深圳地铁制动系统1

METROShenzhenTraining:firstdayMETROShenzhenTraining:firstdayGeneralBrakeSystemphilosophy制动系统原理概述

Trainscomposition车辆构造

PneumaticSchemeAnalysis气路分析

ElectricalschemeAnalysis电路分析Traininterfaces车辆接口

Hardwiredtraininterfaces

车辆硬线接口

Networktraininterfaces

车辆网络接口

Tractioninterfaces

车辆牵引接口Firstdaytrainingsession:第1天培训内容ShenzhenLine4isametrobuiltwithn°2trailercabins,n°2motorcarsforaglobalofn°4coachesandn°8bogies.Totalnumberofmotorbogiesis8andtotalnumberoftrailerbogiesis4.CabcariscalledTcandmotorcarscalledMp.深圳地铁4号线车辆由2个拖车、2个动车构成，总共4辆车、8个转向架，其中动车转向架4个，拖车转向架4个。带司机室的拖车简称Tc，带受电弓的动车简称Mp. ThesystemprovidedforMSZL4isasinglepipeelectro-pneumaticbrakewithanelectronicapplicationcontrol提供给深圳4号线车辆的制动系统是单管电气控制的电空制动系统METROShenzhenTraining:Traincompositions

Brakepipeisusedonlyintowingmode(seepneumaticdetail)

制动管只用于回送模式（详见气路图）Controlandmanagementofbrakeiselectro-pneumaticwithbogiecontrolforbrakeandaxlecontrolforWSP(wheelslideprotection)

制动的控制和管理基于架控，WSP（车轮防滑保护）基于轴控OneEPAC2foreachbogiewithelectroniccontrolunitintegrated

每个转向架有1个带集成电子控制组件的EPAC2WSPcontrolforaxle

WSP是轴控的N°2A.G.T.U.locatedoneachTccar2个A.G.T.U风源系统安装在Tc车上Twopointsweighingsystempercarwithaverageloadpanel.每辆车有一个带均压阀的2点悬挂。Doublespeedsensorspeedcaptionsystemperbogie.每个转向架有两个速度传感器系统METROShenzhenTraining:TraincompositionsThesystemforMetroShenzhenline4isastandardMainPipe(MP)electro-pneumaticbrakewithanelectroniccontrol(EPAC2)深圳地铁4号线制动系统是一个典型的电子控制MP电空制动（EPAC2）。

ThebrakecontrolisperformedperbogiethroughtheEPAC2device(serviceandemergencybrake)通过EPAC2装置实现基于转向架的制动控制（常用和紧急制动）

TheWSPcontrolisperformedperaxlethroughtheEPAC2device通过EPAC2装置实现基于轴的防滑控制Additionalstandardfunctionprovided:提供的附加标准功能

Parkingbrakecontrol停放制动控制Additionalexternalfunctions:附加外部功能

Suspensionsupply悬挂系统供风

Auxiliaryfunctions(hornandcouplingairsupply)

辅助功能（气喇叭、车钩联结空气供给）METROShenzhenTraining:TraincompositionsBOGIECONTROLBRAKESYSTEMADVANTAGES基于转向架控制的制动系统的优势Simplerbrakesystemarchitecture更为精简的制动系统架构Integratedandlightsolution集成化和轻量化的解决方案

Highlevelofintegration高度集成

Weightreduction轻量化Limitednumberofcomponentsinthebrakesystem减少制动系统中的部件数量

Spaceenvelopereduction节省空间

LCCimprovementsLCC改进

Cablingnumberreduction减少接线METROShenzhenTraining:TraincompositionsBRAKESYSTEMOVERVIEW(1)制动系统概述(1)Driver’scabfunctions司机驾驶室功能Monitoringofmainpipeandbrakecylinderspressuresthroughdoubleairgauge

