CN111223348B - Intelligent debugging training system and method for urban railway passenger car safety loop - Google Patents
Intelligent debugging training system and method for urban railway passenger car safety loop Download PDFInfo
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Abstract
The intelligent debugging training system for the urban railway train safety loop comprises two main control units and an execution unit, wherein the main control units comprise a driver controller, an ATP cutting instruction circuit, a train zero-speed monitoring loop, a driver vigilance monitoring circuit, a train total wind monitoring loop circuit, a train emergency braking safety loop circuit and a train emergency braking loop circuit; the execution unit comprises a train zero-speed monitoring loop, a train line, a train total wind pressure switch monitoring loop, a train line and zero-speed signals transmitted by a BCU; for transmitting a train emergency braking signal to the brake control unit BCU; the ATP cutting instruction circuit, the train zero speed monitoring loop, the driver vigilance monitoring circuit, the total wind monitoring loop circuit, the emergency braking safety loop circuit and the normal monitoring state of the driver controller form the train emergency braking loop circuit. Compared with the training by using a real vehicle, the method has the advantages of time and labor saving, reduction of the influence of the training on the functions and performances of the real vehicle, avoidance of unexpected quality problems of the vehicle and reduction of loss.
Description
Technical Field
The invention belongs to the technical field of urban rail transit vehicle debugging and maintenance operation skill training, and particularly relates to an intelligent debugging training system meeting the requirement of an urban rail transit vehicle safety loop system, and meeting the requirement of debugging staff for debugging operation skill training and assessment.
Background
Along with the rapid development of urban rail transit in China, the equipment level and the technical content of subways and light rail vehicles reach the world leading level. In the production and manufacturing links of the subway and the light rail vehicle, the vehicle debugging is a key ring, and relates to whether each function of the subway and the light rail vehicle can be normally realized and whether the subway and the light rail vehicle run safely and reliably. Therefore, the skill level of staff in the subway and light rail vehicle debugging stations is required to be high.
The staff skill training for subway and light rail vehicle debugging posts is always a difficult problem puzzling training work. Generally, traditional training for this post is limited to training on the drawing principle only, with little practical training. Because the single-group manufacturing cost of a group of subway and light rail vehicles is about 500-3000 ten thousand yuan, the training risk of the original vehicles is large, the cost is high, the production period is not allowed, the uncontrollable factors are more, and the control principle of the subway and light rail vehicles cannot be further known due to the limitation of a quality management process system. The improvement of the operation skill level of the debugging staff is severely restricted by the conditions, so that the operation skill level becomes a restriction factor for the production of the subway and the light rail vehicles.
Disclosure of Invention
The invention aims to provide a debugging operation training system for realizing training of the safety loop debugging skills of the urban railway train, which has higher simulation degree, has low requirements on sites and environment, has less energy and material consumption and is convenient for debugging staff to realize the debugging operation training of the urban railway train safety loop under the condition of leaving the urban railway train for present.
The invention further aims to provide an intelligent debugging training method for the urban railway carriage safety loop, which enables debugging staff to quickly and accurately master the debugging technology of the urban railway carriage safety loop system after leaving the existing carriage, shortens the vehicle production period and improves the production efficiency.
