深圳地鐵制動系統(tǒng)1

METROShenzhenTraining:firstdayMETROShenzhenTraining:firstdayGeneralBrakeSystemphilosophy制動系統(tǒng)原理概述

Trainscomposition車輛構(gòu)造

PneumaticSchemeAnalysis氣路分析

ElectricalschemeAnalysis電路分析Traininterfaces車輛接口

Hardwiredtraininterfaces

車輛硬線接口

Networktraininterfaces

車輛網(wǎng)絡接口

Tractioninterfaces

車輛牽引接口Firstdaytrainingsession:第1天培訓內(nèi)容ShenzhenLine4isametrobuiltwithn°2trailercabins,n°2motorcarsforaglobalofn°4coachesandn°8bogies.Totalnumberofmotorbogiesis8andtotalnumberoftrailerbogiesis4.CabcariscalledTcandmotorcarscalledMp.深圳地鐵4號線車輛由2個拖車、2個動車構(gòu)成，總共4輛車、8個轉(zhuǎn)向架，其中動車轉(zhuǎn)向架4個，拖車轉(zhuǎn)向架4個。帶司機室的拖車簡稱Tc，帶受電弓的動車簡稱Mp. ThesystemprovidedforMSZL4isasinglepipeelectro-pneumaticbrakewithanelectronicapplicationcontrol提供給深圳4號線車輛的制動系統(tǒng)是單管電氣控制的電空制動系統(tǒng)METROShenzhenTraining:Traincompositions

Brakepipeisusedonlyintowingmode(seepneumaticdetail)

制動管只用于回送模式（詳見氣路圖）Controlandmanagementofbrakeiselectro-pneumaticwithbogiecontrolforbrakeandaxlecontrolforWSP(wheelslideprotection)

制動的控制和管理基于架控，WSP（車輪防滑保護）基于軸控OneEPAC2foreachbogiewithelectroniccontrolunitintegrated

每個轉(zhuǎn)向架有1個帶集成電子控制組件的EPAC2WSPcontrolforaxle

WSP是軸控的N°2A.G.T.U.locatedoneachTccar2個A.G.T.U風源系統(tǒng)安裝在Tc車上Twopointsweighingsystempercarwithaverageloadpanel.每輛車有一個帶均壓閥的2點懸掛。Doublespeedsensorspeedcaptionsystemperbogie.每個轉(zhuǎn)向架有兩個速度傳感器系統(tǒng)METROShenzhenTraining:TraincompositionsThesystemforMetroShenzhenline4isastandardMainPipe(MP)electro-pneumaticbrakewithanelectroniccontrol(EPAC2)深圳地鐵4號線制動系統(tǒng)是一個典型的電子控制MP電空制動（EPAC2）。

ThebrakecontrolisperformedperbogiethroughtheEPAC2device(serviceandemergencybrake)通過EPAC2裝置實現(xiàn)基于轉(zhuǎn)向架的制動控制（常用和緊急制動）

TheWSPcontrolisperformedperaxlethroughtheEPAC2device通過EPAC2裝置實現(xiàn)基于軸的防滑控制Additionalstandardfunctionprovided:提供的附加標準功能

Parkingbrakecontrol停放制動控制Additionalexternalfunctions:附加外部功能

Suspensionsupply懸掛系統(tǒng)供風

Auxiliaryfunctions(hornandcouplingairsupply)

輔助功能（氣喇叭、車鉤聯(lián)結(jié)空氣供給）METROShenzhenTraining:TraincompositionsBOGIECONTROLBRAKESYSTEMADVANTAGES基于轉(zhuǎn)向架控制的制動系統(tǒng)的優(yōu)勢Simplerbrakesystemarchitecture更為精簡的制動系統(tǒng)架構(gòu)Integratedandlightsolution集成化和輕量化的解決方案

Highlevelofintegration高度集成

Weightreduction輕量化Limitednumberofcomponentsinthebrakesystem減少制動系統(tǒng)中的部件數(shù)量

Spaceenvelopereduction節(jié)省空間

LCCimprovementsLCC改進

Cablingnumberreduction減少接線METROShenzhenTraining:TraincompositionsBRAKESYSTEMOVERVIEW(1)制動系統(tǒng)概述(1)Driver’scabfunctions司機駕駛室功能Monitoringofmainpipeandbrakecylinderspressuresthroughdoubleairgauge