通过双针压力表监测主风管和制动缸压力Auxiliarypipingandcouplingfunctions辅助管路和车钩功能Head/endisolationofthetrain列车头尾隔离Automaticcouplingactuationandisolation自动车钩联接和隔离Brakecontrolfunctions制动控制功能Electro-pneumaticbrakecontrol电空制动控制Brakedemandprocessing制动需求处理Controlbrakecylinderpressure制动缸压力控制Loadsensing载重传感Blending混合制动Wheelslideprotection(WSP)车轮防滑保护(WSP)Holdingbrake保持制动ATCinterfaceATC接口Monitoringandisolationoftheservicebrake监测和隔离常用制动Fastbraking快速制动Emergencybrakecontrol紧急制动控制Emergencybrakedemandgenerationandprocessing紧急制动需求产生和处理Monitoringandisolationoftheemergencybrake监测和隔离紧急制动Parkingbrake停放制动Monitoringandisolationoftheparkingbrake监测和隔离停放制动METROShenzhenTraining:TraincompositionsBRAKESYSTEMOVERVIEW(2)制动系统概述(2)Compressedairproductionandtreatment压缩空气生成和处理Storageoftheair空气存储Pneumaticsuspension空气悬挂Bogiebrakeequipment转向架制动装备Wheelflangelubricatorairsupply轮缘润滑供风Thebrakesystemcoreconsistsofindependentbrakeblocks:eachofthemcontrolsthebrakeactuationonasinglecarbyanEPAC2controlunit.

独立的制动模块构成了制动系统的核心：每个制动模块通过EPAC2控制

单车的制动作动器。TheseblocksareinterconnectedbyadedicatedandredundantFaiveleybus–ECHELON–thatallowsthedatainterchangesamongtheEPAC2units.

这些模块由专用的、具有冗余设计的法维莱ECHELON总线连接在一起，

使得EPAC2之间的数据可以相互传递。METROShenzhenTraining:TraincompositionsBRAKESYSTEMOVERVIEW(2)制动系统概述(2)Thecommunicationbetweenbrakesystem(EPAC2)andthetraincontrolsystemisrealizedmainlythroughCANOPENnetworkandhardwiredlines.AFaiveleyTransportbus(ECHELON)allowsthenecessaryexchangeofinformationbetweenEPAC2s.Thisnetworkisreplicatedtwiceforredundancyinordertoreducetherisktohaveno-communicationbetweenEPAC2sduringnormalTrainservice.

列车控制系统和制动系统（EPAC2）之间的通信主要通过CAN网络和列

车硬线。法维莱总线（ECHELON）允许EPAC2之间必要的信息交换。它

采用二次冗余设计，以减少列车正常运行时EPAC2之间失去通信的风险。METROShenzhenTraining:TraincompositionsBRAKESYSTEMOVERVIEW(3)制动系统概述(3)ThesystemisalsointerfacedwithCANOpentrainbusformonitoringpurposeandwiththefollowingtrainlogichardwires:制动系统有用于监测用的CAN总线，以及以下列车逻辑硬线：TheTractionline牵引列车线TheBrakeline制动列车线TheEmergencyBrakeLineSAFETYLOOP

紧急制动线-安全回路TheParkingcontrolline停放制动列车线TwoPWM(PulseWaweModulationsignal)linesforthebrakedemand用于传递制动需求的PWM（脉宽调制信号）列车线TheRemoteReleaseline远程缓解列车线METROShenzhenTraining:TraincompositionsBRAKESYSTEMOVERVIEW(4)制动系统概述(4)MetroShenzhenisequippedwith2differentenergydissipationbrakesystems:深圳地铁有2套制动系统Electro-dynamicbrake(followingcalledEDbrake)电制动（简称ED）Electro-pneumaticbrake(followingcalledEPbrake)电空制动（简称EP）PriorityhasbeengiventoEDbrakebecauseallthekineticenergyistransformedinelectricpoweravoidinganykindofdustorpowderandthenreducingtheenvironmentalimpact.ED制动优先应用，因为由动能转化成电能可以防止粉尘侵入，减少环境影响。METROShenzhenTraining:OverviewCoastingState:惰性状态Whennoparkingbrakeisapplied,brakemanipulatornotrequiringbrakeactivity,notractiondemandcomingfromMasterControllerthetraincouldbedefinedinCOASTINGSTATE(incaseofspeeddifferentof0km/h).停放制动未施加，制动控制系统没有发出制动指令，主控手柄没有发出牵引指令，即是列车的惰行状态（防止速度不为0km/h）。DuringCOASTINGstatethetrainisfreetomovewithoutanykindofacceleration/decelerationexcepttherideresistanceandthemovementfrictionforce.惰行状态下车辆的行进不会有加速度和减速度，只受行进阻力和摩擦阻力的影响。METROShenzhenTraining:TrainStatesServiceBrakestate:常用制动状态MasterControllerhasbeenmovedfromidlepositiontoabrakepositionbutsafetyloopisstillclosed.ThisconditioncanbecalledSERVICEBRAKEstatus.