In order to achieve the purpose, the invention provides an intelligent debugging training system for a safety loop of a city railway carriage, which is characterized in that: the system comprises two main control units and an execution unit, wherein the three units are connected into a complete whole through connectors, and the main control units comprise a driver controller, an ATP cutting instruction circuit, a train zero-speed monitoring loop, a driver vigilance monitoring circuit, a train total wind monitoring loop circuit, a train emergency braking safety loop circuit and a train emergency braking loop circuit; the execution unit comprises a train zero speed monitoring loop and a train line, a train total wind pressure switch monitoring loop and a train line, a train emergency braking safety loop train line, a train emergency braking loop circuit and a train line, and a braking control unit BCU; the driver controller is connected with the driver vigilance monitoring circuit and is used for sending a vigilance button signal; the driver controller is connected with the train emergency braking safety loop circuit and is used for transmitting a handle EB bit signal; the ATP cutting instruction circuit is connected with the train emergency braking loop circuit and is used for transmitting an ATP cutting instruction; the driver vigilance monitoring circuit is connected with the train emergency braking safety circuit and is used for transmitting a driver vigilance monitoring signal; the train zero speed monitoring loop is connected with the train zero speed monitoring loop and the train line and is used for bidirectional transmission of train zero speed signals; the train total wind monitoring loop circuit is connected with the train total wind monitoring loop circuit and the train line and is used for bidirectional transmission of train total wind signals; the train emergency braking safety circuit is connected with a train line of the train emergency braking safety circuit and is used for bidirectional transmission of train emergency braking safety circuit signals; the train emergency braking loop circuit is connected with the train emergency braking loop circuit and the train line and is used for bidirectional transmission of train emergency braking signals; the train zero speed monitoring loop and the train line are connected with the brake control unit BCU and are used for receiving zero speed signals transmitted by the brake control unit BCU; the train emergency braking loop circuit and the train line are connected with the braking control unit BCU and are used for transmitting train emergency braking signals to the braking control unit BCU; the normal monitoring states of the ATP cutting instruction circuit, the train zero speed monitoring loop, the driver vigilance monitoring circuit, the total wind monitoring loop circuit, the emergency braking safety loop circuit and the driver controller form a train emergency braking loop circuit, and if any point is abnormal, the train emergency braking loop circuit is disconnected.
The intelligent debugging training method for the urban railway passenger car safety loop is characterized by comprising the following steps of:
1. parameter measurement: measuring the positive line voltage of a non-permanent bus of the train as the working voltage of a control circuit; measuring that no short circuit phenomenon exists between all output end lines of the empty power supply and the non-permanent bus negative line of the train in the train safety loop system;
2. Establishing a system loop: the activating device establishes an ATP excision command circuit and confirms that the result of the ATP excision command circuit is normal and effective; establishing a train zero speed monitoring loop, and confirming that the result of the train zero speed monitoring loop is normal and effective; establishing a driver vigilance monitoring circuit, and confirming that the result of the driver vigilance monitoring circuit is normal and effective; establishing a total wind monitoring loop, and confirming that the result of the total wind monitoring loop is normal and effective; establishing an emergency braking safety loop, and confirming that the result of the emergency braking safety loop is normal and effective; and operating the driver controller handle to confirm that the driver controller handle is in a state of establishing emergency braking.
When the ATP excision command circuit confirms that ATP is excised, the train zero speed monitoring loop confirms that zero speed is effective, the driver vigilance monitoring circuit confirms that the driver vigilance is in an inactive state, the total wind monitoring loop confirms that the total wind pressure reaches the requirement, the emergency braking safety loop is activated, the driver controller handle is in a state of establishing emergency braking, and after the train emergency braking loop relay is confirmed to be powered on, the train emergency braking loop is established.
The three units are organically integrated together through the hardware, the three units are arranged, the layout arrangement of the main control vehicle and the execution vehicle of the urban railway vehicle is met, each level of monitoring circuit, the monitoring loop and the signal loop in the train safety loop system are connected in series, all levels of monitoring circuits, the monitoring loop and the signal loop are buckled, the three levels of monitoring circuits, the monitoring loop and the signal loop are finally embodied in the train emergency braking loop, all points affecting the running safety of the vehicle are integrated and connected in series, and the vehicle is triggered to stop as long as one node has a problem. The simulation degree of each level of monitoring circuit, monitoring loop, signal loop and loop is high, the interfaces and wiring logics of all the components are arranged according to the urban railway vehicle prototype, a trainer can write a debugging method of a practical training system according to the debugging content of the urban railway vehicle, and a trained person can perform standardized operation according to the debugging method; the train safety loop system functions of the urban railway vehicles are simulated by utilizing three small and compact units, compared with the train with the real vehicles, the train safety loop system has the advantages of centralized components, small walking range, personnel walking time saving, capability of reducing the influence of training on the functions and performances of the real vehicles, capability of avoiding the unexpected quality problems of the vehicles and reduction of loss.
Drawings
FIG. 1 is a block diagram of a simulated train safety loop system layout;
FIG. 2 ATP cut-out instruction circuit;
FIG. 3 driver vigilance monitoring circuit;
FIG. 4a is a train zero speed monitoring loop of the master control unit;
FIG. 4b shows a train zero speed monitoring loop and train line of the execution unit;
FIG. 5 train total wind monitoring loop circuit;
FIG. 6 train emergency braking safety circuit;
Fig. 7 train emergency brake loop circuit.