通過雙針壓力表監(jiān)測主風管和制動缸壓力Auxiliarypipingandcouplingfunctions輔助管路和車鉤功能Head/endisolationofthetrain列車頭尾隔離Automaticcouplingactuationandisolation自動車鉤聯(lián)接和隔離Brakecontrolfunctions制動控制功能Electro-pneumaticbrakecontrol電空制動控制Brakedemandprocessing制動需求處理Controlbrakecylinderpressure制動缸壓力控制Loadsensing載重傳感Blending混合制動Wheelslideprotection(WSP)車輪防滑保護(WSP)Holdingbrake保持制動ATCinterfaceATC接口Monitoringandisolationoftheservicebrake監(jiān)測和隔離常用制動Fastbraking快速制動Emergencybrakecontrol緊急制動控制Emergencybrakedemandgenerationandprocessing緊急制動需求產(chǎn)生和處理Monitoringandisolationoftheemergencybrake監(jiān)測和隔離緊急制動Parkingbrake停放制動Monitoringandisolationoftheparkingbrake監(jiān)測和隔離停放制動METROShenzhenTraining:TraincompositionsBRAKESYSTEMOVERVIEW(2)制動系統(tǒng)概述(2)Compressedairproductionandtreatment壓縮空氣生成和處理Storageoftheair空氣存儲Pneumaticsuspension空氣懸掛Bogiebrakeequipment轉(zhuǎn)向架制動裝備Wheelflangelubricatorairsupply輪緣潤滑供風Thebrakesystemcoreconsistsofindependentbrakeblocks:eachofthemcontrolsthebrakeactuationonasinglecarbyanEPAC2controlunit.

獨立的制動模塊構(gòu)成了制動系統(tǒng)的核心：每個制動模塊通過EPAC2控制

單車的制動作動器。TheseblocksareinterconnectedbyadedicatedandredundantFaiveleybus–ECHELON–thatallowsthedatainterchangesamongtheEPAC2units.

這些模塊由專用的、具有冗余設(shè)計的法維萊ECHELON總線連接在一起，

使得EPAC2之間的數(shù)據(jù)可以相互傳遞。METROShenzhenTraining:TraincompositionsBRAKESYSTEMOVERVIEW(2)制動系統(tǒng)概述(2)Thecommunicationbetweenbrakesystem(EPAC2)andthetraincontrolsystemisrealizedmainlythroughCANOPENnetworkandhardwiredlines.AFaiveleyTransportbus(ECHELON)allowsthenecessaryexchangeofinformationbetweenEPAC2s.Thisnetworkisreplicatedtwiceforredundancyinordertoreducetherisktohaveno-communicationbetweenEPAC2sduringnormalTrainservice.

列車控制系統(tǒng)和制動系統(tǒng)（EPAC2）之間的通信主要通過CAN網(wǎng)絡和列

車硬線。法維萊總線（ECHELON）允許EPAC2之間必要的信息交換。它

采用二次冗余設(shè)計，以減少列車正常運行時EPAC2之間失去通信的風險。METROShenzhenTraining:TraincompositionsBRAKESYSTEMOVERVIEW(3)制動系統(tǒng)概述(3)ThesystemisalsointerfacedwithCANOpentrainbusformonitoringpurposeandwiththefollowingtrainlogichardwires:制動系統(tǒng)有用于監(jiān)測用的CAN總線，以及以下列車邏輯硬線：TheTractionline牽引列車線TheBrakeline制動列車線TheEmergencyBrakeLineSAFETYLOOP

緊急制動線-安全回路TheParkingcontrolline停放制動列車線TwoPWM(PulseWaweModulationsignal)linesforthebrakedemand用于傳遞制動需求的PWM（脈寬調(diào)制信號）列車線TheRemoteReleaseline遠程緩解列車線METROShenzhenTraining:TraincompositionsBRAKESYSTEMOVERVIEW(4)制動系統(tǒng)概述(4)MetroShenzhenisequippedwith2differentenergydissipationbrakesystems:深圳地鐵有2套制動系統(tǒng)Electro-dynamicbrake(followingcalledEDbrake)電制動（簡稱ED）Electro-pneumaticbrake(followingcalledEPbrake)電空制動（簡稱EP）PriorityhasbeengiventoEDbrakebecauseallthekineticenergyistransformedinelectricpoweravoidinganykindofdustorpowderandthenreducingtheenvironmentalimpact.ED制動優(yōu)先應用，因為由動能轉(zhuǎn)化成電能可以防止粉塵侵入，減少環(huán)境影響。METROShenzhenTraining:OverviewCoastingState:惰性狀態(tài)Whennoparkingbrakeisapplied,brakemanipulatornotrequiringbrakeactivity,notractiondemandcomingfromMasterControllerthetraincouldbedefinedinCOASTINGSTATE(incaseofspeeddifferentof0km/h).停放制動未施加，制動控制系統(tǒng)沒有發(fā)出制動指令，主控手柄沒有發(fā)出牽引指令，即是列車的惰行狀態(tài)（防止速度不為0km/h）。DuringCOASTINGstatethetrainisfreetomovewithoutanykindofacceleration/decelerationexcepttherideresistanceandthemovementfrictionforce.惰行狀態(tài)下車輛的行進不會有加速度和減速度，只受行進阻力和摩擦阻力的影響。METROShenzhenTraining:TrainStatesServiceBrakestate:常用制動狀態(tài)MasterControllerhasbeenmovedfromidlepositiontoabrakepositionbutsafetyloopisstillclosed.ThisconditioncanbecalledSERVICEBRAKEstatus.

