Subway vehicle emergency control system

Abstract

The utility model discloses a metro vehicle emergency control system, which belongs to the technical field of metro vehicle control, and comprises an emergency control main road, the emergency control main road is connected with an activation conversion branch and a traction brake control branch, and the activation conversion branch and the traction brake control branch are respectively provided with a first on-off switch; the activation conversion branch is provided with an activation relay and a conversion relay which are connected in parallel, the traction brake control branch comprises a traction control circuit, a brake circuit and a quick brake circuit which are connected in parallel, and the traction control circuit, the brake circuit and the quick brake circuit are all provided with second on-off switches; one of the traction control circuit, the braking circuit and the quick braking circuit is electrified, a braking relay is arranged on the braking circuit, and a quick braking relay is arranged on the quick braking circuit.

Description

Technical Field

[0001] This utility model belongs to the field of subway vehicle control technology, specifically relating to an emergency control system for subway vehicles. Background Technology

[0002] The statements herein provide only background information related to this invention and do not necessarily constitute prior art.

[0003] The driver's controller for urban rail transit vehicles is installed in the driver's cab and is used for controlling the train's traction, braking, and direction. Its structure mainly consists of a main handle, a direction handle, a key device, a potentiometer, and auxiliary accessories. The main handle rotates mechanically, controlling the potentiometer's rotation, enabling stepless control. The direction handle, in conjunction with the key device, controls the train's forward / reverse direction. The potentiometer controls the output voltage value, issuing traction / braking level commands. Under traction conditions, changing the position of the control handle controls the motor's speed and power, thereby controlling the locomotive's traction force and speed. Under regenerative braking conditions, changing the position of the control handle also controls the motor's speed, thereby controlling the regenerative braking power.

[0004] During train operation, there is a risk of mechanical handle jamming and invalid signal transmission. If such a situation occurs, the train may be unable to brake or be pulled, which may cause delays or even affect train operation and cause casualties. Utility Model Content

[0005] In view of the shortcomings of the existing technology, the purpose of this utility model is to provide an emergency control system for subway vehicles. From the perspectives of safety and efficiency, this system controls the subway vehicles in case of abnormal travel situations, thereby ensuring the safe operation of the electric trains.

[0006] To achieve the above objectives, this utility model is implemented through the following technical solution:

[0007] In a first aspect, this utility model provides an emergency control system for subway vehicles, including an emergency control main line, which is connected to an activation conversion branch line and a traction braking control branch line. Both the activation conversion branch line and the traction braking control branch line are equipped with a first on / off switch. The activation conversion branch line is equipped with an activation relay and a conversion relay connected in parallel. The traction braking control branch line includes a traction control line, a braking line, and a fast braking line connected in parallel. Each of the traction control line, the braking line, and the fast braking line is equipped with a second on / off switch. One of the three lines can be energized. A braking relay is installed on the braking line, and a fast braking relay is installed on the fast braking line.

[0008] As a further technical solution, the emergency control main circuit is connected to the power supply, and the activation conversion branch circuit and the traction braking control branch circuit are connected in parallel.

[0009] As a further technical solution, the activation relay is connected to the main control relay and the main control key relay of the subway vehicle.

[0010] As a further technical solution, the traction control line is provided with the first normally open contacts of multiple switching relays connected in parallel, wherein the first normally open contact of one of the switching relays is connected to the metro vehicle traction command train line, and the first normally open contact of another switching relay is connected to the metro vehicle 50% traction command train line.

[0011] As a further technical solution, the power supply is connected to the first normally open contact, the second normally open contact, and the third normally open contact of the activation relay.

[0012] As a further technical solution, the first normally open contact of the activation relay is connected in series with the first normally closed contact of the braking relay, and the first normally closed contact of the braking relay is connected in series with the first normally closed contact of the fast braking relay.

[0013] As a further technical solution, the first normally closed contact of the fast braking relay is connected in series with the second normally open contacts of multiple parallel switching relays, wherein the second normally open contact of one of the switching relays is connected to the metro vehicle braking command train line, and the second normally open contact of another switching relay is connected to the metro vehicle 50% braking command train line.

