CN110550071A - Train safety control system - Google Patents
Train safety control system Download PDFInfo
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- CN110550071A CN110550071A CN201910891850.8A CN201910891850A CN110550071A CN 110550071 A CN110550071 A CN 110550071A CN 201910891850 A CN201910891850 A CN 201910891850A CN 110550071 A CN110550071 A CN 110550071A
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- 238000001514 detection method Methods 0.000 claims description 82
- 238000005070 sampling Methods 0.000 claims description 22
- 230000000903 blocking effect Effects 0.000 claims description 8
- 238000010586 diagram Methods 0.000 description 7
- 238000000034 method Methods 0.000 description 6
- 230000001960 triggered effect Effects 0.000 description 3
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000000750 progressive effect Effects 0.000 description 1
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
- B61H7/00—Brakes with braking members co-operating with the track
- B61H7/02—Scotch blocks, skids, or like track-engaging shoes
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
- B61L23/04—Control, warning or like safety means along the route or between vehicles or trains for monitoring the mechanical state of the route
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The application provides a train safety control system, includes: and N travel switches are arranged on the wheel stopper storage device, each travel switch corresponds to the placement position of one wheel stopper, and N is 1 or an integer greater than 1. The main contacts of the N travel switches are connected between a system power supply and a grounding point, and the main contacts of the travel switches are in a closed state when being pressed; the first auxiliary contacts of the N travel switches and the parking brake release switch are connected in series between the system power supply and the parking brake release circuit, and the first auxiliary contacts of the N travel switches are normally open contacts. Based on the train safety control system provided by the application, a motor train can be prevented from being moved under the condition that the wheel stopper is not taken down, so that the possibility of wheel rubbing or derailment of the train is reduced.
Description
Technical Field
The application relates to the technical field of train safety control, in particular to a train safety control system.
Background
The rail transit has the advantages of large transportation capacity, high efficiency, convenience in taking and the like, and the problem of urban traffic jam is greatly solved; the rail transit train mainly refers to a type of transportation means which needs to run on a specific rail.
When a train stops in a garage, in order to prevent potential safety hazards caused by mistaken sliding of the train, a wheel stopper is usually placed in front of wheels of the train; when the train needs to be taken out of the garage, the operator takes down the wheel stopper to operate the motor train. At present, the wheel stopper is removed mainly by people, and operators may forget to remove the wheel stopper due to the frequency of warehouse-out operation, so that the motor vehicle with the wheel stopper of the train is in danger of wheel rubbing or derailment.
Disclosure of Invention
in view of this, the embodiments of the present application provide a train safety control system to prevent a train from moving without removing a wheel stopper, so as to reduce the possibility of wheel rubbing or derailment of the train.
In order to achieve the above purpose, the embodiments of the present application provide the following technical solutions:
the embodiment of the application discloses train safety control system includes: n travel switches are arranged on the wheel stopper storage device, each travel switch corresponds to the placement position of one wheel stopper, and N is 1 or an integer greater than 1;
The main contacts of the N travel switches are connected between a system power supply and a grounding point, and the main contacts of the travel switches are in a closed state when being pressed;
The first auxiliary contacts of the N travel switches and the parking brake release switch are connected in series between the system power supply and the parking brake release circuit, and the first auxiliary contacts of the N travel switches are normally open contacts.
Optionally, the system further includes: and the control device is used for determining whether the designated placement positions in the wheel stopper storage device are placed into the wheel stoppers or not, and sending a traction blocking instruction to a traction inverter of the train under the condition that any one or more designated placement positions are not placed into the wheel stoppers and the parking brake release switch is closed.
Optionally, the system further includes: an alarm device connected to the control device, the control device further configured to: and sending an alarm instruction to the alarm device under the condition that any one or more appointed placing positions are determined not to place the wheel stoppers and the parking brake release switch is closed. The alarm device receives the alarm instruction sent by the control device and carries out alarm operation.
optionally, the N travel switches further include a second auxiliary contact, and the second auxiliary contact of the N travel switches is a normally open contact;
The second auxiliary contacts of the N travel switches are connected with the sampling resistor in series to form a first detection branch circuit;
The first end of the first detection branch is connected with the system power supply, and the second end of the first detection branch is grounded;
and the control device determines whether the first detection branch circuit is conducted or not according to the voltage difference between the two ends of the sampling resistor, and if the first detection branch circuit is not conducted, determines that any one or more appointed placing positions are not placed in the wheel stopper.