主控手柄从空位移到制动位，但是安全回路仍然闭合，即是常用制动状态。InthissituationbrakingisacombinationbetweentheEDbrakeandtheEPbrakewithaglobalintensityproportionaltothebrakedemandgeneratesbythemanipulatorandproportionaltotheweightofthetrain.常用制动模式下电制动和电空制动是混合的，由制动控制系统根据制动力的需要参照车重进行分配。METROShenzhenTraining:TrainStatesMETROShenzhenTraining:TrainStatesTractionState:牵引状态MasterControllerhasbeenmovedfromidlepositiontoatractionposition.Tractiontorqueisrequiredtotractionmotorandtrainstartmovingormaintainingtherequiredspeed.

主控手柄从空位移到牵引位，发动机释放牵引力以开始行进或保持速度。EmergencyBrakeState:紧急制动状态Emergencystateisdefinedwhenthesafetyloopisopened.Thesafetyloopisahardwiredcablerunningalloverthetrainandkeepingbatteryvoltageathighlevel.Eachdevicewhichopensthesafetyloop(causinglackofbatteryvoltage),causestheemergencystate.Thetypicaldeviceswhichcanperformthisfunctionare:安全回路断开进入紧急制动状态。安全回路是贯穿全车使车辆保持高电平的线路。任何一个部件导致安全回路断开（产生低电平），就会开启紧急制动模式。造成这种状况的部件主要是：MasterController.主控手柄Emergencypushbutton.紧急按钮Passengerhandlesalarm.乘客紧急手柄Mainpipepressureexhaustingorsevereleakage.主管路压力降低或严重泄漏Othersafetydevices.其他安全部件METROShenzhenTraining:TrainStatesTowingmode回送模式Toallowbrakingincaseoftraincirculatescoupledwithdoublepipestrain(transportationofthetrain)与双管制列车联挂的制动模式（车辆运输）METROShenzhenTraining:TrainStatesElectro-dynamicbrake电制动Electro-dynamicbrakeisavehiclebrakemodethatabsorbsenergyfromthemovementofthetrainandchangingitintoelectricenergythroughthetractionelectricmotoraid.电制动是在列车行进中吸收动能，通过牵引电机转化为电能的制动模式。Inordertoobtaintherequiredbrakeperformance,normallyidentifiedwitharequireddecelerationandstoppingdistancedefinedbybrakecalculation,theEDbrakeispreferredandusedbrakemodetofulfilallbrakeeffortrequiredand,consequently,theEPbrakeisaddedwhethertheEDbrakeisnotenough.为实现制动性能，通常是通过制动计算定义的减速度和制动距离，电制动会优先应用以完成全部制动要求。如果电制动提供的制动力不够，电空制动会进行补充。METROShenzhenTraining:BrakemodesThreephaseselectricmotorcharacteristicsforcethatthetorquewillbenotconstantbutchangesaccordingtotheangularspeedofthemotor.三相电动机的性能决定了其提供的牵引力不是常量，而是根据电动机的角速度发生变化。RedlinesaroundthebogiesshowthewheelsonwhichtheEDbrakeisnormallyapplied.红圈中显示的是施加电制动的车轮。Electro-pneumaticBrake.电空制动Electro-pneumaticbrakeisadirectbraketype.Itmeansthatittakesthecompressedairfromtheauxiliaryreservoirsandfillsupthebrakecylindersaccordingtoadirectcommandandwithoutdependsfrombrakepipeactuation.TheEPbrakeisdimensionedtofulfilthebrakeforceandthestoppingdistancerequestsbyitself.电空制动是一种直通式的制动类型。它根据一个直接制动指令从辅助风缸中取得压缩空气并导入制动缸。电空制动本身即可完成制动力和制动距离的要求。METROShenzhenTraining:BrakemodesPneumaticbrakingenergyisstoredas“potentialenergy”insidethereservoirs.Thebrakecylinderswillbefilledupwiththisairdirectlythroughtheactuatorvalvesdrivenbyelectrical/softwarecommand.Theonlyonewaytoapplyemergencybrakeiselectricalsafetyloopinterruptionorlackofvoltage.制动风源以势能的形式储存于风缸中。制动缸根据电/软件指令直接通过电磁阀获取风源。紧急制动施加的唯一途径是安全回路断开或丧失电力。Bluelinesaroundthebogiesshowwherenormallytheelectro-pneumaticbrakeisapplied.蓝圈中显示的通常施加电空制动的车轮。Blending混合制动BlendingismiscellaneousbetweenEDbrakeandEPbrake.Thatmeansonthemotorbogieswheelsmounted,duringablendingaction,takeplacetwodifferenteffortsgeneratedintotwodifferentways.Ofcourse,thebogiewheretherearenotelectricmotorinstalledtheblendingcannottakeplace.混合制动是电制动与电空制动的混合。在动车转向架的车轮上，以两种不同的形式提供不同的制动力。当然，没有电机的转向架不能提供混合制动。Redlinesaroundthebogiesrepresentthewheelsinwhichthereisblending.Thebluesrepresentthewheelinwhichthereisonlypneumaticeffort.红圈中显示的是施加混合制动的车轮。蓝圈中的车轮只有空气制动。METROShenzhenTraining:BrakemodesEDBrakephilosophy.电制动原理OntheleftsideatypicaldiagramshowingtheEDtorquerelatedtotheangularspeedofthetractionelectricmotorpercar(example).