主控手柄從空位移到制動位，但是安全回路仍然閉合，即是常用制動狀態(tài)。InthissituationbrakingisacombinationbetweentheEDbrakeandtheEPbrakewithaglobalintensityproportionaltothebrakedemandgeneratesbythemanipulatorandproportionaltotheweightofthetrain.常用制動模式下電制動和電空制動是混合的，由制動控制系統(tǒng)根據(jù)制動力的需要參照車重進行分配。METROShenzhenTraining:TrainStatesMETROShenzhenTraining:TrainStatesTractionState:牽引狀態(tài)MasterControllerhasbeenmovedfromidlepositiontoatractionposition.Tractiontorqueisrequiredtotractionmotorandtrainstartmovingormaintainingtherequiredspeed.

主控手柄從空位移到牽引位，發(fā)動機釋放牽引力以開始行進或保持速度。EmergencyBrakeState:緊急制動狀態(tài)Emergencystateisdefinedwhenthesafetyloopisopened.Thesafetyloopisahardwiredcablerunningalloverthetrainandkeepingbatteryvoltageathighlevel.Eachdevicewhichopensthesafetyloop(causinglackofbatteryvoltage),causestheemergencystate.Thetypicaldeviceswhichcanperformthisfunctionare:安全回路斷開進入緊急制動狀態(tài)。安全回路是貫穿全車使車輛保持高電平的線路。任何一個部件導致安全回路斷開（產(chǎn)生低電平），就會開啟緊急制動模式。造成這種狀況的部件主要是：MasterController.主控手柄Emergencypushbutton.緊急按鈕Passengerhandlesalarm.乘客緊急手柄Mainpipepressureexhaustingorsevereleakage.主管路壓力降低或嚴重泄漏Othersafetydevices.其他安全部件METROShenzhenTraining:TrainStatesTowingmode回送模式Toallowbrakingincaseoftraincirculatescoupledwithdoublepipestrain(transportationofthetrain)與雙管制列車聯(lián)掛的制動模式（車輛運輸）METROShenzhenTraining:TrainStatesElectro-dynamicbrake電制動Electro-dynamicbrakeisavehiclebrakemodethatabsorbsenergyfromthemovementofthetrainandchangingitintoelectricenergythroughthetractionelectricmotoraid.電制動是在列車行進中吸收動能，通過牽引電機轉(zhuǎn)化為電能的制動模式。Inordertoobtaintherequiredbrakeperformance,normallyidentifiedwitharequireddecelerationandstoppingdistancedefinedbybrakecalculation,theEDbrakeispreferredandusedbrakemodetofulfilallbrakeeffortrequiredand,consequently,theEPbrakeisaddedwhethertheEDbrakeisnotenough.為實現(xiàn)制動性能，通常是通過制動計算定義的減速度和制動距離，電制動會優(yōu)先應用以完成全部制動要求。如果電制動提供的制動力不夠，電空制動會進行補充。METROShenzhenTraining:BrakemodesThreephaseselectricmotorcharacteristicsforcethatthetorquewillbenotconstantbutchangesaccordingtotheangularspeedofthemotor.三相電動機的性能決定了其提供的牽引力不是常量，而是根據(jù)電動機的角速度發(fā)生變化。RedlinesaroundthebogiesshowthewheelsonwhichtheEDbrakeisnormallyapplied.紅圈中顯示的是施加電制動的車輪。Electro-pneumaticBrake.電空制動Electro-pneumaticbrakeisadirectbraketype.Itmeansthatittakesthecompressedairfromtheauxiliaryreservoirsandfillsupthebrakecylindersaccordingtoadirectcommandandwithoutdependsfrombrakepipeactuation.TheEPbrakeisdimensionedtofulfilthebrakeforceandthestoppingdistancerequestsbyitself.電空制動是一種直通式的制動類型。它根據(jù)一個直接制動指令從輔助風缸中取得壓縮空氣并導入制動缸。電空制動本身即可完成制動力和制動距離的要求。METROShenzhenTraining:BrakemodesPneumaticbrakingenergyisstoredas“potentialenergy”insidethereservoirs.Thebrakecylinderswillbefilledupwiththisairdirectlythroughtheactuatorvalvesdrivenbyelectrical/softwarecommand.Theonlyonewaytoapplyemergencybrakeiselectricalsafetyloopinterruptionorlackofvoltage.制動風源以勢能的形式儲存于風缸中。制動缸根據(jù)電/軟件指令直接通過電磁閥獲取風源。緊急制動施加的唯一途徑是安全回路斷開或喪失電力。Bluelinesaroundthebogiesshowwherenormallytheelectro-pneumaticbrakeisapplied.藍圈中顯示的通常施加電空制動的車輪。Blending混合制動BlendingismiscellaneousbetweenEDbrakeandEPbrake.Thatmeansonthemotorbogieswheelsmounted,duringablendingaction,takeplacetwodifferenteffortsgeneratedintotwodifferentways.Ofcourse,thebogiewheretherearenotelectricmotorinstalledtheblendingcannottakeplace.混合制動是電制動與電空制動的混合。在動車轉(zhuǎn)向架的車輪上，以兩種不同的形式提供不同的制動力。當然，沒有電機的轉(zhuǎn)向架不能提供混合制動。Redlinesaroundthebogiesrepresentthewheelsinwhichthereisblending.Thebluesrepresentthewheelinwhichthereisonlypneumaticeffort.紅圈中顯示的是施加混合制動的車輪。藍圈中的車輪只有空氣制動。METROShenzhenTraining:BrakemodesEDBrakephilosophy.電制動原理OntheleftsideatypicaldiagramshowingtheEDtorquerelatedtotheangularspeedofthetractionelectricmotorpercar(example).