Optionally, the N travel switches further include a second auxiliary contact, and the second auxiliary contact of the N travel switches is a normally open contact;
The second auxiliary contacts of the N travel switches are sequentially connected in series to form a second detection branch circuit;
the first end of the second detection branch is connected with the system power supply, and the second end of the second detection branch is connected with the control device;
and the control device determines whether the second detection branch is conducted or not according to the voltage value of the access signal, and if the second detection branch is not conducted, determines that any one or more appointed placing positions are not placed in the wheel stopper.
optionally, the system further includes N bypass switches, the N travel switches further include a second auxiliary contact, and the second auxiliary contact of the N travel switches is a normally open contact;
the main contact of the ith travel switch is connected in series with the third group of contacts of the ith bypass switch and then connected between the system power supply and the grounding point;
The first group of contacts of the ith bypass switch is connected in parallel with the first auxiliary contact of the ith travel switch, wherein i is 1, …, N;
the second auxiliary contacts of the N travel switches are connected in series with the sampling resistor, and the second auxiliary contact of the ith travel switch is connected in parallel with the second group of contacts of the ith bypass switch to form a third detection branch;
The first end of the third detection branch is connected with the system power supply, and the second end of the third detection branch is grounded;
in the N bypass switches, a first group of contact and a second group of contact of the bypass switch corresponding to the appointed placement position are in an open state, a third group of contact is in a closed state, and a first group of contact and a second group of contact of other bypass switches are in a closed state, and the third group of contact is in an open state;
And the control device determines whether the third detection branch is conducted or not according to the voltage difference between the two ends of the sampling resistor, and if the third detection branch is not conducted, determines that any one or more appointed placement positions are not placed in the wheel stopper.
optionally, the system further includes N bypass switches, the N travel switches further include a second auxiliary contact, and the second auxiliary contact of the N travel switches is a normally open contact;
the main contact of the ith travel switch is connected in series with the third group of contacts of the ith bypass switch and then connected between the system power supply and the grounding point;
the first group of contacts of the ith bypass switch is connected in parallel with the first auxiliary contact of the ith travel switch, wherein i is 1, …, N;
The second auxiliary contacts of the N travel switches are sequentially connected in series, and the second auxiliary contact of the ith travel switch is connected in parallel with the second group of contacts of the ith bypass switch to form a fourth detection branch;
the first end of the fourth detection branch is connected with the system power supply, and the second end of the fourth detection branch is connected with the control device;
in the N bypass switches, a first group of contact and a second group of contact of the bypass switch corresponding to the appointed placement position are in an open state, a third group of contact is in a closed state, and a first group of contact and a second group of contact of other bypass switches are in a closed state, and the third group of contact is in an open state;
And the control device determines whether the fourth detection branch is conducted or not according to the voltage value of the access signal, and if the fourth detection branch is not conducted, determines that any one or more appointed placing positions are not placed in the wheel stopper.
According to the train safety control system provided by the embodiment of the application, the first auxiliary contact of the travel switch is connected with the parking brake release switch in series to form a traction, when a train moves, any one or more wheel stoppers are not taken down and placed in the placement positions of the wheel stopper storage device, and the main contact of the travel switch of the corresponding placement position cannot be pressed to be closed, so that the first auxiliary contact cannot be switched to be in a closed state, a parking brake release circuit cannot be released, and the traction of the train is limited; when the scotch block was all put into the appointed position of placing of scotch block storage device, travel switch's main contact could be closed, and its first auxiliary contact switches into the closed state simultaneously, and closed parking brake is alleviated the switch and is made the parking brake alleviate the circuit and be alleviated, and the train safety motor car. Through the train safety control system, potential safety hazards caused by the fact that the train carries the scotch block motor car can be eliminated.