左侧图显示电制动力根据牵引电机角速度的变化情况（举例）。Brakingtorqueconstantbetween10-60kph.

在10-60kph之间制动力恒定。Nobrakeeffortunder10km/h

10km/h以下没有制动力。Between60e80kphbrakingtorquedecreasesashyperbole.

60-80kph制动力迅速下降。METROShenzhenTraining:BrakemodesIfbrakerequestof40kNcomesat30kph,(yellowline),forinstance,theglobalamountofbrakeforcewillbegivenbyEDbrakeuntilthespeeddecreasesunder5kph.举例说明，列车时速30kph的情况下施加40kn的制动力（黄线），此制动力可完全由电

制动提供直到速度减至5kphIfbrakerequestof85kNcomesat30kph(blueline),forinstance,theEDbrakealonewillnotbesufficient.Thearea,definedbythedifferencebetweentheareabelowthebluelineandtheareabelowtheredline,representsthepower(energy)thathastobecoveredbytheelectro-pneumaticbrake(frictionbrake).举例说明，列车时速30kph的情况下施加85kn的制动力（蓝线），仅有电制动不够。蓝

线和红线之间的区域定义的差额需要由电空制动（摩擦制动）补充。METROShenzhenTraining:BrakefunctionsThenormalservicebrakeisactivewhenthesafetyloopisenergized,thetractionhardwiredsignalislowandbrakesignalishigh.安全回路得电，牵引线处于低电平，制动线处于高电平时，常用制动模式激活。Head/rearEPAC2receive(viaPWM)thebrakedemandasapercentageofthetotaleffortrequiredtoachievethemaxdeceleration.头/尾EPAC2接受（通过PWM）百分比形式的制动需求，达到最大减速度所需总的制动力的百分之几。AlltheEPACsreadalsotheweight(viaTLP–pressuretransducerinsidetheEPAC2).ThencalculatesthebrakeforceandtherelatedpressureforrelayR.ThepilotpressurewillbeprovidedtotherelayvalveoperatinginclosedloopthevalvesEVSandEVSwiththeTpilpressuretransducer.所有的EPACs还读取重量信息（通过EPAC2内的TLP-压力传感器），然后计算制动力和相对应的中继阀先导压力。先导压力将会提供给中继阀，通过Tpil压力传感器对EVS阀和EVF阀进行闭环控制。ELECTROPNEUMATICBRAKE–SERVICEBRAKING电空制动–常用制动ServiceBrakedemand:Intheelectro-pneumaticservicebrakemodethebrakedemandwillcomesfromthedriver’smastercontrollerorfromtheATO,throughhardwiredtrainsignalsandtwoPWWMsignals

常用制动需求：在电空常用制动模式下，制动需求通过硬线和2组PWM信号由司机的主控器或ATO发出。PWMlines(brakedemandfromheadtorearEPAC2)

PWM线（制动需求从头EPAC2传到尾EPAC2）BRAKEhardwiredsignal,alogicalsignalactivated(110V)when“brakestatus”istheactualstate

制动硬线信号，当处于制动状态时，此逻辑信号（110V）激活TRACTIONhardwiredsignal,allogicalsignal(110V)when“tractionstatus”istheactualstate

牵引硬线信号，当处于牵引状态时，此逻辑信号（110V）激活SAFBhardwiredsignal,alogicalsignalactivated(0V)ifanemergencybrakeoccurs