Detailed Description
Referring to fig. 1, two main control units and one execution unit in the present invention are respectively a main control cabinet 1, a main control cabinet 2, and three simulation system cabinets of the execution cabinet, and the three units are connected into a complete whole through connectors. The main control cabinet 1 and the main control cabinet 2 are provided with: the train emergency braking system comprises a driver controller, an ATP cutting instruction circuit, a train zero speed monitoring loop, a driver vigilance monitoring circuit, a train total wind monitoring loop circuit, a train emergency braking safety loop circuit and a train emergency braking loop circuit. The execution cabinet is provided with: the train zero speed monitoring loop and train line, the train total wind pressure switch monitoring loop and train line, the train emergency braking safety loop train line, the train emergency braking loop circuit and train line, and the brake control unit BCU on the distribution board 1/distribution board 3/distribution board 2.
Wherein: the driver controller is connected with the driver vigilance monitoring circuit and sends a vigilance button signal to the driver vigilance monitoring circuit; the driver controller is connected with the train emergency braking safety circuit and transmits a handle EB bit signal to the train emergency braking safety circuit; the ATP cutting instruction circuit is connected with the train emergency braking loop circuit and transmits the ATP cutting instruction to the train emergency braking loop circuit; the driver vigilance monitoring circuit and the train emergency braking safety circuit transmit the driver vigilance monitoring signal to the train emergency braking safety circuit; the train zero speed monitoring loop is connected with the train zero speed monitoring loop and the train line to carry out bidirectional transmission of train zero speed signals; the train total wind monitoring loop circuit, the train total wind monitoring loop circuit and the train line are used for carrying out bidirectional transmission on train total wind signals; the train emergency braking safety circuit is connected with a train line of the train emergency braking safety circuit to carry out bidirectional transmission of a train emergency braking safety circuit signal; the train emergency braking loop circuit is connected with the train emergency braking loop circuit and the train line to carry out bidirectional transmission of train emergency braking signals; the train zero speed monitoring loop and the train line are connected with the distribution board 1/distribution board 3/distribution board 2 brake control unit BCU, and the distribution board 1/distribution board 3/distribution board 2 brake control unit BCU transmits a zero speed signal to the train zero speed monitoring loop and the train line; the train emergency braking loop circuit and the train line are connected with the brake control unit BCU of the power distribution board 1/the power distribution board 3/the power distribution board 2, and the train emergency braking signal is transmitted to the brake control unit BCU of the power distribution board 1/the power distribution board 3/the power distribution board 2.
The main embodiment mode of the train safety loop is a train emergency braking loop, and in the process of establishing the train emergency braking loop, the train emergency braking loop needs to be established firstly: ATP excision instruction circuit, train zero speed monitoring loop, driver vigilance monitoring circuit, total wind monitoring loop, emergency braking safety loop still need guarantee that driver controller handle function is normal, and only each circuit and loop normal establishment just, and emergency braking button is not triggered, establishes the result of each loop, circuit in series, cooperates emergency braking button, accomplishes the establishment of train emergency braking loop, as long as any one of them loop or circuit goes wrong, all can cause the disconnection of train emergency braking loop.
The intelligent debugging training device is not provided with the ATP safety protection system, so that the ATP cutting instruction circuit is a circuit for cutting off the ATP safety protection system, the switch is operated to a cutting position, and the ATP system cutting relay is powered on to provide an ATP cutting instruction for the system.
The train zero speed monitoring loop is a zero speed monitoring loop of the main control cabinet 1, the zero speed monitoring loop of the main control cabinet 2 and a train line are executed, and the zero speed monitoring loop of the main control cabinet 1 passes through a loop circuit formed by connecting the hanging lines. The zero-speed signal is transmitted to the train line through the control of the activation of the power supply and the cab of the main control cabinet, through the feedback switch of the internal speed signals of the three brake units BCU of the execution cabinet and the unactivated control of the cab of the tail main control cabinet, so that the zero-speed relays of the two main control cabinets are powered on, and the zero-speed signal is provided for the device.