[0014] As a further technical solution, the first normally open contact of the activation relay is also connected to the switching contact of the fast braking relay, the switching contact of the fast braking relay is connected in parallel with the first normally closed contact of the braking relay, and the switching contact of the fast braking relay is connected to the metro vehicle fast braking command train line or the metro vehicle fast braking relay.

[0015] As a further technical solution, the second normally open contact of the activation relay is connected in series with the activation indicator light, and the second normally open contact of the activation relay is also connected to the emergency brake relief indicator light to indicate the emergency braking status.

[0016] As a further technical solution, the third normally open contact of the activation relay is connected in series with a toggle switch, the toggle switch is connected in series with a forward relay or a backward relay, the first normally open contact of the forward relay is connected to the forward train line of the subway car, the first normally open contact of the backward relay is connected to the backward train line of the subway car, and the second normally open contacts of both the forward and backward relays are connected to the neutral position relay of the subway car's direction handle; the first normally open contacts of the forward and backward relays, the second normally open contacts of the forward and backward relays are all connected to the third normally open contact of the activation relay.

[0017] The beneficial effects of this utility model are as follows:

[0018] This utility model's subway vehicle emergency control system, by activating the switching branch and traction braking control branch, can isolate the original driver controller in case of driver controller failure or jamming during subway vehicle operation on the main line. It can then perform a series of train operations, including forward / backward switching, traction and braking commands, 50% braking commands, and rapid braking commands. In the event of a driver controller failure, it can quickly take over the train, controlling the subway vehicle's traction and braking to ensure safe operation. This allows the subway vehicle to rely on its own power to reach the storage line and other emergency measures.

[0019] This utility model's emergency control system for subway vehicles, by activating the switching branch and traction braking control branch connected to the subway vehicle, can significantly reduce the processing time for driver and controller malfunctions and mitigate their impact. Previously, handling such malfunctions required two trains to be evacuated and coupled together to push the disabled car to the storage line, a process that took approximately 20-30 minutes or even longer. Evacuating passengers also required calming them down, further increasing the impact of the malfunction. With this system, only evacuation of the disabled train is needed, minimizing the impact. Signal switching for some driver and controller functions can be completed within 1-2 minutes. Afterward, the driver can use the system to control the subway car to the nearest storage line, reducing the processing time to approximately 5 minutes and eliminating the cumbersome coupling process for rescuing subway cars.

[0020] The emergency control system for subway vehicles of this utility model has its control logic circuit inside the system, so the modification to the subway vehicle is minimal. Only the addition of suitable interfaces and some wiring is required to use this system, which can be promoted throughout the industry. Attached Figure Description

[0021] The accompanying drawings, which form part of this specification, are used to provide a further understanding of this utility model. The illustrative embodiments of this utility model and their descriptions are used to explain this utility model and do not constitute an improper limitation of this utility model.

[0022] Figure 1 This is a schematic diagram showing the setup of the main emergency control circuit, activation conversion branch circuit, and traction braking control branch circuit of the subway vehicle emergency control system of this utility model.

[0023] Figure 2 This is a schematic diagram of the braking control circuit of this utility model;

[0024] Figure 3 This is a schematic diagram of the indicator light circuit of this utility model;

[0025] Figure 4 This is a schematic diagram of the direction control circuit of this utility model;

[0026] In the diagram: the spacing or dimensions between parts have been exaggerated to show their positions; the diagram is for illustrative purposes only.