Drawings
In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings needed to be used in the description of the embodiments or the prior art will be briefly introduced below, it is obvious that the drawings in the following description are only embodiments of the present application, and for those skilled in the art, other drawings can be obtained according to the provided drawings without creative efforts.
fig. 1 is a schematic structural diagram of a train safety control system according to an embodiment of the present application;
fig. 2 is a schematic structural diagram of a train safety control system according to another embodiment of the present application;
fig. 3 is a schematic structural diagram of a train safety control system according to another embodiment of the present application;
Fig. 4 is a schematic structural diagram of a train safety control system according to another embodiment of the present application;
Fig. 5 is a schematic structural diagram of a train safety control system according to another embodiment of the present application;
Fig. 6 is a schematic structural diagram of a train safety control system according to yet another embodiment of the present application;
Fig. 7 is a schematic structural diagram of a train safety control system according to still another embodiment of the present application.
In the figure, 1 is a parking brake release switch, 2 is a control device, 3 is an alarm device, 4 is a sampling resistor, 5 is a parking brake release circuit, KT1 is a first travel switch, 601 is a main contact of the first travel switch, 602 is a first auxiliary contact of the first travel switch, 603 is a second auxiliary contact of the first travel switch, KT2 is a second travel switch, 701 is a main contact of the second travel switch, 702 is the first auxiliary contact of the second travel switch, 703 is the second auxiliary contact of the second travel switch, KB1 is the first bypass switch, 801 is the first set of contacts of the first bypass switch, 802 is the second set of contacts of the first bypass switch, 803 is the third set of contacts of the first bypass switch, KB2 is the second bypass switch, 901 is the first set of contacts of the second bypass switch, 902 is the second set of contacts of the second bypass switch, 903 is the third set of contacts of the second bypass switch.
Detailed Description
The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are only a part of the embodiments of the present application, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.
In this application, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other identical elements in a process, method, article, or apparatus that comprises the element.
The application provides a train safety control system, includes: and N travel switches are arranged on the wheel stopper storage device, each travel switch corresponds to the placement position of one wheel stopper, and N is 1 or an integer greater than 1. The main contacts of the N travel switches are connected between a system power supply and a grounding point, and the main contacts of the travel switches are in a closed state when being pressed; the first auxiliary contacts of the N travel switches and the parking brake release switch are connected in series between the system power supply and the parking brake release circuit, and the first auxiliary contacts of the N travel switches are normally open contacts.
According to the train safety control system, through designing the travel switches, each travel switch corresponds to the placement position of one wheel stopper, the main contact of each travel switch is connected between the system power supply and the grounding point, and the main contact is in a closed state when being pressed; travel switch's first auxiliary contact and parking brake release switch establish ties between system power and parking brake release circuit, form the mutual control, promptly, only closed parking brake release switch, and parking brake release circuit can not be alleviated, and when parking brake release switch and travel switch's first auxiliary contact was closed simultaneously, parking brake release circuit was alleviated, and wherein, this first auxiliary contact is normally open contact.
when the wheel stopper is placed in a specified placement position of the wheel stopper storage device, a main contact of the travel switch is pressed to be closed, meanwhile, a first auxiliary contact of the travel switch is switched to be in a closed state, and the parking brake release switch is closed to release the parking brake release circuit; on the contrary, if the scotch block is not put into appointed when putting the position, travel switch can not be pressed, also can not trigger its main contact closure, and travel switch's first auxiliary contact also can not switch into the closure state simultaneously, even if parking brake alleviates the switch closure, parking brake alleviates the circuit and also can't be alleviated. The purpose of obtaining the position state of the wheel stopper is achieved by utilizing the relation between the travel switch and the wheel stopper placing position, the safe motor car is guided to a driver, and safety accidents caused when the train carries the wheel stopper motor car are avoided.
The train safety control system provided by an embodiment of the application is exemplified by a single wheel stopper, and the structure of the train safety control system is shown in fig. 1.
The first auxiliary contact 602 of the first travel switch KT1 and the parking brake release switch 1 are connected in series between the system power supply and the parking brake release circuit 5, and the main contact 601 of the first travel switch KT1 is connected between the system power supply and the ground point.