SAFB硬线信号，当紧急制动发生时，此逻辑信号（110V）激活theREMOTERELEASEline,alogicalsignalactivated(110V)ifaMajorFaultoccurs

远程缓解线，当重大错误发生时，此逻辑信号（110V）激活METROShenzhenTraining:BrakefunctionsCROSSBLENDING交叉混合制动Goalofcross-blendingistominimizetheuseoffrictionbrakeeffortinordertosavebrakedisksandlinings,toextendcomponentslifeandreducedustlevels.ThisgoalisachievedbyusingasmuchaspossibleElectroDynamicbrakeeffort,availableonmotorbogies,inordertoobtainthedecelerationrequiredattrainlevel.InMetroShenzhenLine4project,afterthecalculationofthetotalbrakingeffortattrainlevel,theblendingisrealisedthroughthefollowinglaw:交叉混合制动的目的在于减少摩擦制动的使用，减少制动盘的损耗，延长部件的寿命，以及减少灰尘。尽可能的使用动车转向架可用的电制动力，获得列车所需的减速度。在深圳地铁4号线项目中，在经过列车级的总制动力计算后，混合制动通过以下原理实现：firstly,theelectricbrakeofallmotorbogiesisachievedwithinthelimitsofadhesionandelectro-dynamic(ED)brakeforceoneachmotorbogie;

首先，所有动车转向架的电制动在粘着极限以内实施，每个动车转向架实施电制动；secondly,iftheelectricbrakeforceisnotenoughtoachievetherequestedforce,thecomplementiseffectedwithpneumaticbrakesofallbogies(cross-blending).Thesharingofpneumaticbrakeisdoneinthefollowingway:

其次，如果电制动力不够，未达到制动力需求，则由所有转向架的空气制动来补足（交叉混合制动）。空气制动的分配是通过以下方式实现：doinganequitablesharingbetweenallthediscs(samebrakingeffortoneachdisc)ofthewholetrain;

整车所有的闸瓦进行平等的分配（每个闸瓦都是同样的制动力）；limitingtheeffortuptotheadhesionrequestlevel,takingintoaccounttheeffortproducedbytheelectricbrake.Consequently,iftheadhesionlimitisreachedonabogie,themissingforceissharedinthesamewayasbefore,onthediscsofaxlesbeingwithintheadhesionlimit.

将电制动力考虑在内，限制制动力在粘着限制以内。因此，如果某个转向架达到粘着限制，丢失的力用同样的方

式分摊到控制在粘着极限内的其他转向架上。Thecross-blendingisdoneattrainlevelonly.交叉混合制动只在列车级别使用。Thecross-blendingneedsthesharingofinformation(viaECHELONnet)betweenEPACs:whenanEPACisnotcommunicating,itwillbrakeforitself(usingblendingwithmotor,ifavailable)andthecross-blendingcontinuesbetweenotherEPACs.Whenthemaximumnumber(managedassoftwareparameter)oflostEPACsisreached,thebrakingwillbepurely“perbogie”(withblendingatbogielevelifavailable).交叉混合制动需要EPAC2之间共享信息（通过ECHELON网）：当1个EPAC没有通信时，它将为自己所在的车实施制动（通过电机使用混合制动，如果是动车转向架），交叉混合制动继续在其他EPAC之间进行。当丢失的EPAC数量达到最大数量（软件参数管理）时，就会以纯转向架为单位实施制动（如果是动车转向架，可用转向架内部的混合制动）METROShenzhenTraining:BrakefunctionsCROSSBLENDING交叉混合制动Atlowspeedacompensationoftheinefficiencyoftheelectrodynamicbrakingwiththepneumaticbrakeisnecessary.The“FadePoint”referredasvalueFADE_SPEEDisthespeedlimitunderthattheelectrodynamicbrakingdecreasesquickly.在低速下电制动效率低的部分进行空气制动补偿是有必要的。“退去点”也就是FADE_SPEED，是电制动快速减小的速度限制。Inthefollowingpicturethereisagraphicexplanationofthesituation下图是这种情况的图形解释

METROShenzhenTraining:BrakefunctionsSERVICEBRAKE–Monitoringandisolation(1)常用制动–监测和隔离常用制动功能有2种不同类型的监测：内部监测（只用于诊断和维护使用）外部监测