左側(cè)圖顯示電制動力根據(jù)牽引電機角速度的變化情況（舉例）。Brakingtorqueconstantbetween10-60kph.

在10-60kph之間制動力恒定。Nobrakeeffortunder10km/h

10km/h以下沒有制動力。Between60e80kphbrakingtorquedecreasesashyperbole.

60-80kph制動力迅速下降。METROShenzhenTraining:BrakemodesIfbrakerequestof40kNcomesat30kph,(yellowline),forinstance,theglobalamountofbrakeforcewillbegivenbyEDbrakeuntilthespeeddecreasesunder5kph.舉例說明，列車時速30kph的情況下施加40kn的制動力（黃線），此制動力可完全由電

制動提供直到速度減至5kphIfbrakerequestof85kNcomesat30kph(blueline),forinstance,theEDbrakealonewillnotbesufficient.Thearea,definedbythedifferencebetweentheareabelowthebluelineandtheareabelowtheredline,representsthepower(energy)thathastobecoveredbytheelectro-pneumaticbrake(frictionbrake).舉例說明，列車時速30kph的情況下施加85kn的制動力（藍線），僅有電制動不夠。藍

線和紅線之間的區(qū)域定義的差額需要由電空制動（摩擦制動）補充。METROShenzhenTraining:BrakefunctionsThenormalservicebrakeisactivewhenthesafetyloopisenergized,thetractionhardwiredsignalislowandbrakesignalishigh.安全回路得電，牽引線處于低電平，制動線處于高電平時，常用制動模式激活。Head/rearEPAC2receive(viaPWM)thebrakedemandasapercentageofthetotaleffortrequiredtoachievethemaxdeceleration.頭/尾EPAC2接受（通過PWM）百分比形式的制動需求，達到最大減速度所需總的制動力的百分之幾。AlltheEPACsreadalsotheweight(viaTLP–pressuretransducerinsidetheEPAC2).ThencalculatesthebrakeforceandtherelatedpressureforrelayR.ThepilotpressurewillbeprovidedtotherelayvalveoperatinginclosedloopthevalvesEVSandEVSwiththeTpilpressuretransducer.所有的EPACs還讀取重量信息（通過EPAC2內(nèi)的TLP-壓力傳感器），然后計算制動力和相對應的中繼閥先導壓力。先導壓力將會提供給中繼閥，通過Tpil壓力傳感器對EVS閥和EVF閥進行閉環(huán)控制。ELECTROPNEUMATICBRAKE–SERVICEBRAKING電空制動–常用制動ServiceBrakedemand:Intheelectro-pneumaticservicebrakemodethebrakedemandwillcomesfromthedriver’smastercontrollerorfromtheATO,throughhardwiredtrainsignalsandtwoPWWMsignals

常用制動需求：在電空常用制動模式下，制動需求通過硬線和2組PWM信號由司機的主控器或ATO發(fā)出。PWMlines(brakedemandfromheadtorearEPAC2)

PWM線（制動需求從頭EPAC2傳到尾EPAC2）BRAKEhardwiredsignal,alogicalsignalactivated(110V)when“brakestatus”istheactualstate

制動硬線信號，當處于制動狀態(tài)時，此邏輯信號（110V）激活TRACTIONhardwiredsignal,allogicalsignal(110V)when“tractionstatus”istheactualstate

牽引硬線信號，當處于牽引狀態(tài)時，此邏輯信號（110V）激活SAFBhardwiredsignal,alogicalsignalactivated(0V)ifanemergencybrakeoccurs

SAFB硬線信號，當緊急制動發(fā)生時，此邏輯信號（110V）激活theREMOTERELEASEline,alogicalsignalactivated(110V)ifaMajorFaultoccurs