When the scotch block is put into a designated placing position of the scotch block storage device, a main contact of a first travel switch KT1 is pressed to trigger a main contact 601 of the first travel switch to be closed, and when the main contact 601 is switched to a closed state, each normally open contact is also switched to a closed state. Since the first auxiliary contact 602 of the first travel switch KT1 is a normally open contact, when the main contact 601 of the first travel switch KT1 is closed, this first auxiliary contact 602 is also switched to a closed state, and at this time, closing the parking brake release switch 1 allows the parking brake release circuit 5 to be released.
If the wheel stopper is not placed in a specified placing position, the main contact 601 of the first travel switch KT1 cannot be pressed, the main contact 601 cannot be triggered to be closed, the main contact 601 is in an open state, the first auxiliary contact 602 of the first travel switch KT1 is in an open state at the moment, and even if the parking brake relieving switch 1 is closed, the parking brake relieving circuit 5 cannot be relieved.
According to the train safety control system shown in the figure 1, the first auxiliary contact of the first travel switch is connected with the parking brake release switch in series to form a brake, so that when the wheel stopper is not placed in a specified placement position, a parking brake release circuit of a train is limited, a motor train can be prevented from being moved under the condition that the wheel stopper is not taken down, and the possibility that the train is rubbed or derailed is reduced.
a train safety control system according to another embodiment of the present application is exemplified by a plurality of wheel stoppers, and the structure thereof is shown in fig. 2.
The description is made by using 2 wheel stoppers, each travel switch corresponds to the placement position of one wheel stopper, and two travel switches are distinguished by KT1 and KT 2. In fig. 2, the first auxiliary contact 602 of the first travel switch KT1 and the first auxiliary contact 702 of the second travel switch KT2 are connected in series, and are connected in series between the system power supply and the parking brake release circuit 5 together with the parking brake release switch 1, and the main contact 601 of the first travel switch KT1 and the main contact 701 of the second travel switch KT2 are respectively connected in parallel between the system power supply and the ground point.
when the wheel stopper is not put into to the position of placing that first travel switch KT1 and/or second travel switch KT2 correspond, the main contact of first travel switch KT1 and/or second travel switch KT2 can not be pressed to trigger closed, first travel switch KT1 and/or second travel switch KT2 first auxiliary contact also can not switch into the closed state, if closed parking brake alleviates switch 1 this moment, also can not make parking brake alleviate circuit 5 and obtain alleviating.
only when the position of placing that first travel switch KT1 and second travel switch KT2 correspond all put into the scotch block, the main contact of first travel switch KT1 and second travel switch KT2 can be pressed to trigger closed, and the first auxiliary contact of first travel switch KT1 and second travel switch KT2 all switches over to the closure state, and parking brake alleviates circuit 5 and can obtain owing to the closure that parking brake alleviated switch 1 and alleviate.
The train safety control system shown in fig. 2 of the application utilizes the first auxiliary contact of the first travel switch, the first auxiliary contact of the second travel switch and the parking brake release switch to be connected in series to form a brake, when any one or more wheel stoppers are not placed in a specified placement position, a train parking brake release circuit is limited, a motor train can be prevented from being driven under the condition that the wheel stoppers are not taken down, and therefore the possibility that the train is rubbed or derailed is reduced.
In one embodiment, based on the train safety control system provided by the above-mentioned application, a control device 2 is further provided, and the control device 2 is configured to: and determining whether the designated placement positions in the wheel stopper storage device are placed into wheel stoppers or not, and sending a traction blocking instruction to a traction inverter of the train under the condition that any one or more designated placement positions are not placed into the wheel stoppers and the parking brake release switch is closed.
Optionally, an alarm device 3 is further arranged in the train safety control system. Correspondingly, the control device 2 is also configured to: and sending an alarm instruction to the alarm device to enable the alarm device to perform alarm operation under the condition that any one or more appointed placing positions are determined not to place the wheel stoppers and the parking brake release switch is closed.
In one possible implementation, the N travel switches further include a second auxiliary contact, where the second auxiliary contact of the N travel switches is a normally open contact. The second auxiliary contacts of the N travel switches and the sampling resistor are connected in series to form a first detection branch circuit, the first end of the first detection branch circuit is connected with a system power supply, and the second end of the first detection branch circuit is grounded. The control device 2 determines whether the first detection branch is conducted according to the voltage difference between the two ends of the sampling resistor, and if the first detection branch is not conducted, it is determined that any one or more appointed placing positions are not placed in the wheel stopper. This is explained below in conjunction with fig. 3.