内部监测由制动系统内部实施，每个EPAC2通过安装在内部的压力传感器Tpil,TLP,TA以及Tsaf，防滑阀后面的TCF压力传感器，监测自己转向架的常用制动压力。所有这些压力传感器监测下表所示的压力METROShenzhenTraining:BrakefunctionsSERVICEBRAKE–Monitoringandisolation(2)Theexternalmonitoringisperformedattrainlevel,byreadingthepressureswitchinformationavailableinternallytoeachEPAC2.ThisinformationprovidesareliablediagnosticevenincaseofCANOPENfailureorEPAC2controloutoforder.外部监测由列车级实施，读取每个EPAC2内部有效的压力开关信息。这些信息提供了1个可信的诊断，即使在CAN总线或EPAC2失去控制时。Incaseit’srequiredtoisolatetheservicebrakefunctioninonebogie.隔离1个转向架常用制动的功能Theisolationofthebogiewillbesignalledtothetrainviathemicro-switchthatwillinterruptthe110Vbatteryreferredsignal.

转向架的隔离信息将传给列车，由微动开关的110V电源的开闭实现。METROShenzhenTraining:BrakefunctionsFASTBRAKE快速制动TheFastBrakeisaservicebrakeapplication(includingEDbrakeblendingfunctionandjerklimitation)ensuringadecelerationequaltofullservicebrake.

快速制动是常用制动的一种（包括了电制动混合制动功能以及冲击极限控制），确保其减速度与最大常用制动的减速度相等。EPAC2scanreceiveaFastBrakecommandviaCANOPENbusorPWMhardwiresignal.EPAC2通过CAN总线或PWM硬线信号接受快速制动指令。Thedrivercanactivatethefastbrakethroughthemanipulatorthat,infastbrakeposition,determinesabrakedemandcorrespondingto100%ofdeceleration(maximumservicebrakelevel).司机可将主控器至于快速制动位激活快速制动，获得1个100%减速度（最大常用制动）的制动需求。METROShenzhenTraining:BrakefunctionsBlendingfunction–EDbrakedemandequalto100%ofmaximumEDbrakehypotheticalvalue

混合制动功能–电制动需求等于100%最大电制动假定值METROShenzhenTraining:BrakefunctionsBlendingfunction–brakedemandlowerthan100%ofmaximumEDbrakehypotheticalvalue混合制动功能–制动需求小于100%最大电制动假定值METROShenzhenTraining:BrakefunctionsBlendingfunction–brakedemandhigherthan100%ofmaximumEDbrakehypotheticalvalue混合制动功能–制动需求大于100%最大电制动假定值METROShenzhenTraining:BrakefunctionsEMERGENCYBRAKE(1)

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

紧急制动的目的是在任何情况下都能使列车停下来。也就是说即使在没有电池的情况下，制动系统也能够实施制动。因此紧急制动必须是单独完整的纯空气制动。不论任何原因（安全装置激活的），只要安全回路断开，安全电磁阀就会失电，制动缸的将充气，实施紧急制动。根据转向架的载重（转向架平均载重），系统会实施1个1.20m/s2的平均制动减速度。Inadditiontothepurelypneumaticbrake,theElectro-Pneumaticbrake(ifavailable)willreplicateanemergencypilotpressurefortherelayvalveobtainingaredundancy.另外对于纯空气制动，电空制动会重复地给中继阀发出紧急制动预控压力作为冗余（若可用）。Ifbatteryofthetrainisavailable,themonitoringoftheemergencybrakeisperformedatbogielevelwiththeTCMS,byreadingtheRPpressureswitchandtheTSOCCtransducerinformationavailableinternallytoeachEPAC.如果列车的电池可用，通过读取每个EPAC内部的RP压力开关以及TSOCC传感器的信息，TCMS会基于转向架级进行紧急制动的监测。METROShenzhenTraining:BrakefunctionsEMERGENCYBRAKE(2)紧急制动(2)Inonecarisisolated(cockwithmicro-switchref04.08inpneumaticschemeA-QI00043)performtheisolationoftheEmergencybrakeandElectropneumaticbrakeintheinvolvedcar.Itisnotpossibletoisolateatcarleveltheemergencybrakemaintainingtheservicebrakeactiveinthatbogie.Theisolationatbogielevelisalsopossiblebymeansofcocks04.12/01and4.12/02.隔离车辆的紧急制动和电空制动（带微动开关的塞门04.08，在气路原理图A-QI00043上）。隔离车辆的紧急制动，同时保持常用制动可用是不可能的。通过塞门04.12/01和04.12/02可进行转向架的制动隔离。Thefunctionalityoftheemergencybrakeisnotaffectedincaseofparkingbrakeisolation.停放制动隔离时，紧急制动的功能不受影响。DuringemergencybraketheWSPsystemisactive(ifavailable).紧急制动时WSP功能可以激活（若需要）METROShenzhenTraining:BrakefunctionsEMERGENCYBRAKE(3)紧急制动（3）Whenthesafetyloopofthetrainisopened,thede-energizationofthemagnetvalveEVSOCC,fittedinsideeachEPAC2,allowstheemergencybrakeapplication.当安全回路打开时，EPAC2内的EVSOCC电磁阀失电，实施紧急制动。Inthisproject,thepressurereducingvalvesuppliesanLPPthatprovidesapneumaticsignalaccordingtocarweight.ThissignalenergizethepilotchamberoftherelayvalveRthatdrivesthebrakecylinders.Emergencybrakeisperformedatbogieleveltoo.