遠程緩解線，當重大錯誤發(fā)生時，此邏輯信號（110V）激活METROShenzhenTraining:BrakefunctionsCROSSBLENDING交叉混合制動Goalofcross-blendingistominimizetheuseoffrictionbrakeeffortinordertosavebrakedisksandlinings,toextendcomponentslifeandreducedustlevels.ThisgoalisachievedbyusingasmuchaspossibleElectroDynamicbrakeeffort,availableonmotorbogies,inordertoobtainthedecelerationrequiredattrainlevel.InMetroShenzhenLine4project,afterthecalculationofthetotalbrakingeffortattrainlevel,theblendingisrealisedthroughthefollowinglaw:交叉混合制動的目的在于減少摩擦制動的使用，減少制動盤的損耗，延長部件的壽命，以及減少灰塵。盡可能的使用動車轉(zhuǎn)向架可用的電制動力，獲得列車所需的減速度。在深圳地鐵4號線項目中，在經(jīng)過列車級的總制動力計算后，混合制動通過以下原理實現(xiàn)：firstly,theelectricbrakeofallmotorbogiesisachievedwithinthelimitsofadhesionandelectro-dynamic(ED)brakeforceoneachmotorbogie;

首先，所有動車轉(zhuǎn)向架的電制動在粘著極限以內(nèi)實施，每個動車轉(zhuǎn)向架實施電制動；secondly,iftheelectricbrakeforceisnotenoughtoachievetherequestedforce,thecomplementiseffectedwithpneumaticbrakesofallbogies(cross-blending).Thesharingofpneumaticbrakeisdoneinthefollowingway:

其次，如果電制動力不夠，未達到制動力需求，則由所有轉(zhuǎn)向架的空氣制動來補足（交叉混合制動）?？諝庵苿拥姆峙涫峭ㄟ^以下方式實現(xiàn)：doinganequitablesharingbetweenallthediscs(samebrakingeffortoneachdisc)ofthewholetrain;

整車所有的閘瓦進行平等的分配（每個閘瓦都是同樣的制動力）；limitingtheeffortuptotheadhesionrequestlevel,takingintoaccounttheeffortproducedbytheelectricbrake.Consequently,iftheadhesionlimitisreachedonabogie,themissingforceissharedinthesamewayasbefore,onthediscsofaxlesbeingwithintheadhesionlimit.

將電制動力考慮在內(nèi)，限制制動力在粘著限制以內(nèi)。因此，如果某個轉(zhuǎn)向架達到粘著限制，丟失的力用同樣的方

式分攤到控制在粘著極限內(nèi)的其他轉(zhuǎn)向架上。Thecross-blendingisdoneattrainlevelonly.交叉混合制動只在列車級別使用。Thecross-blendingneedsthesharingofinformation(viaECHELONnet)betweenEPACs:whenanEPACisnotcommunicating,itwillbrakeforitself(usingblendingwithmotor,ifavailable)andthecross-blendingcontinuesbetweenotherEPACs.Whenthemaximumnumber(managedassoftwareparameter)oflostEPACsisreached,thebrakingwillbepurely“perbogie”(withblendingatbogielevelifavailable).交叉混合制動需要EPAC2之間共享信息（通過ECHELON網(wǎng)）：當1個EPAC沒有通信時，它將為自己所在的車實施制動（通過電機使用混合制動，如果是動車轉(zhuǎn)向架），交叉混合制動繼續(xù)在其他EPAC之間進行。當丟失的EPAC數(shù)量達到最大數(shù)量（軟件參數(shù)管理）時，就會以純轉(zhuǎn)向架為單位實施制動（如果是動車轉(zhuǎn)向架，可用轉(zhuǎn)向架內(nèi)部的混合制動）METROShenzhenTraining:BrakefunctionsCROSSBLENDING交叉混合制動Atlowspeedacompensationoftheinefficiencyoftheelectrodynamicbrakingwiththepneumaticbrakeisnecessary.The“FadePoint”referredasvalueFADE_SPEEDisthespeedlimitunderthattheelectrodynamicbrakingdecreasesquickly.在低速下電制動效率低的部分進行空氣制動補償是有必要的。“退去點”也就是FADE_SPEED，是電制動快速減小的速度限制。Inthefollowingpicturethereisagraphicexplanationofthesituation下圖是這種情況的圖形解釋

METROShenzhenTraining:BrakefunctionsSERVICEBRAKE–Monitoringandisolation(1)常用制動–監(jiān)測和隔離常用制動功能有2種不同類型的監(jiān)測：內(nèi)部監(jiān)測（只用于診斷和維護使用）外部監(jiān)測

內(nèi)部監(jiān)測由制動系統(tǒng)內(nèi)部實施，每個EPAC2通過安裝在內(nèi)部的壓力傳感器Tpil,TLP,TA以及Tsaf，防滑閥后面的TCF壓力傳感器，監(jiān)測自己轉(zhuǎn)向架的常用制動壓力。所有這些壓力傳感器監(jiān)測下表所示的壓力METROShenzhenTraining:BrakefunctionsSERVICEBRAKE–Monitoringandisolation(2)Theexternalmonitoringisperformedattrainlevel,byreadingthepressureswitchinformationavailableinternallytoeachEPAC2.ThisinformationprovidesareliablediagnosticevenincaseofCANOPENfailureorEPAC2controloutoforder.外部監(jiān)測由列車級實施，讀取每個EPAC2內(nèi)部有效的壓力開關(guān)信息。這些信息提供了1個可信的診斷，即使在CAN總線或EPAC2失去控制時。Incaseit’srequiredtoisolatetheservicebrakefunctioninonebogie.隔離1個轉(zhuǎn)向架常用制動的功能Theisolationofthebogiewillbesignalledtothetrainviathemicro-switchthatwillinterruptthe110Vbatteryreferredsignal.