In another possible implementation manner, the N travel switches further include a second auxiliary contact, where the second auxiliary contact of the N travel switches is a normally open contact. The second auxiliary contacts of the N travel switches are sequentially connected in series to form a second detection branch, a first end of the second detection branch is connected with the system power supply, and a second end of the second detection branch is connected with the control device 2. The control device 2 determines whether the second detection branch is conducted according to the voltage value of the access signal, and if the second detection branch is not conducted, it determines that any one or more designated placement positions are not placed in the wheel stopper. This is explained below in conjunction with fig. 5.
As shown in fig. 3, the second auxiliary contact 603 of the first travel switch KT1, the second auxiliary contact 703 of the second travel switch KT2, and the sampling resistor 4 are connected in series to form a first detection branch, where the second auxiliary contact 603 of the first travel switch KT1 and the second auxiliary contact 703 of the second travel switch KT2 are normally open contacts, when the main contact 601 of the first travel switch KT1 is closed, the second auxiliary contact 603 of the first travel switch KT1 is switched to a closed state, and when the main contact 701 of the second travel switch KT2 is closed, the second auxiliary contact 703 of the second travel switch KT2 is switched to a closed state. The first end of the first detection branch circuit is connected with a system power supply, and the second end of the first detection branch circuit is grounded. The control device 2 determines whether the first detection branch circuit is conducted or not according to the voltage difference between the two ends of the sampling resistor 4, and if the first detection branch circuit is not conducted, it determines that any one or more specified placement bits are not placed in the wheel stopper.
For example, when the wheel stopper is not placed in the placement position corresponding to the first travel switch KT1 and/or the second travel switch KT2, the main contact of the first travel switch KT1 and/or the second travel switch KT2 is not pressed to trigger closing, the first auxiliary contact and the second auxiliary contact of the first travel switch KT1 and/or the second travel switch KT2 are not switched to a closed state, at this time, the first detection branch is in an open circuit state, no current flows through the sampling resistor 4, the control device 2 determines that the first detection branch is not conducted according to the fact that the voltage difference between two ends of the sampling resistor 4 is zero, and further determines that any one or more specified placement positions are not placed in the wheel stopper, at this time, the control device 2 sends a traction blocking instruction to the train to block the train.
When the wheel stopper is placed in the corresponding placing positions of the first travel switch KT1 and the second travel switch KT2, the main contacts of the first travel switch KT1 and the second travel switch KT2 are pressed, triggered and closed, the first auxiliary contact and the second auxiliary contact of the first travel switch KT1 and the second travel switch KT2 are switched to be in a closed state, at the moment, current flows through the sampling resistor 4, the control device 2 determines that the first detection branch is conducted according to the fact that the voltage difference between two ends of the sampling resistor 4 is not zero, and a traction blocking instruction cannot be sent to a train traction inverter; at this time, the parking brake release switch 1 is closed, so that the parking brake release circuit 5 can be released, and the train can normally move.
In one embodiment, an alarm device 3 is further provided on the basis of the train safety control system provided in the above-mentioned application, as shown in fig. 4.
the alarm device 3 is connected with the control device 2, and the control device 2 is further used for: and sending an alarm instruction to the alarm device 3 under the condition that any one or more appointed placing positions are determined not to place the wheel stoppers and the parking brake release switch is closed. The alarm device 3 receives an alarm command sent by the control device and performs an alarm operation.
the alarm device 3 can be a buzzer, a prompting lamp, or a combination of the buzzer and the prompting lamp. The alarm operation can be realized by a buzzer to give out a buzzing alarm, or by a signal lamp to flash to prompt an alarm, or by buzzing and alarming and simultaneously giving out a signal lamp flashing signal.
for example, the control device 2 mentioned in the above embodiment determines that any one or more wheel stoppers are not placed in a designated placement position, and sends a traction blocking command to the train traction inverter, and simultaneously sends a warning command to the warning device 3, so that the warning device 3 sends out a buzzer and/or blinks a signal lamp to remind a driver.