本项目中，由减压阀供气的LPP阀会根据车辆重量提供气压信号。这个信号将充满中继阀R的先导腔室，由中继阀控制制动缸。紧急制动也是架控的。TherelationbetweentheweightandthepressureinthepilotchamberdependsfromtheLPPasshowinginthepicturebelow:incaseofextraload(suspensionpressuregreaterthancrushload)thepressureinthesafetypilotchamberoftherelayvalveshallfollowthecharacteristicoftheLPP;insteaditremainconstantinordertothelimitationoftheMGDvalvemountedinsideEPAC2.

车重和先导腔室内压力的关系由LPP阀确定，具体见右图：为防止额外的载重（悬挂压力比满载大），中继阀先导腔室的压力根据LPP的特性，另外EPAC2内的MGD减压阀会限制最大压力。METROShenzhenTraining:BrakefunctionsEMERGENCYBRAKE(4)紧急制动（4）Whenthesafetyloopofthetrainisopened,thede-energizationofthemagnetvalveEVSOCC,fittedinsideeachEPAC2,allowstheemergencybrakeapplication.当列车安全回路打开时，EPAC2内的EVSOCC电磁阀失电，实施紧急制动。TheaboveLPPdescribestheLPPvalvebehaviourdependingfromthesuspensionpressure;accordingtoEPAC2pneumaticconfigurationtheLPPoutputpressurearrivesasinputtotherelayvalve(seefigurebelow)thatgiveasoutputthemaximumpressurevaluebetweenLPPoutputandservicebrakevalvescontrolledbyEPAC2software;上文描述的LPP阀特性的取决于悬挂压力，根据EPAC2气路配置，LPP阀的输出压力为中继阀的输入压力（见下图），中继阀会采用LPP的输出压力和EPAC2软件控制常用制动之间的最大值。Iftheloadsignalcomingfromthesuspensionisnotoutoforder,duringanemergencyapplicationEPAC2softwareactsonservicebrakevalvesinordertoobtainapressurethatisthesamecomingfromthepneumaticside(fromLPPpneumaticvalve);inthiswayaredundancyofemergencybrakeisreached.如果悬挂系统传过来的载重信号失效，在紧急制动过程中，EPAC2软件会提供1个与气路系统（从LPP气动阀过来的）相同的常用制动气路压力，在这种模式下，紧急制动的冗余起作用。Iftheloadsignalcomingfromthesuspensionisoutoforder,forexamplethesuspensionpressureislowerthanthetarevalueorupperthanthecrushvalue,duringanemergencyapplicationtheEPAC2softwareactsonservicebrakevalvesinordertoobtainapressureforanemergencyapplicationincrushcondition.ThispressurearrivesintotherelayvalvethatgivesasoutputthemaximumvaluebetweenthepressurecomingfromservicebrakevalvesandtheLPPpneumaticvalve.如果悬挂系统传过来的载重信号失效，例如悬挂系统压力低于空车空载值或大于满载值，在紧急制动过程中，EPAC2软件会提供1个等于满载紧急制动压力的常用制动气路压力。这个压力会达到中继阀，中继阀会输出EPAC2常用制动气路压力和LPP压力之间的最大值。METROShenzhenTraining:BrakefunctionsEMERGENCYBRAKE(5)紧急制动（5）

METROShenzhenTraining:BrakefunctionsEMERGENCYBRAKE(6)