The driver vigilance monitoring circuit is a circuit for monitoring whether the driver controller is in a control state, when the driver controller handle is ready to be separated from an emergency braking position (EB) and a maximum service braking position after an emergency loop is established, a driver vigilance button needs to be pressed, otherwise, the driver vigilance monitoring circuit can be triggered. When the driver controller is in the non-emergency braking position and the maximum service braking position, the driver vigilance button is loosened, the alarm can be triggered at a certain time, and the driver vigilance monitoring circuit is triggered to disconnect the emergency braking loop within a certain period of time. When the alarm is triggered but the driver vigilance monitoring circuit is not triggered to disconnect the emergency braking loop, the driver vigilance button is pressed, and the driver vigilance monitoring circuit can be reset.
The total wind monitoring loop comprises: the train total wind monitoring loop of the main control cabinet, the train total wind pressure switch monitoring loop of the execution cabinet and the train line form an annular circuit through the connecting line. The total wind pressure of the execution cabinet is monitored through the control of the activation of the power supply and the cab of the main control cabinet, the device provides compressed air for the total wind pipe through the air compressor, the pressure switch monitors the pressure of the compressed air in the total wind pipe, and only after the pressure value of the total wind reaches the standard, the total wind pressure switch is triggered, so that a total wind monitoring loop of the train is established, and a total wind pressure effective signal is provided for the device.
The emergency braking safety circuit includes: the train emergency braking safety circuit of the main control cabinet and the train line of the train emergency braking safety circuit of the execution unit form an annular circuit through a connecting line. The method is mainly responsible for monitoring the position state, the running direction switch state, the driver vigilance state and the total wind state of the handle of the controller, connecting the execution results of the states in series, and establishing a train emergency braking safety loop, so that the train emergency braking safety loop is disconnected as long as any point has a problem, and the train emergency braking loop is disconnected.
Fig. 2 is an ATP excision command circuit. Because the training device is not provided with the simulated ATP system, an ATP cutting instruction circuit is arranged for meeting the functional establishment of a train safety loop of the simulation device. The ATP cutting instruction circuit is powered by the = 41-F01 idle switch, and operates the ATP cutting switch (=41-S01) on the main control cabinet to the cutting position, and the ATP cutting relay = 41-K10, = 41-K11, = 41-K16, = 41-K17 is powered.
Fig. 3 is a driver vigilance monitoring circuit. The warning function of the driver is to monitor the operation state of the driver, prevent the driver's hand from separating from the driver to drive the railway vehicle, close the idle opening=24-F01, drive the driver traction/braking handle (=24-A01) to EB position, press the driver warning button on the driver traction/braking handle, =24-K01 power-off delay relay is powered on, =24-K01 normally closed contact is opened, send signal 0 to the TCMS system through the head relay=21-K06, represent that the warning monitoring circuit is established, and the warning alarm is not activated. The control device is characterized in that a normally open contact of the control device is closed in the range of 24-K01, a power-off delay relay of the control device is powered on in the range of 24-K02, the normally open contact of the control device is closed in the range of 24-K02, at the moment, as long as a vigilance button is pressed, a traction/braking handle of the control device can be separated from an EB (electronic component) position to operate, and when the control device is powered on in the range of 24-K02, the vigilance button can be pressed down to maintain the establishment of a vigilance monitoring circuit. The delay time of the driver alert monitoring relay=24-K01 and=24-K02 is 3S, when=24-K01 is powered off, the power of=24-K02 in 3S cannot be lost, if the alert button is released at the non-emergency position and the non-maximum service braking position of the traction/braking handle of the driver controller, the first alert stage of the driver can be triggered, the time 3S, the tcms system can trigger the vehicle alert buzzer to send out an audible and visual alarm, and the alert button is pressed down again in 3S, so that the driver alert monitoring circuit can be reestablished. When the first stage of driver vigilance is triggered, the driver vigilance monitoring circuit is not reestablished within 3S, and the power of the (24-K02) is lost, an emergency braking loop is triggered to be disconnected, and emergency braking is triggered. the=41-K05 is a zero-speed relay, and when zero speed is active, =41-K05 is powered, and the alert relay=24-K01 is directly powered through the normally open contact of the=41-K05 relay.
