and each braking control unit 410 through a second level coding hard line.

[0090] In this embodiment, the traction system 300 may include a plurality of traction inverters 310 arranged outside the first car, and the braking system 400 may include a plurality of brake control units 410 arranged outside the first car. Taking three cars as an example, namely, car A, car B and car C, the traction system 300 may include a traction inverter 310 arranged in car B and a traction inverter 310 arranged in car C, for a total of two traction inverters 310, and the braking system 400 may include a brake control unit 410 arranged in car B and a brake control unit 410 arranged in car C, for a total of two brake control units 410. In addition, the emergency traction switch 100, the traction command switch 210, the brake command switch 220, the first level coding switch 231 and the second level coding switch 232 may be arranged in the driver's cab of car A. Specifically, the traction command switch 210, the brake command switch 220, the first level coding switch 231 and the second level coding switch 232 may be arranged in the driver's cab of car A.

[0091] In this embodiment, the second end of the first contact 110 of the emergency traction switch 100 is connected to each traction inverter 310 and each brake control unit 410 through an emergency traction mode hard line, so that the emergency traction mode hard line signal can be transmitted to each traction inverter 310 and each brake control unit 410 through the emergency traction mode hard line; the second end of the traction command switch 210 is connected to each traction inverter 310 and each brake control unit 410 through a traction command hard line, so that the traction command can be transmitted to each traction inverter 310 and each brake control unit 410 through the traction command hard line, and the second end of the brake command switch 220 is connected to each traction inverter 310 and each brake control unit 410 through a brake command hard line. The braking command can be transmitted to each traction inverter 310 and each braking control unit 410 through the braking command hard wire; the second end of the first level coding switch 231 is connected to each traction inverter 310 and each braking control unit 410 through the first level coding hard wire, so that the first level coding hard wire signal can be transmitted to each traction inverter 310 and each braking control unit 410 through the first level coding hard wire; the second end of the second level coding switch 232 is connected to each traction inverter 310 and each braking control unit 410 through the second level coding hard wire, so that the second level coding hard wire signal can be transmitted to each traction inverter 310 and each braking control unit 410 through the second level coding hard wire.

[0092] The present application also provides a rail vehicle, comprising any of the emergency traction mode control circuits described above.

[0093] It should be understood that the use of "system", "device", "unit" and / or "module" in this application is only a method for distinguishing different components, elements, parts, parts or assemblies at different levels. However, if other words can achieve the same purpose, the word can be replaced by other expressions.

[0094] The embodiments in this specification are described in a progressive manner, and each embodiment focuses on the

[0095] For the differences between other embodiments, the same or similar parts between the embodiments may be referred to each other.

[0096] The above description of the disclosed embodiments enables those skilled in the art to implement or use the present application. Various modifications to these embodiments will be 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 the present application. Therefore, the present application will not be limited to the embodiments shown herein, but will conform to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. An emergency traction mode control circuit, characterized in that: include: An emergency traction switch, a traction command switch, a brake command switch, a level coding switch, a traction system and a brake system, wherein the emergency traction switch comprises a first contact; The first end of the first contact, the first end of the traction command switch, the first end of the brake command switch and the first end of the level coding switch are respectively connected to the power supply line; The second end of the first contact, the second end of the traction command switch, the second end of the brake command switch and the second end of the gear coding switch are respectively connected to the traction system and the brake system; The first contact is used to switch from a normally open state to a normally closed state and send an emergency traction mode hard-line signal when the network control system fails; The traction command switch is used to send a traction command when switching from a normally open state to a normally closed state; The brake command switch is used to send a brake command when switching from a normally closed state to a normally open state; The level coding switch is used to send a corresponding level coding hard-wire signal when switching between a normally open state and a normally closed state; The traction system is used to enter the emergency traction mode when the received emergency traction mode hard-wire signal is at a high level, and execute the traction force of the corresponding level based on the traction instruction and the level-coded hard-wire signal; The braking system is used to enter the emergency traction mode when the received emergency traction mode hard-wire signal is at a high level, and execute the braking force of the corresponding level based on the braking instruction and the level encoding hard-wire signal.

