探究列控系统对动车组制动系统故障后的安全防护作用

介绍了我国CRH系列动车组制动系统的结构、特点,并按照动车组制动系统故障后是否可以继续安全行车的分类原则,将制动系统故障归纳为4类,之后对涉及到运行安全的第Ⅲ、Ⅳ类故障进行制动距离计算,得出的结论:只要动车组的剩余制动力小于列控系统车载设备计算采用的理论制动力,即使列控系统处于完全监控模式,也不能保证动车组列车不冒进停车信号,而且列车速度较低时,冒进信号的几率较大,速度较高时,冒进信号的距离较大；另外,当制动力下降到一定程度后,列车在侧向进站的过程中还有可能超过道岔规定限速,存在侧翻的危险隐患.针对这些安全隐患,提出了CRH系列动车组可只考虑最多2辆车的制动系统发生故障的合理运营条件,并设计出将列控系统车载设备计算采用的理论制动力使用系数值调整到1-2/M(M表示动车组车辆总数)的解决方案,最后通过理论计算,分析了该方案对运输能力的影响程度.

Safety Protection Function of Train Control System in Case of EMU Braking System Fault

The paper introduces the structure and characteristics of braking systems of CRH EMUs, and classifies braking system faults into four classes by the classification principle that is whether the EMU can continuously operation in the case of its braking system fault, and presents stopping distance calculation in case of the faults of Classes III and IV related to the operational safety. It is concluded that as long as the remnant braking force is less than the theory braking force calculated by onboard equipment of the train control system, the EMU cannot be ensured to run over the stop signal even though the train control system is in a full supervision mode, moreover, the speed is lower, the probability of train trip is bigger, and the speed is higher, the distance of train trip is longer. In addition, if the braking force decreases to a certain degree, the train speed may exceed the defined speed restriction of the point when approaching the station from a siding, which may cause a rollover hazard. Aiming at the hazards, the paper puts forward that CRH EMUs with the braking system faults of two cars at the most will be only considered as the reasonable operation condition, and presents a solution of adjusting the theory braking force factor used for calculation of the train control onboard equipment into 1-2/M （M for the total number of the EMU cars）. At the end, it analyzes the effect of the solution on the transport capability.