Fig. 4a, 4b are train zero speed monitoring loops. The zero speed refers to that the simulated traction motor of the simulated device is static or the speed is less than 5km/h, and a brake control unit BCU on a switchboard 1, a switchboard 3 and a switchboard 2 of an executing cabinet can send out a zero speed instruction. In fig. 4a, after the cab of the main control cabinet 1 is activated, the 21-K05 head relay is electrified, the normally open contact is closed, the normally closed contact is opened, a signal enables the train line 26J01 to be electrified through the normally open contact of the 21-K05 relay of the TC01 car, when the simulated traction motor of the device is static or the speed is less than 5km/h through the zero speed output circuit of the three brake control units BCU in fig. 4b, the normally open contact in the BCU is closed, the through line 26J08 is electrified through the normally closed contact of the 21-K05 of the main control cabinet 2, the normally open contact of the relay=41-K10 is cut off through the ATP of the main control cabinet 1, and then the zero speed relay=41-K05 and the zero speed relay=41-K06 are electrified, so that a zero speed monitoring loop is established. After the main control cabinet 2 is activated by the cab, the establishment principle of the zero-speed monitoring loop is the same as that described above.
Fig. 5 is a train total wind monitoring loop circuit. The total wind monitoring loop is a loop for monitoring whether the total wind pressure provided by the external air compressor meets the requirements of the pneumatic unit of the device, and when the total wind pressure is lower than a set value, the monitoring loop is disconnected and emergency braking is triggered.
The power supply idle opening of the total wind monitoring loop is=26-K04, a cab of the main control cabinet 1 is activated, the 21-K05 head relay is powered on, the normally open contact is closed, the normally closed contact is opened, the train line 26902 is powered on, the total wind pressure opening detection total wind pressure value of the distribution board 1 is more than 350kpa, the normally open contact of the pressure switch is closed, the train line 26903 of the main control cabinet 1 to the distribution board 1 is powered on, the total wind pressure opening detection total wind pressure value of the distribution board 2 is more than 350kpa, the normally open contact of the pressure switch is closed, the train line 26902 of the distribution board 2 to the main control cabinet 2 is powered on, the normally closed contact of the head relay=21-K05 of the main control cabinet 2 is powered on, the through line 26904 is powered on, the total wind monitoring relay=26-K05 of the main control cabinet 1 and the main control cabinet 2 is powered on, and signals are transmitted to the TCMS systems of the distribution board 1 and the distribution board 2, and information feedback is carried out. After the main control cabinet 2 is activated by the cab, the principle of establishing the total wind monitoring loop is the same as the above.
When the total wind pressure switch=26-S06 of the intermediate vehicle fails or the total wind pressure is below 300kpa, the total wind monitoring loop may be bypassed using the=26-S05 total wind low pressure bypass switch of the main control cabinet.
Fig. 6 is a train emergency braking safety circuit. The safety loop is responsible for monitoring the handle position state, the running direction switch state, the driver vigilance state and the total wind state of the driver.
The power supply empty switch of the safety loop is=26-F05, the cab of the main control cabinet 1 is activated, the 21-K04 head relay is electrified, the normally open contact is closed, the normally closed contact is opened, the train running direction handle of the master controller is in a non-0 position, the traction/brake handle of the master controller=24-A01 is pushed to a non-EB position, meanwhile, a driver vigilance circuit is established, the 24-K02 vigilance relay is electrified, a total wind monitoring loop is established, the 26-K05 total wind monitoring relay is electrified, the through line 26C06 is electrified, the through line 26C07 is electrified through the normally closed contact of the head relay=21-K04 of the main control cabinet 2, the safety loop relay=26-K06 of the main control cabinet 1 and the main control cabinet 2 is electrified, and signals are transmitted to the TCMS systems of the distribution board 1 and the distribution board 2, and information feedback is carried out. After the main control cabinet 2 is activated by the cab, the safety loop is established in the same principle.
When the train running direction handle of the driver is in fault, or the driver vigilance circuit is in fault, or the total wind monitoring loop is in fault, and the safety loop cannot be normally established, the safety loop can be established through the=26-S04 safety loop bypass switch, the=26-S04 switch is operated to the bypass position, and the signals of the train running direction handle of the driver, the driver vigilance circuit and the total wind monitoring loop can be bypassed.