2. The control circuit according to claim 1, characterized in that: The level coding switch is provided with one or more; A first end of one or more of the level coding switches is connected to the power supply line; The second end of one or more of the gear coding switches is connected to the traction system and the braking system; One or more of the level-coded switches are used to send corresponding one or more level-coded hard-wire signals when switching between a normally open state and a normally closed state; The traction system is specifically configured to enter an emergency traction mode when the received emergency traction mode hard-wire signal is at a high level, and execute a traction force of a corresponding level based on the traction instruction and one or more of the level-coded hard-wire signals; The braking system is specifically used to enter the emergency traction mode when the received emergency traction mode hard-wire signal is at a high level, and execute the braking force of the corresponding level based on the braking instruction and one or more of the level-encoded hard-wire signals.

3. The control circuit according to claim 2, characterized in that: If two level coding switches are provided, when the traction system is running based on the traction instruction and the two level coding hard-wire signals to execute the traction force of the corresponding level, it is specifically used for: If the traction command is at a high level, and both of the level-coded hard-wire signals are at a low level, the first level of traction is executed; If the traction command is at a high level, and the first level coded hard-wire signal is at a low level and the second level coded hard-wire signal is at a high level, the second level traction force is executed; If the traction command is at a high level, and both of the level-coded hard-wire signals are at a high level, the third level of traction is executed; If the traction command is at a high level, and the first level encoding hard-wire signal is at a high level and the second level encoding hard-wire signal is at a low level, the fourth level traction force is executed.

4. The control circuit according to claim 3, characterized in that: The traction force of the first gear is 25% traction, the traction force of the second gear is 50% traction, the traction force of the third gear is 75% traction, and the traction force of the fourth gear is 100% traction.

5. The control circuit according to claim 3, characterized in that: When the braking system is running based on the braking instruction and the two level-coded hard-wired signals to execute the braking force of the corresponding level, it is specifically used to: If the braking command is at a low level, and both of the level-coded hard-wired signals are at a low level, the first level of braking force is executed; If the braking command is at a low level, and the first level encoding hard-wire signal is at a low level, and the second level encoding hard-wire signal is at a high level, the second level braking force is executed; If the braking command is at a low level, and both of the level-coded hard-wire signals are at a high level, the third level of braking force is executed; If the braking command is at a low level, and the first level encoding hard-wire signal is at a high level and the second level encoding hard-wire signal is at a low level, the braking force of the fourth level is executed.

6. The control circuit according to claim 5, characterized in that: The braking force of the first level is 25% braking, the braking force of the second level is 50% braking, the braking force of the third level is 75% braking, and the braking force of the fourth level is 100% braking.

7. The control circuit according to claim 5, characterized in that: Also includes: The emergency traction switch also includes a second contact, which acts synchronously with the first contact; The first end of the second contact is connected to the power supply line; The second end of the second contact is connected to the first end of the first level coding switch and the first end of the second level coding switch.

8. The control circuit according to claim 7, characterized in that: Also includes: Control handle; The control handle is respectively connected to the control end of the traction command switch, the control end of the brake command switch, the control end of the first level coding switch and the control end of the second level coding switch.

9. The control circuit according to claim 8, characterized in that: The traction system includes a plurality of traction inverters, and the braking system includes a plurality of braking control units; The second end of the first contact is connected to each of the traction inverters and each of the brake control units through an emergency traction mode hard line; The second end of the traction command switch is connected to each of the traction inverters and each of the brake control units through a traction command hard line; The second end of the brake command switch is connected to each of the traction inverters and each of the brake control units through a brake command hard line; The second end of the first level coding switch is connected to each of the traction inverters and each of the brake control units through a first level coding hard line; The second end of the second gear coding switch is connected to each of the traction inverters and each of the brake control units through a second gear coding hard line.

10. A rail vehicle, characterized in that: The invention comprises the emergency traction mode control circuit as described in any one of claims 1 to 9.

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