紧急制动（6）Whenthesafetyloopofthetrainisopened,thede-energizationofthemagnetvalveEVSOCC,fittedinsideeachEPAC2,allowstheemergencybrakeapplication.当列车安全回路打开时，EPAC2内的EVSOCC电磁阀失电，实施紧急制动。Theemergencybrakefunctionhastwodifferenttypesofmonitoring:紧急制动功能有2种不同类型的监测：internalmonitoring(onlydiagnosticandmaintenancepurposes)ifavailable;

内部监测（仅用于诊断和维护使用），若可用；externalmonitoring.外部监测。Internalandexternalemergencybrakemonitoringarerealizedfollowingthesamerulesandusingthesamecomponentsrespectivelyoftheinternalandexternalservicebrake.紧急制动的内部监测和外部监测与常用制动的内部监测和外部监测有着同样的原理和部件。METROShenzhenTraining:BrakefunctionsHOLDINGBRAKE(1)保持制动（1）

Holdingbrakeisusedtoguaranteetheimmobilizationofthetraininstationforastatedtime.Italsomakespossiblethestartofthetraininarampwithoutrollingback.保持制动用于将列车在指定时间内停放在坡道上。它同时也用于保证列车在斜坡上启动不会溜车。Italsopreventthemovementofthetrainagainstaspurioustractioneffortonahorizontaltrack.它也用于保证列车在水平轨道上假定牵引力作用下的不会运动。HoldingbrakeisactuatedthroughtheElectro-pneumaticservicebrakeandthebrakingefforttargetisapercentageoffullservicebrakeforce(typicalvalue70%.Thisvalue,confirmedbybrakecalculations,isaSWparameter,adjustableforfinetuning).Thebrakeforceisproportionaltotheloadsignalofcar.保持制动由电空常用制动施加，大小为一定百分比的最大常用制动（典型的值为70%，这个值由制动计算确认，为制动软件的参数，是可调的）。这个制动力的大小与车的载重信号成比例。Ifthegivenbrakedemandishigherthantheholdingbrakelevel,brakedemandwillbeapplied.Conversely,whenthedemandwouldbelowerthanholdingbrakelevel,orthemanipulatorwouldbesetincoastingposition,EPAC2willapplytheholdingbrakeeffort.InthesecasesTRACTIONlineisnotbeactive.如果给定的制动需求大于保持制动，制动需求会施加。同样的当制动需求小于保持制动或者控制器至于惰性位，EPAC2会施加保持制动力。这些情况下，牵引列车线未激活。ThefrictionbrakewillremainatholdingbrakeleveluntilthebrakesystemwillnotreceivetheTRACTIONstatefromtrainlinesactive.Insuchcondition,afteradelay(adjustablesoftwareparameterT1)equaltothebuilduptimeneededbypropulsioncontroltoachieveatractioneffortequalorgreaterthantheholdingbrakeeffort,itwillbesafetoreleasetheholdingbrake.Releasetimewillbeatthesamerateasfortheservicebrakeone(typicalT2<1,5seconds,tobeconfirmedduringtypetestsinceaffectedbypipinglayout).摩擦制动会保留保持制动力，直到制动系统接收到牵引状态列车线。在这种情况下，延迟一段时间（可调整的软件参数T1），牵引控制建立起一定的牵引力等于甚至大于保持制动力，这对于安全的缓解保持制动力非常重要。缓解时间和常用制动的缓解时间一致（T2<1,5s,此数值需要在调试阶段确定，因为会受到管路布置的影响）

METROShenzhenTraining:BrakefunctionsHOLDINGBRAKE(2)保持制动（2）Alltherequirementslistedinthisfunction(HoldingBrake)arevalideveniftheEDbrakeisnotavailable.保持制动功能的所有条件在电制动不可用的情况下依然有效。METROShenzhenTraining:BrakefunctionsHOLDINGBRAKE(3)保持制动（3）

METROShenzhenTraining:BrakefunctionsPARKINGBRAKE(1)

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

此项功能通过司机手动操作司机室内的按钮施加。停放制动作动器的控制气路：激活通过列车线连接的每车电磁阀（位于面板ref04.22上）的专用按钮。Theparkingbrakeisdesignedtopreventthetrainfromrollingawaywhenit’sinstandstillcondition.停放制动用于防止列车在静置情况下溜车。Thisfunctionisperformedthroughthededicatedparkingbrakecylindersmountedontheaxles.此项功能由每根轴上的专用停放制动缸施