轉(zhuǎn)向架的隔離信息將傳給列車，由微動開關(guān)的110V電源的開閉實現(xiàn)。METROShenzhenTraining:BrakefunctionsFASTBRAKE快速制動TheFastBrakeisaservicebrakeapplication(includingEDbrakeblendingfunctionandjerklimitation)ensuringadecelerationequaltofullservicebrake.

快速制動是常用制動的一種（包括了電制動混合制動功能以及沖擊極限控制），確保其減速度與最大常用制動的減速度相等。EPAC2scanreceiveaFastBrakecommandviaCANOPENbusorPWMhardwiresignal.EPAC2通過CAN總線或PWM硬線信號接受快速制動指令。Thedrivercanactivatethefastbrakethroughthemanipulatorthat,infastbrakeposition,determinesabrakedemandcorrespondingto100%ofdeceleration(maximumservicebrakelevel).司機可將主控器至于快速制動位激活快速制動，獲得1個100%減速度（最大常用制動）的制動需求。METROShenzhenTraining:BrakefunctionsBlendingfunction–EDbrakedemandequalto100%ofmaximumEDbrakehypotheticalvalue

混合制動功能–電制動需求等于100%最大電制動假定值METROShenzhenTraining:BrakefunctionsBlendingfunction–brakedemandlowerthan100%ofmaximumEDbrakehypotheticalvalue混合制動功能–制動需求小于100%最大電制動假定值METROShenzhenTraining:BrakefunctionsBlendingfunction–brakedemandhigherthan100%ofmaximumEDbrakehypotheticalvalue混合制動功能–制動需求大于100%最大電制動假定值METROShenzhenTraining:BrakefunctionsEMERGENCYBRAKE(1)

緊急制動（1）Emergencybraketargetistostopthetraininwhateverconditions.Thatmeansthebrakesystemmustbrakeevenincaseofbatterylack.Thustheemergencybrakingmustbeaself-containedandpurelypneumaticbraking.Theemergencybrakeisactivatedif,forwhateverreasons(safetydevicesactivation),thereisasafetyloopinterruption,thanthesafetymagnetvalveisde-energized,thussupplyingpressuretothebrakecylindersforasafetybrakeapplication.Thesafetybrakeisweighedaccordingtothebogieweight(bogiesloadaverage)andthesystemwillapplyameandecelerationof1,20m/s2.

緊急制動的目的是在任何情況下都能使列車停下來。也就是說即使在沒有電池的情況下，制動系統(tǒng)也能夠?qū)嵤┲苿?。因此緊急制動必須是單獨完整的純空氣制動。不論任何原因（安全裝置激活的），只要安全回路斷開，安全電磁閥就會失電，制動缸的將充氣，實施緊急制動。根據(jù)轉(zhuǎn)向架的載重（轉(zhuǎn)向架平均載重），系統(tǒng)會實施1個1.20m/s2的平均制動減速度。Inadditiontothepurelypneumaticbrake,theElectro-Pneumaticbrake(ifavailable)willreplicateanemergencypilotpressurefortherelayvalveobtainingaredundancy.另外對于純空氣制動，電空制動會重復地給中繼閥發(fā)出緊急制動預控壓力作為冗余（若可用）。Ifbatteryofthetrainisavailable,themonitoringoftheemergencybrakeisperformedatbogielevelwiththeTCMS,byreadingtheRPpressureswitchandtheTSOCCtransducerinformationavailableinternallytoeachEPAC.如果列車的電池可用，通過讀取每個EPAC內(nèi)部的RP壓力開關(guān)以及TSOCC傳感器的信息，TCMS會基于轉(zhuǎn)向架級進行緊急制動的監(jiān)測。METROShenzhenTraining:BrakefunctionsEMERGENCYBRAKE(2)緊急制動(2)Inonecarisisolated(cockwithmicro-switchref04.08inpneumaticschemeA-QI00043)performtheisolationoftheEmergencybrakeandElectropneumaticbrakeintheinvolvedcar.Itisnotpossibletoisolateatcarleveltheemergencybrakemaintainingtheservicebrakeactiveinthatbogie.Theisolationatbogielevelisalsopossiblebymeansofcocks04.12/01and4.12/02.隔離車輛的緊急制動和電空制動（帶微動開關(guān)的塞門04.08，在氣路原理圖A-QI00043上）。隔離車輛的緊急制動，同時保持常用制動可用是不可能的。通過塞門04.12/01和04.12/02可進行轉(zhuǎn)向架的制動隔離。Thefunctionalityoftheemergencybrakeisnotaffectedincaseofparkingbrakeisolation.停放制動隔離時，緊急制動的功能不受影響。DuringemergencybraketheWSPsystemisactive(ifavailable).緊急制動時WSP功能可以激活（若需要）METROShenzhenTraining:BrakefunctionsEMERGENCYBRAKE(3)緊急制動（3）Whenthesafetyloopofthetrainisopened,thede-energizationofthemagnetvalveEVSOCC,fittedinsideeachEPAC2,allowstheemergencybrakeapplication.當安全回路打開時，EPAC2內(nèi)的EVSOCC電磁閥失電，實施緊急制動。Inthisproject,thepressurereducingvalvesuppliesanLPPthatprovidesapneumaticsignalaccordingtocarweight.ThissignalenergizethepilotchamberoftherelayvalveRthatdrivesthebrakecylinders.Emergencybrakeisperformedatbogieleveltoo.