Fig. 7 is an emergency brake loop of the simulated train safety loop system. The emergency braking loop is the most important loop in the train safety loop system, and is also the final loop of the train safety loop system, and as long as any loop and circuit in the train safety loop system are in fault, the emergency braking loop is disconnected, and the braking control unit BCU outputs an emergency braking instruction to trigger emergency braking.
The emergency braking loop is a loop with positive and negative signals controlled by two, and the positive line control logic and the negative line control logic of the whole loop are the same so as to ensure the running safety of the train. Loop power supply empty switch is=26-F05, loop positive line initial end line number 26C01, the cab of the main control cabinet 1 is activated, the 21-K03 head relay is powered on, the ATP cutting circuit is activated, the ATP cutting relay=41-K11 is powered on, the normally open contact is closed, the line 26D01 is powered on, the emergency brake mushroom button=26-S02 is pressed up, the normally closed contact is closed, a zero-speed monitoring loop is established, the zero-speed relay=41-K06 is powered on, the normally open contact is closed, the line 26D03 is powered on, and the emergency brake=26-K08 relay is powered on. (emergency braking = 26-K08 relay function: = 26-K08 normally open contact closed, = 41-K06 normally open contact bypass, function is in vehicle operation, speed of vehicle is greater than 5km/h, = 41-K06 power loss, emergency braking loop route = 26-K08 relay keeps).
The circuit 26D03 is powered on, the safety loop is established, =26-K06 safety loop relay is powered on, so that the through line 26D06 is powered on, the power is supplied to the=26-K08 of the main control cabinet 2 through the=26-K06 safety loop relay normally open contact of the main control cabinet 2, the power is supplied to the=26-K08 of the main control cabinet 2 through the=26-K08 normally open contact of the main control cabinet 2, the emergency brake mushroom button=26-S02 normally closed contact is supplied to the main control cabinet 2, and the power is supplied to the through line 26D07 through the main control cabinet 2 head relay=21-K03 normally closed contact. The starting end line number of the emergency loop negative line is 32100, the control logic and the path of the negative line are the same as those of the positive line, when the DC110V exists between the through line 26D07 and the through line 26D13, the emergency braking loop is established, the emergency braking loop relay=26-K07 of the main control cabinet 1 and the main control cabinet 2 is powered on, and the BCU of the switchboard 1, the BCU of the switchboard 3 and the BCU of the switchboard 2 of the executing cabinet receive signals for establishing the emergency braking loop. After the T main control cabinet 2 is activated by the cab, the establishment principle of the emergency braking loop is the same as the above.
When any point in the emergency braking loop is disconnected, the emergency braking relay=26-K07 is powered off, and the BCU of the switchboard 1, the BCU of the switchboard 3 and the BCU of the switchboard 2 of the execution cabinet receive signals for disconnecting the emergency braking loop, so that the train triggers emergency braking and stops rapidly.
The invention organically fuses the background support and the foreground functional hardware through the logical connection of the hardware, embodies the main functions of the urban railway vehicle train safety loop, embodies the unique characteristics of urban railway vehicle debugging skills, and has the advantages of high simulation degree, high training efficiency and low cost.
The debugging method of the train safety loop system comprises the following steps:
1. And (5) measuring parameters.
1.1, Between the voltage on the measurement train non-permanent bus 32101 and 32100 is DC110V.
1.2, There is no short circuit between the master control cabinet 1 and the master control cabinet 2 in the measurement train safety loop system=41-F01, =24-F01, =26-F04, =26-F05 free output end line and 32100.
1.3 Closing master cabinet 1, =41-F01, =24-F01, =26-F04, =26-F05 on master cabinet 2.
2. Establishing a system loop
2.1, Operating in the main control unit 1, and establishing each loop and circuit of the train safety loop system.
2.1, Activating the train battery and activating the cab, and confirming that the head relay=21-K01, =21-K02, =21-K03, =21-K04, =21-K05, =21-K06, =21-K07, =21-K08, =21-K09, =21-K10, =21-K12, =21-K11 is closed.