A train safety control system according to another embodiment of the present application is shown in fig. 5.
the difference between this embodiment and the embodiment in fig. 4 is that this embodiment utilizes the second auxiliary contacts of the first travel switch KT1 and the second travel switch KT2 to form a second detection branch in series in turn, a first end of the second detection branch is connected to the system power supply, and a second end of the second detection branch is connected to the control device 2. The control device 2 determines whether the second detection branch is conducted or not according to the voltage value of the access signal, and if the second detection branch is not conducted, determines that any one or more specified placement bits are not placed in the wheel stopper.
For example, when the wheel stopper is not placed in the placement position corresponding to the first travel switch KT1 and/or the second travel switch KT2, the main contact of the first travel switch KT1 and/or the second travel switch KT2 is not pressed to trigger to be closed, the first auxiliary contact and the second auxiliary contact of the first travel switch KT1 and/or the second travel switch KT2 are not switched to be in a closed state, the second detection branch is in an open circuit state, the control device 2 determines that the second detection branch is not conducted according to the fact that the voltage value of the access signal is zero, and further determines that any one or more specified placement positions do not place the wheel stopper, and at this time, the control device 2 sends a traction blocking instruction to the train traction inverter to block the trains.
When the placement positions corresponding to the first travel switch KT1 and the second travel switch KT2 are placed in the wheel stopper, the main contacts of the first travel switch KT1 and the second travel switch KT2 are pressed, triggered and closed, the first auxiliary contact and the second auxiliary contact of the first travel switch KT1 and the second travel switch KT2 are switched to be in a closed state, the control device 2 determines that the second detection branch is conducted according to the fact that the voltage value of the access signal is not zero, and the traction blocking instruction cannot be sent to a train traction inverter; at this time, the parking brake release switch 1 is closed, so that the parking brake release circuit 5 can be released, and the train can normally move.
in consideration of the fact that a train does not need to be provided with a wheel stopper, or the condition that the wheel stopper is not placed in a wheel stopper storage device after being taken down and needs to be maintained is solved, the train safety control system further comprises bypass switches on the basis of the train safety control system, wherein the number of the bypass switches is the same as that of travel switches, namely, the train safety control system further comprises N bypass switches.
the N bypass switches include a first set of contacts, a second set of contacts, and a third set of contacts.
The first group of contacts of the ith bypass switch is connected with the first auxiliary contact of the ith travel switch in parallel, the second group of contacts of the ith bypass switch is connected with the second auxiliary contact of the ith travel switch in parallel, the third group of contacts of the ith bypass switch is connected with the main contact of the ith travel switch in series and then is connected between a system power supply and a grounding point, and i is 1, … and N. The second auxiliary contacts of the N travel switches in the train safety control system are connected in series with the sampling resistor, the second auxiliary contact of the ith travel switch is connected in parallel with the second group of contacts of the ith bypass switch to form a third detection branch, the first end of the third detection branch is connected with a system power supply, and the second end of the third detection branch is grounded. In the N bypass switches, the first and second groups of contacts of the bypass switch corresponding to the designated placement position are in an open state, the third group of contacts are in a closed state, and the first and second groups of contacts of the other bypass switches are in a closed state, and the third group of contacts are in an open state. And the control device determines whether the third detection branch is conducted or not according to the voltage difference between the two ends of the sampling resistor, and if the third detection branch is not conducted, determines that any one or more appointed placing positions are not placed in the wheel stopper.
As shown in fig. 6, the present embodiment is explained by using 2 travel switches and 2 bypass switches, where i is 1 and 2, and for the purpose of distinction, the 2 bypass switches are distinguished by numbers KB1 and KB2, and the numbers of the 2 travel switches are identical to those of the above-mentioned embodiments, i.e., KT1 and KT 2.