[0027] The circuit includes: 1. Emergency control main circuit; 2. Activation knob; 3. Activation switching branch circuit; 4. Traction brake control branch circuit; 5. Activation relay; 6. Switching relay; 7. Main control knob; 8. Traction control circuit; 9. Brake relay; 10. Fast braking relay; 11. First normally open contact of switching relay; 12. First normally open contact of activation relay; 13. First normally closed contact of brake relay; 14. First normally closed contact of fast braking relay; 15. Second normally open contact of switching relay; 16. Switching contact of fast braking relay; 17. Second normally open contact of activation relay; 18. Activation indicator light; 19. Third normally open contact of activation relay; 20. Toggle switch; 21. Forward relay; 22. Reverse relay; 23. Emergency brake release indicator light; 24. Braking circuit; 25. Fast braking circuit; 26. First normally open contact of forward relay; 27. First normally open contact of reverse relay; 28. Second normally open contact of forward relay; 29. ​​Second normally open contact of reverse relay. Detailed Implementation

[0028] It should be noted that the following detailed description is illustrative and intended to provide further explanation of the present invention. Unless otherwise specified, all technical and scientific terms used in this invention have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains.

[0029] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to the present invention. As used herein, unless otherwise expressly indicated by the present invention, the singular form is also intended to include the plural form. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0030] Terminology Explanation: In this utility model, terms such as "installation," "connection," "linking," and "fixing" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal connection of two components or the interaction relationship between two components. For those skilled in the art, the specific meaning of the above terms in this utility model can be understood according to the specific circumstances.

[0031] In a typical embodiment of this utility model, such as Figure 1 As shown, an emergency control system for subway vehicles is proposed, including an emergency control main line 1, which is connected to an activation conversion branch line 3 and a traction braking control branch line 4. The activation conversion branch line 3 and the traction braking control branch line 4 are connected in parallel.

[0032] Emergency control main circuit 1 is connected to the power supply, which is a 110V DC power supply.

[0033] Both the activation switching branch and the traction braking control branch are equipped with a first on / off switch to control their on / off states. In this embodiment, the first on / off switch is set as an activation knob 2, which is connected to both the activation switching branch and the traction braking control branch. The activation knob has two positions: an active position and a closed position. When the activation knob is in the active position, both the activation switching branch and the traction braking control branch are energized; when the activation knob is in the closed position, both the activation switching branch and the traction braking control branch are de-energized. The activation knob uses an existing rotary switch, which will not be described in detail here.

[0034] Among them, the activation relay 5 and the conversion relay 6 are connected in parallel in the activation conversion branch 3. The activation relay 5 is connected to the main control relay and the main control key relay of the subway car.

[0035] When the activation knob is rotated to the activation position, two signals are given. One signal is transmitted through the activation relay 5 to the main control relay and the main control key relay, which activates the control system. The other signal is transmitted through the conversion relay to switch the original driver's controller signal of the subway vehicle to the signal of this control system.

[0036] The traction braking control branch 4 includes a traction control line 8, a braking line 24, and a rapid braking line 25 connected in parallel. Each of the traction control line, braking line, and rapid braking line is equipped with a second on / off switch, allowing one of them to be energized. A braking relay 9 is installed on the braking line 24, and a rapid braking relay 10 is installed on the rapid braking line 25. In this embodiment, the second on / off switch is a main control knob 7, which is a multi-position knob. The multiple positions of the main control knob are connected to the traction control line, braking line, and rapid braking line, respectively. The main control knob has four positions: 0, traction, braking, and rapid braking. In the 0 position, all three lines are de-energized; in the traction position, the traction control line is energized, and the other lines are de-energized; in the braking position, the braking line is energized, and the other lines are de-energized; in the rapid braking position, the rapid braking line is energized, and the other lines are de-energized. The main control knob uses an existing multi-position knob, which will not be described further here.

[0037] The traction control line 8 is equipped with the first normally open contacts 11 of multiple switching relays connected in parallel. One of the first normally open contacts 11 of the switching relays is connected to the metro vehicle traction command train line, and the other of the first normally open contacts 11 of the switching relays is connected to the metro vehicle 50% traction command train line.

[0038] The first normally open contact 12 of the activation relay is connected to the power supply to power the system when it is in the activation position.

[0039] The first normally open contact 12 of the activation relay is connected in series with the first normally closed contact 13 of the braking relay. The first normally closed contact 13 of the braking relay is connected in series with the first normally closed contact 14 of the fast braking relay. The first normally closed contact 14 of the fast braking relay is connected in series with the second normally open contact 15 of multiple parallel changeover relays. The second normally open contact 15 of one of the changeover relays is connected to the metro vehicle braking command train line, and the second normally open contact 15 of another changeover relay is connected to the metro vehicle 50% braking command train line.