2.2, Establishing an ATP excision command circuit. Closing the ATP system to supply power for blank opening=41-F01, operating the ATP excision switch=41-S01 to the excision position, and confirming that the ATP excision relay=41-K10, =41-K11, =41-K16, =41-K17 is electrically sucked.
2.1.3, Establishing a driver vigilance monitoring circuit. Closing the driver vigilantly powered on = 24-F01, doing the following:
(1) Operating a driver controller handle=24-a 01 to an EB bit, pressing a driver vigilance button on the driver controller handle, and confirming that the driver vigilance time relays=24-K01 and=24-K02 are powered on;
(2) Pressing a driver vigilance button, pushing a handle to a maximum common braking position, loosening the driver vigilance button, confirming that a driver vigilance time relay=24-K01 and=24-K02 is not powered off, pressing the driver vigilance button, and confirming that the driver vigilance time relay=24-K01 and=24-K02 is powered on;
(3) Pressing a driver vigilance button, pushing a driver controller handle to an idle position, confirming that a driver vigilance time relay=24-K01 and=24-K02 are not powered down, loosening the driver vigilance button, confirming that the driver vigilance time relay=24-K01 is powered down, after 3S, the driver vigilance time relay=24-K02 is powered down, and triggering an emergency braking loop to be disconnected.
2.1.4, Establishing a train zero speed monitoring loop, operating a driver controller handle=24-A01 to an EB (electronic component) position, confirming that a traction motor of the device is in a stop state, and confirming that zero speed relays=41-K05 and 41-K06 of the main control cabinet 1 and the main control cabinet 2 are powered on.
2.1.5, Lifting a pantograph, starting an auxiliary inverter, starting an air compressor, starting to supply air to a train main air pipe, detecting that the total air pressure value of the total air pressure opening detection of the distribution board 1 and the distribution board 2 is more than 350kpa, closing a normally open contact of a pressure switch, and confirming that the total air state relay of the main control cabinet 1 and the main control cabinet 2 is electrically closed, wherein the total air pressure value of the total air pressure opening detection of the distribution board 1 and the distribution board 2 is=26-S06.
2.1.6, Establishing a train emergency braking safety loop. And (3) confirming that a total wind monitoring loop relay=26-K05 is electrified, operating a running direction switch to a non-0 position, pressing a driver vigilance button by a driver controller handle to a braking interval by an EB position, confirming that a driver vigilance time relay=24-K02 is electrified, and confirming that train emergency braking safety loop relays=26-K06 of a main control cabinet 1 and a main control cabinet 2 are electrified.
2.1.7, Establishing a train emergency braking loop.
(1) Establishing an ATP excision command circuit, and confirming that the ATP excision relay=41-K11 is powered;
(2) Checking the emergency brake button = 26-S02 status of the two master control units, confirming that the emergency brake alfa is not pressed;
(3) Confirm train zero speed relay=41-K06 to get electricity;
(4) Confirm the emergency braking relay = 26-K08 of the main control cabinet 1 and main control cabinet 2 gets electricity;
(5) Confirm the train emergency braking safety loop relay=26-K06 of the main control cabinet 1 and the main control cabinet 2 to get electricity;
The cab activation relay through the tail car=21-K03 (not powered) brings the voltage between the positive and negative trainlines 26D07 and 26D13 of the emergency brake loop to DC110V. Confirm that train emergency braking loop relay = 26-K07 gets electricity, and transmit the signal that emergency braking loop was established to the braking control unit BCU of device execution unit, confirm that the identification frame of train emergency braking is green on HMI.
The training examination questions adopt database questions, and the simulation device is enabled to fail by activating a failure setting relay, so that the function is lost. After analysis and measurement, the training personnel inputs fault codes through the answering machine, and judges whether the answering is correct or not through comparison with the database.