本項目中，由減壓閥供氣的LPP閥會根據(jù)車輛重量提供氣壓信號。這個信號將充滿中繼閥R的先導腔室，由中繼閥控制制動缸。緊急制動也是架控的。TherelationbetweentheweightandthepressureinthepilotchamberdependsfromtheLPPasshowinginthepicturebelow:incaseofextraload(suspensionpressuregreaterthancrushload)thepressureinthesafetypilotchamberoftherelayvalveshallfollowthecharacteristicoftheLPP;insteaditremainconstantinordertothelimitationoftheMGDvalvemountedinsideEPAC2.

車重和先導腔室內(nèi)壓力的關(guān)系由LPP閥確定，具體見右圖：為防止額外的載重（懸掛壓力比滿載大），中繼閥先導腔室的壓力根據(jù)LPP的特性，另外EPAC2內(nèi)的MGD減壓閥會限制最大壓力。METROShenzhenTraining:BrakefunctionsEMERGENCYBRAKE(4)緊急制動（4）Whenthesafetyloopofthetrainisopened,thede-energizationofthemagnetvalveEVSOCC,fittedinsideeachEPAC2,allowstheemergencybrakeapplication.當列車安全回路打開時，EPAC2內(nèi)的EVSOCC電磁閥失電，實施緊急制動。TheaboveLPPdescribestheLPPvalvebehaviourdependingfromthesuspensionpressure;accordingtoEPAC2pneumaticconfigurationtheLPPoutputpressurearrivesasinputtotherelayvalve(seefigurebelow)thatgiveasoutputthemaximumpressurevaluebetweenLPPoutputandservicebrakevalvescontrolledbyEPAC2software;上文描述的LPP閥特性的取決于懸掛壓力，根據(jù)EPAC2氣路配置，LPP閥的輸出壓力為中繼閥的輸入壓力（見下圖），中繼閥會采用LPP的輸出壓力和EPAC2軟件控制常用制動之間的最大值。Iftheloadsignalcomingfromthesuspensionisnotoutoforder,duringanemergencyapplicationEPAC2softwareactsonservicebrakevalvesinordertoobtainapressurethatisthesamecomingfromthepneumaticside(fromLPPpneumaticvalve);inthiswayaredundancyofemergencybrakeisreached.如果懸掛系統(tǒng)傳過來的載重信號失效，在緊急制動過程中，EPAC2軟件會提供1個與氣路系統(tǒng)（從LPP氣動閥過來的）相同的常用制動氣路壓力，在這種模式下，緊急制動的冗余起作用。Iftheloadsignalcomingfromthesuspensionisoutoforder,forexamplethesuspensionpressureislowerthanthetarevalueorupperthanthecrushvalue,duringanemergencyapplicationtheEPAC2softwareactsonservicebrakevalvesinordertoobtainapressureforanemergencyapplicationincrushcondition.ThispressurearrivesintotherelayvalvethatgivesasoutputthemaximumvaluebetweenthepressurecomingfromservicebrakevalvesandtheLPPpneumaticvalve.如果懸掛系統(tǒng)傳過來的載重信號失效，例如懸掛系統(tǒng)壓力低于空車空載值或大于滿載值，在緊急制動過程中，EPAC2軟件會提供1個等于滿載緊急制動壓力的常用制動氣路壓力。這個壓力會達到中繼閥，中繼閥會輸出EPAC2常用制動氣路壓力和LPP壓力之間的最大值。METROShenzhenTraining:BrakefunctionsEMERGENCYBRAKE(5)緊急制動（5）

METROShenzhenTraining:BrakefunctionsEMERGENCYBRAKE(6)