A first group of contacts 801 of a first bypass switch KB1 is connected in parallel with a first auxiliary contact 602 of a first travel switch KT1, a first group of contacts 901 of a second bypass switch KB2 is connected in parallel with a first auxiliary contact 702 of a second travel switch KT2, a third group of contacts 803 of the first bypass switch KB1 is connected in series with a main contact 601 of a first travel switch KT1 and then connected between a system power supply and a ground point, and a third group of contacts 903 of a second bypass switch KB2 is connected in series with a main contact 701 of a second travel switch KT2 and then connected between the system power supply and the ground point; the second group of contacts 802 of the first bypass switch KB1 is connected in parallel with the second auxiliary contact 603 of the first travel switch KT1, the second group of contacts 902 of the second bypass switch KB2 is connected in parallel with the second auxiliary contact 703 of the second travel switch KT2, and the second auxiliary contacts of the first travel switch KT1 and the second travel switch KT2 are connected in series with the sampling resistor 4 to form a third detection branch, a first end of the third detection branch is connected with a system power supply, and a second end of the third detection branch is grounded.
for example, in the case where the first placement position does not need to be provided with the wheel stopper and the second placement position needs to be provided with the wheel stopper, the first bypass switch KB1 corresponding to the first placement position has its third set of contacts 803 adjusted to the open state and its first set of contacts 801 and second set of contacts 802 adjusted to the closed state; the third set of contacts 903 of the second bypass switch KB2 corresponding to the second placement position is set to the closed state, and the first set of contacts 901 and the second set of contacts 902 are set to the open state.
when a wheel stopper is placed at a second placing position, a main contact 701 of a second travel switch KT2 is pressed to trigger closing, a first auxiliary contact 702 and a second auxiliary contact 703 of the second travel switch KT2 are switched to be in a closed state, current flows through a third detection branch at the moment, the control device 2 determines that the third detection branch is conducted according to the fact that the voltage difference value of two ends of the collected sampling resistor 4 is not zero, and further determines that the wheel stoppers of trains are placed at the specified placing position, and the trains can normally move; on the contrary, if the wheel stopper is not placed in the second placement position, the main contact 701 of the second travel switch KT2 cannot be pressed to trigger closing, the first auxiliary contact 702 and the second auxiliary contact 703 cannot be switched to a closed state, at this time, the third detection branch is in an open circuit state, the control device 2 determines that there is any one or more specified placement positions where the wheel stopper is not placed according to the voltage difference value at the two ends of the collected sampling resistor 4 being zero, the control device 2 and the alarm device 3 execute subsequent operations, the principle is the same as that of the above embodiment, and description is omitted here.
The design of the bypass switch is further utilized, and the control of the corresponding travel switch on the train safety control system is cut off by controlling the opening and closing of the corresponding contact of the bypass switch corresponding to the placement position without the need of being provided with the wheel stopper and the need of being provided with the wheel stopper.
A train safety control system according to another embodiment of the present application is configured as shown in fig. 7.
the present embodiment is different from the embodiment shown in fig. 6 in that the second auxiliary contacts of the 2 travel switches are sequentially connected in series, and the second auxiliary contact of the ith travel switch is connected in parallel with the second group of contacts of the ith bypass switch to form a fourth detection branch, i is 1 or an integer greater than 1, where i is 1, 2; the first end of the fourth detection branch is connected with the system power supply, and the second end of the fourth detection branch is connected with the control device. The control device 2 determines whether the fourth detection branch is conducted according to the voltage value of the access signal, and if the fourth detection branch is not conducted, it determines that any one or more designated placement positions are not placed in the wheel stopper.
the embodiments in the present specification are described in a progressive manner, and the same and similar parts among the embodiments are referred to each other, and each embodiment focuses on the differences from the other embodiments.
The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the application. Thus, the present application is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims (7)
1. A train safety control system, comprising: n travel switches are arranged on the wheel stopper storage device, each travel switch corresponds to the placement position of one wheel stopper, and N is 1 or an integer greater than 1;
the main contacts of the N travel switches are connected between a system power supply and a grounding point, and the main contacts of the travel switches are in a closed state when being pressed;
The first auxiliary contacts of the N travel switches and the parking brake release switch are connected in series between the system power supply and the parking brake release circuit, and the first auxiliary contacts of the N travel switches are normally open contacts.
2. The system of claim 1, further comprising a control device;
and the control device determines whether the designated placement positions in the wheel stopper storage device are placed into wheel stoppers or not, and sends a traction blocking instruction to a traction inverter of the train under the condition that any one or more designated placement positions are not placed into the wheel stoppers and the parking brake release switch is closed.