[0040] The first normally open contact 12 of the activation relay is also connected to the changeover contact 16 of the fast braking relay. The changeover contact 16 of the fast braking relay is connected in parallel with the first normally closed contact 13 of the braking relay. The changeover contact 16 of the fast braking relay is connected to the metro vehicle fast braking command train line or the metro vehicle fast braking relay.

[0041] When the main control knob 7 is turned to the traction position, there are two signal outputs: one to the traction command train line of the subway car, and the other to the 50% traction command train line of the subway car for traction control.

[0042] When the main control knob is turned to the brake position, the brake relay activates and gives two signals: one to the metro vehicle braking command train line and the other to the metro vehicle 50% braking command train line to perform braking control.

[0043] When the main control knob is turned to the rapid braking position, the rapid braking relay activates and sends four signals: one to the metro vehicle braking command train line, one to the metro vehicle 50% braking command train line (this is a prerequisite for issuing the rapid braking command), the third to the metro vehicle rapid braking command train line, and the last to the metro vehicle's rapid braking relay for rapid braking control.

[0044] The metro vehicle traction command train line, metro vehicle 50% traction command train line, metro vehicle braking command train line, metro vehicle 50% braking command train line, metro vehicle fast braking command train line, and metro vehicle fast braking relay are all existing metro vehicles.

[0045] Furthermore, the second normally open contact 17 of the activation relay is connected in series with the activation indicator light 18. The second normally open contact of the activation relay is connected to the power supply. When the activation knob is turned to the activation position, the activation indicator light illuminates. The second normally open contact 17 of the activation relay is also connected to the emergency brake release indicator light 23 to indicate the emergency braking status.

[0046] Furthermore, the third normally open contact 19 of the activation relay is connected in series with the toggle switch 20. The third normally open contact of the activation relay is connected to the power supply. The toggle switch 20 can be turned to the forward position, the 0 position, or the backward position. The toggle switch 20 is connected in series with the forward relay 21 or the backward relay 22. The first normally open contact 26 of the forward relay is connected to the forward train line of the subway car. The first normally open contact 27 of the backward relay is connected to the backward train line of the subway car. The second normally open contact 28 of the forward relay and the second normally open contact 29 of the backward relay are both connected to the neutral position relay of the subway car's direction handle. The first normally open contact of the forward relay, the first normally open contact of the backward relay, the second normally open contact of the forward relay, and the second normally open contact of the backward relay are all connected to the third normally open contact of the activation relay. When the toggle switch is turned to the forward position, the forward train track and the center position relay of the subway car's direction handle are energized. When the toggle switch is turned to the backward position, the backward train track and the center position relay of the subway car's direction handle are energized. When the toggle switch is turned to the 0 position, neither of them are energized.

[0047] When the toggle switch is turned to the forward position, the forward relay is activated and sends two signals: one to the forward train track of the subway car and the other to the center position relay of the subway car's direction handle.

[0048] When the toggle switch is moved to the rearward position, the rearward relay is activated and sends two signals: one to the rearward train track of the subway car and the other to the center position relay of the subway car's direction handle.

[0049] When the toggle switch is set to the last 0 position, there is no signal output.

[0050] The operating instructions for this control system are as follows:

[0051] The main control of the system is controlled by an activation knob, which has two positions: "activate" and "off". When it is in the "activate" position, the switching relay switches the original driver's controller signal of the subway vehicle to the signal of this control system to prevent the subway vehicle driver's controller from interfering with the control signal of this system.

[0052] The system's toggle switch controls the direction of the subway vehicle. The toggle switch has three positions: "0", "forward", and "backward", and each position has a positioning function.

[0053] The system's traction and braking control is controlled by the main control knob, which has four positions: "traction", "0", "braking" and "rapid braking". The 0-traction and 0-braking positions are fixed at 50% to ensure that the subway vehicles can still be controlled in the event of a network failure. All four positions have positioning.