緊急制動（6）Whenthesafetyloopofthetrainisopened,thede-energizationofthemagnetvalveEVSOCC,fittedinsideeachEPAC2,allowstheemergencybrakeapplication.當列車安全回路打開時，EPAC2內(nèi)的EVSOCC電磁閥失電，實施緊急制動。Theemergencybrakefunctionhastwodifferenttypesofmonitoring:緊急制動功能有2種不同類型的監(jiān)測：internalmonitoring(onlydiagnosticandmaintenancepurposes)ifavailable;

內(nèi)部監(jiān)測（僅用于診斷和維護使用），若可用；externalmonitoring.外部監(jiān)測。Internalandexternalemergencybrakemonitoringarerealizedfollowingthesamerulesandusingthesamecomponentsrespectivelyoftheinternalandexternalservicebrake.緊急制動的內(nèi)部監(jiān)測和外部監(jiān)測與常用制動的內(nèi)部監(jiān)測和外部監(jiān)測有著同樣的原理和部件。METROShenzhenTraining:BrakefunctionsHOLDINGBRAKE(1)保持制動（1）

Holdingbrakeisusedtoguaranteetheimmobilizationofthetraininstationforastatedtime.Italsomakespossiblethestartofthetraininarampwithoutrollingback.保持制動用于將列車在指定時間內(nèi)停放在坡道上。它同時也用于保證列車在斜坡上啟動不會溜車。Italsopreventthemovementofthetrainagainstaspurioustractioneffortonahorizontaltrack.它也用于保證列車在水平軌道上假定牽引力作用下的不會運動。HoldingbrakeisactuatedthroughtheElectro-pneumaticservicebrakeandthebrakingefforttargetisapercentageoffullservicebrakeforce(typicalvalue70%.Thisvalue,confirmedbybrakecalculations,isaSWparameter,adjustableforfinetuning).Thebrakeforceisproportionaltotheloadsignalofcar.保持制動由電空常用制動施加，大小為一定百分比的最大常用制動（典型的值為70%，這個值由制動計算確認，為制動軟件的參數(shù)，是可調(diào)的）。這個制動力的大小與車的載重信號成比例。Ifthegivenbrakedemandishigherthantheholdingbrakelevel,brakedemandwillbeapplied.Conversely,whenthedemandwouldbelowerthanholdingbrakelevel,orthemanipulatorwouldbesetincoastingposition,EPAC2willapplytheholdingbrakeeffort.InthesecasesTRACTIONlineisnotbeactive.如果給定的制動需求大于保持制動，制動需求會施加。同樣的當制動需求小于保持制動或者控制器至于惰性位，EPAC2會施加保持制動力。這些情況下，牽引列車線未激活。ThefrictionbrakewillremainatholdingbrakeleveluntilthebrakesystemwillnotreceivetheTRACTIONstatefromtrainlinesactive.Insuchcondition,afteradelay(adjustablesoftwareparameterT1)equaltothebuilduptimeneededbypropulsioncontroltoachieveatractioneffortequalorgreaterthantheholdingbrakeeffort,itwillbesafetoreleasetheholdingbrake.Releasetimewillbeatthesamerateasfortheservicebrakeone(typicalT2<1,5seconds,tobeconfirmedduringtypetestsinceaffectedbypipinglayout).摩擦制動會保留保持制動力，直到制動系統(tǒng)接收到牽引狀態(tài)列車線。在這種情況下，延遲一段時間（可調(diào)整的軟件參數(shù)T1），牽引控制建立起一定的牽引力等于甚至大于保持制動力，這對于安全的緩解保持制動力非常重要。緩解時間和常用制動的緩解時間一致（T2<1,5s,此數(shù)值需要在調(diào)試階段確定，因為會受到管路布置的影響）

METROShenzhenTraining:BrakefunctionsHOLDINGBRAKE(2)保持制動（2）Alltherequirementslistedinthisfunction(HoldingBrake)arevalideveniftheEDbrakeisnotavailable.保持制動功能的所有條件在電制動不可用的情況下依然有效。METROShenzhenTraining:BrakefunctionsHOLDINGBRAKE(3)保持制動（3）

METROShenzhenTraining:BrakefunctionsPARKINGBRAKE(1)

Thisfunctionisactivatedmanuallybythedriverusingthebuttoninthecab.Controlofparkingbrakeactuatorsisachievedbymeansofapneumaticcircuit:adedicatedpushbuttonondeskactivatesthemagnetvalve(insidethededicatedpanelref.04.22)oneachcarthroughatrainwire.

此項功能通過司機手動操作司機室內(nèi)的按鈕施加。停放制動作動器的控制氣路：激活通過列車線連接的每車電磁閥（位于面板ref04.22上）的專用按鈕。Theparkingbrakeisdesignedtopreventthetrainfromrollingawaywhenit’sinstandstillcondition.停放制動用于防止列車在靜置情況下溜車。Thisfunctionisperformedthroughthededicatedparkingbrakecylindersmountedontheaxles.此項功能由每根軸上的專用停放制動缸施