3. the system of claim 2, further comprising an alarm device;
The control device is further configured to: and sending an alarm instruction to the alarm device to enable the alarm device to perform alarm operation under the condition that any one or more appointed placing positions are determined not to place the wheel stoppers and the parking brake release switch is closed.
4. the system of claim 2 or 3, wherein the N travel switches further comprise a second auxiliary contact, the second auxiliary contact of the N travel switches being a normally open contact;
The second auxiliary contacts of the N travel switches are connected with the sampling resistor in series to form a first detection branch circuit;
The first end of the first detection branch is connected with the system power supply, and the second end of the first detection branch is grounded;
and the control device determines whether the first detection branch circuit is conducted or not according to the voltage difference between the two ends of the sampling resistor, and if the first detection branch circuit is not conducted, determines that any one or more appointed placing positions are not placed in the wheel stopper.
5. the system of claim 2 or 3, wherein the N travel switches further comprise a second auxiliary contact, the second auxiliary contact of the N travel switches being a normally open contact;
the second auxiliary contacts of the N travel switches are sequentially connected in series to form a second detection branch circuit;
The first end of the second detection branch is connected with the system power supply, and the second end of the second detection branch is connected with the control device;
And the control device determines whether the second detection branch is conducted or not according to the voltage value of the access signal, and if the second detection branch is not conducted, determines that any one or more appointed placing positions are not placed in the wheel stopper.
6. the system of claim 2 or 3, further comprising N bypass switches, the N travel switches further comprising a second auxiliary contact, the second auxiliary contact of the N travel switches being a normally open contact;
the main contact of the ith travel switch is connected in series with the third group of contacts of the ith bypass switch and then connected between the system power supply and the grounding point;
The first group of contacts of the ith bypass switch is connected in parallel with the first auxiliary contact of the ith travel switch, wherein i is 1, …, N;
The second auxiliary contacts of the N travel switches are connected in series with the sampling resistor, and the second auxiliary contact of the ith travel switch is connected in parallel with the second group of contacts of the ith bypass switch to form a third detection branch;
the first end of the third detection branch is connected with the system power supply, and the second end of the third detection branch is grounded;
In the N bypass switches, a first group of contact and a second group of contact of the bypass switch corresponding to the appointed placement position are in an open state, a third group of contact is in a closed state, and a first group of contact and a second group of contact of other bypass switches are in a closed state, and the third group of contact is in an open state;
And the control device determines whether the third detection branch is conducted or not according to the voltage difference between the two ends of the sampling resistor, and if the third detection branch is not conducted, determines that any one or more appointed placement positions are not placed in the wheel stopper.
7. The system of claim 2 or 3, further comprising N bypass switches, the N travel switches further comprising a second auxiliary contact, the second auxiliary contact of the N travel switches being a normally open contact;
The main contact of the ith travel switch is connected in series with the third group of contacts of the ith bypass switch and then connected between the system power supply and the grounding point;
The first group of contacts of the ith bypass switch is connected in parallel with the first auxiliary contact of the ith travel switch, wherein i is 1, …, N;
The second auxiliary contacts of the N travel switches are sequentially connected in series, and the second auxiliary contact of the ith travel switch is connected in parallel with the second group of contacts of the ith bypass switch to form a fourth detection branch;
The first end of the fourth detection branch is connected with the system power supply, and the second end of the fourth detection branch is connected with the control device;
in the N bypass switches, a first group of contact and a second group of contact of the bypass switch corresponding to the appointed placement position are in an open state, a third group of contact is in a closed state, and a first group of contact and a second group of contact of other bypass switches are in a closed state, and the third group of contact is in an open state;
And the control device determines whether the fourth detection branch is conducted or not according to the voltage value of the access signal, and if the fourth detection branch is not conducted, determines that any one or more appointed placing positions are not placed in the wheel stopper.
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| CN201910891850.8A CN110550071B (en) | 2019-09-20 | 2019-09-20 | Train safety control system |
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| CN201910891850.8A CN110550071B (en) | 2019-09-20 | 2019-09-20 | Train safety control system |
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| CN113928365A (en) * | 2021-11-17 | 2022-01-14 | 中车南京浦镇车辆有限公司 | Circuit for releasing applied state of reliable output brake of rail transit vehicle |
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| CN110550071B (en) | 2021-08-17 |
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