[0054] The system has two indicator lights. The activation indicator light is red, indicating the system's operating status. The emergency braking relief indicator light is green, indicating the emergency braking status. Even if the vehicle information display screen does not show the emergency braking status in the event of a subway vehicle network failure, the driver can confirm the status through this light.

[0055] By integrating this emergency control system into subway vehicles, drivers can control the train's direction, traction, and braking. This allows drivers to control the subway vehicles to run under their own power to the storage line, thereby reducing the impact of malfunctions on the normal operation of other trains and also reducing the time required to handle such malfunctions.

[0056] The above description is merely a preferred embodiment of this utility model and is not intended to limit the utility model. Various modifications and variations can be made to this utility model by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. An emergency control system for subway vehicles, characterized in that, It includes an emergency control main road, which is connected to an activation conversion branch and a traction braking control branch. Both the activation conversion branch and the traction braking control branch are equipped with a first on / off switch. The activation conversion branch is equipped with an activation relay and a conversion relay connected in parallel. The traction braking control branch includes a traction control line, a braking line and a fast braking line connected in parallel. Each of the traction control line, the braking line and the fast braking line is equipped with a second on / off switch. One of the three lines can be energized. A braking relay is installed on the braking line and a fast braking relay is installed on the fast braking line.

2. The subway vehicle emergency control system as described in claim 1, characterized in that, The emergency control main circuit is connected to the power supply, and the activation conversion branch circuit and traction braking control branch circuit are connected in parallel.

3. The subway vehicle emergency control system as described in claim 1, characterized in that, The activation relay is connected to the main control relay and main control key relay of the subway vehicle.

4. The subway vehicle emergency control system as described in claim 1, characterized in that, The traction control line is equipped with the first normally open contacts of multiple switching relays connected in parallel. The first normally open contact of one of the switching relays is connected to the metro vehicle traction command train line, and the first normally open contact of another switching relay is connected to the metro vehicle 50% traction command train line.

5. The subway vehicle emergency control system as described in claim 2, characterized in that, The power supply is connected to the first normally open contact, the second normally open contact, and the third normally open contact of the activation relay.

6. The subway vehicle emergency control system as described in claim 5, characterized in that, The first normally open contact of the activation relay is connected in series with the first normally closed contact of the braking relay, and the first normally closed contact of the braking relay is connected in series with the first normally closed contact of the fast braking relay.

7. The subway vehicle emergency control system as described in claim 6, characterized in that, The first normally closed contact of the fast braking relay is connected in series with the second normally open contacts of multiple parallel switching relays. The second normally open contact of one of the switching relays is connected to the metro vehicle braking command train line, and the second normally open contact of another switching relay is connected to the metro vehicle 50% braking command train line.

8. The subway vehicle emergency control system as described in claim 6, characterized in that, The first normally open contact of the activation relay is also connected to the switching contact of the fast braking relay. The switching contact of the fast braking relay is connected in parallel with the first normally closed contact of the braking relay. The switching contact of the fast braking relay is connected to the metro vehicle fast braking command train line or the metro vehicle fast braking relay.

9. The subway vehicle emergency control system as described in claim 5, characterized in that, The second normally open contact of the activation relay is connected in series with the activation indicator light, and the second normally open contact of the activation relay is also connected to the emergency brake release indicator light to indicate the emergency braking status.

10. The subway vehicle emergency control system as described in claim 5, characterized in that, The third normally open contact of the activation relay is connected in series with a toggle switch, which is connected in series with either a forward relay or a backward relay. The first normally open contact of the forward relay is connected to the forward train line of the metro vehicle, and the first normally open contact of the backward relay is connected to the backward train line of the metro vehicle. The second normally open contacts of both the forward and backward relays are connected to the neutral position relay of the metro vehicle's direction handle. The first normally open contacts of the forward and backward relays, as well as the second normally open contacts of the forward and backward relays, are all connected to the third normally open contact of the activation relay.

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