Claims (2)
1. An intelligent debugging training system for a safety loop of a city railway carriage is characterized in that: the system comprises two main control units and an execution unit, wherein the three units are connected into a complete whole through connectors, and the main control units comprise a driver controller, an ATP cutting instruction circuit, a train zero-speed monitoring loop, a driver vigilance monitoring circuit, a train total wind monitoring loop circuit, a train emergency braking safety loop circuit and a train emergency braking loop circuit; the execution unit comprises a train zero speed monitoring loop and a train line, a train total wind pressure switch monitoring loop and a train line, a train line of a train emergency braking safety loop, a train emergency braking loop circuit and a train line and braking control unit BCU; the driver controller is connected with the driver vigilance monitoring circuit and is used for sending a vigilance button signal; the driver controller is connected with the train emergency braking safety loop circuit and is used for transmitting a handle EB bit signal; the ATP cutting instruction circuit is connected with the train emergency braking loop circuit and is used for transmitting an ATP cutting instruction; the driver vigilance monitoring circuit is connected with the train emergency braking safety circuit and is used for transmitting a driver vigilance monitoring signal; the train zero speed monitoring loop is connected with the train zero speed monitoring loop and the train line and is used for bidirectional transmission of train zero speed signals; the train total wind monitoring loop circuit is connected with the train total wind pressure switch monitoring loop and the train line and is used for bidirectional transmission of train total wind signals; the train emergency braking safety circuit is connected with a train line of the train emergency braking safety circuit and is used for bidirectional transmission of train emergency braking safety circuit signals; the train emergency braking loop circuit is connected with the train emergency braking loop circuit and the train line and is used for bidirectional transmission of train emergency braking signals; the train zero speed monitoring loop and the train line are connected with the brake control unit BCU and are used for receiving zero speed signals transmitted by the brake control unit BCU; the train emergency braking loop circuit and the train line are connected with the braking control unit BCU and are used for transmitting train emergency braking signals to the braking control unit BCU; the normal monitoring states of the ATP cutting instruction circuit, the train zero speed monitoring loop, the driver vigilance monitoring circuit, the train total wind monitoring loop circuit, the train emergency braking safety loop circuit and the driver controller form the train emergency braking loop circuit, and if any point is abnormal, the train emergency braking loop circuit is disconnected.
2. The debugging training method of the intelligent debugging training system for the safety loop of the urban railway carriage according to claim 1, which is characterized by comprising the following steps:
(1) Parameter measurement: measuring whether the positive line voltage of the non-permanent bus of the train is the working voltage of a control circuit; measuring whether short circuit exists between all output end lines of the empty power supply and the non-permanent bus negative line of the train in the train safety loop system;
(2) Establishing a system loop: the activating device establishes an ATP excision command circuit and confirms that the result of the ATP excision command circuit is normal and effective; establishing a train zero speed monitoring loop, and confirming that the result of the train zero speed monitoring loop is normal and effective; establishing a driver vigilance monitoring circuit, and confirming that the result of the driver vigilance monitoring circuit is normal and effective; establishing a train total wind monitoring loop circuit, and confirming that the result of the train total wind monitoring loop circuit is normal and effective; establishing a train emergency braking safety loop circuit, and confirming that the result of the train emergency braking safety loop circuit is normal and effective; and operating the handle of the driver controller to confirm that the handle of the driver controller is in a state of establishing emergency braking.
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| CN111731343B (en) * | 2020-06-09 | 2021-10-19 | 中车唐山机车车辆有限公司 | Safety loop system and rail vehicle |
| CN112141166B (en) * | 2020-09-24 | 2021-11-12 | 中车长春轨道客车股份有限公司 | Motor train unit safety loop bypass system |
| CN113844489B (en) * | 2021-09-30 | 2022-10-14 | 中车株洲电力机车有限公司 | Control system and control method for unmanned vigilant emergency braking |
| CN113903207A (en) * | 2021-11-16 | 2022-01-07 | 中车长春轨道客车股份有限公司 | Device for training debugging skills of railway vehicle debugging personnel |
| CN114407974A (en) * | 2022-03-08 | 2022-04-29 | 中车大连机车车辆有限公司 | Vigilant control circuit suitable for urban rail subway vehicle fault direction safety |
| CN114834500B (en) * | 2022-04-27 | 2024-04-26 | 交控科技股份有限公司 | Signal system cutting circuit and cutting method for carriage chassis separation |
| CN115188240B (en) * | 2022-08-24 | 2024-05-24 | 南京中车浦镇城轨车辆有限责任公司 | Traction braking teaching operation table applied to railway vehicle |
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