CN110834652A - Locomotive overspeed automatic unloading device, locomotive overspeed automatic unloading method and vehicle - Google Patents
Locomotive overspeed automatic unloading device, locomotive overspeed automatic unloading method and vehicle Download PDFInfo
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- CN110834652A CN110834652A CN201911197795.9A CN201911197795A CN110834652A CN 110834652 A CN110834652 A CN 110834652A CN 201911197795 A CN201911197795 A CN 201911197795A CN 110834652 A CN110834652 A CN 110834652A
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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
- B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
- B61L25/02—Indicating or recording positions or identities of vehicles or trains
- B61L25/021—Measuring and recording of train speed
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Abstract
The invention discloses an automatic unloading device for locomotive overspeed, which comprises: the speed detection device is used for detecting the speed of the locomotive in real time; the isolation relay is electrically connected with the speed detection device to receive a speed signal from the speed detection device and judge whether the locomotive is overspeed or not based on the received speed signal; and the normally closed contact of the unloading control relay is connected in series in the locomotive loading control circuit, the unloading control relay is electrically connected with the isolation relay, and when the locomotive is overspeed, the isolation relay enables the normally closed contact of the unloading control relay to be disconnected, so that the aim of unloading the locomotive is fulfilled. The normally closed contact of the unloading control relay is added in the existing locomotive loading control circuit, and the normally closed contact is automatically disconnected under the condition that the locomotive is overspeed, so that the overspeed automatic unloading function of the locomotive is realized, the operation difficulty of a driver is simplified, and the risk of shunting operation of the locomotive is reduced.
Description
Technical Field
The invention relates to the technical field of locomotive safety protection, in particular to a locomotive overspeed automatic unloading device, a locomotive overspeed automatic unloading method and a vehicle comprising the locomotive overspeed automatic unloading device.
Background
The tracks on which shunting operations are performed in diesel locomotive enterprises are short, and are often in production areas with small ranges, dense personnel and large flow volumes. This means that the diesel locomotive must be kept at a low speed during shunting operations to ensure safety of personnel and property. Generally, the speed of the diesel locomotive during shunting operation can be controlled only through subjective consciousness and experience of a driver, the control difficulty is high, and driving accidents and personal accidental injuries are easily caused by carelessness. In addition, in the process of shunting the locomotive, the speed of the locomotive can be controlled only by manually controlling the handle of the driver controller by a driver, so that the requirement on the driving technology of the driver is high, the operation is inconvenient, and the driving accident caused by lack of concentration is easy to occur. Therefore, the locomotive has a great potential safety hazard when operating in an enterprise.
Based on this, the prior art still remains to be improved.
Disclosure of Invention
In order to solve the technical problems, the embodiment of the invention provides a locomotive overspeed automatic unloading device, a locomotive overspeed automatic unloading method and a vehicle comprising the locomotive overspeed automatic unloading device, which can effectively control the speed of a locomotive and solve the potential safety hazard caused by the operation of the locomotive in an enterprise in the prior art.
In one aspect, an embodiment of the present invention provides an automatic unloading device for a locomotive overspeed, including:
the speed detection device is used for detecting the speed of the locomotive in real time;
an isolation relay electrically connected with the speed detection device to receive a speed signal therefrom and determine whether the locomotive is overspeed based on the received speed signal; and
the normally closed contact of the unloading control relay is connected in series in a locomotive loading control circuit, the unloading control relay is electrically connected with the isolation relay, and when the locomotive is overspeed, the isolation relay enables the normally closed contact of the unloading control relay to be disconnected, so that the purpose of unloading the locomotive is achieved.
Further, the locomotive overspeed automatic unloading device comprises: and the differential operational amplifier module is electrically connected with the speed detection device and the isolation relay and is used for carrying out differential amplification on the speed signal received from the speed detection device and transmitting the differentially amplified speed signal to the isolation relay.
Further, the locomotive overspeed automatic unloading device comprises: and the rectifier bridge is electrically connected with the speed detection device and the differential operational amplifier module and is used for rectifying the alternating current signals received from the speed detection device into direct current signals and transmitting the rectified direct current signals to the differential operational amplifier module.
Further, the rectifier bridge is a three-phase rectifier bridge formed by six diodes.
Further, the locomotive overspeed automatic unloading device comprises: and the filter is connected with the rectifier bridge in parallel and is used for filtering the rectified direct current signal.
Further, the locomotive overspeed automatic unloading device comprises: and the differential operational amplifier module and the isolation relay share one power supply module.
Furthermore, the isolation relay is an optical coupling isolation relay, the unloading control relay is an electromagnetic relay, when the locomotive is overspeed, a normally open contact of the isolation relay is closed, the unloading control relay is electrified, and the normally closed contact of the unloading control relay is disconnected, so that the purpose of unloading the locomotive is achieved.
Furthermore, the differential operational amplifier module comprises a gain potentiometer, and the current speed limit value can be changed by adjusting the gain potentiometer.
In another aspect, an embodiment of the present invention provides an automatic unloading method for a locomotive overspeed, which includes the following steps:
detecting the speed of the locomotive in real time through a speed detection device;
transmitting the speed signal detected by the speed detection device to an isolation relay and judging whether the locomotive is overspeed or not through the isolation relay; and
when the locomotive is overspeed, the isolation relay enables a normally closed contact of an unloading control relay connected in series in a locomotive loading control circuit to be disconnected, so that the aim of unloading the locomotive is fulfilled.
In a third aspect, an embodiment of the present invention provides a vehicle, which includes the above-mentioned locomotive overspeed automatic unloading device.
By adopting the technical scheme, the invention at least has the following beneficial effects:
the locomotive overspeed automatic unloading device, the locomotive overspeed automatic unloading method and the vehicle disclosed by the embodiment of the invention have the advantages that the normally closed contact of the unloading control relay is added in the existing locomotive loading control circuit, and the normally closed contact is automatically disconnected under the condition that the locomotive is overspeed, so that the overspeed automatic unloading function of the locomotive is realized, the operation difficulty of a driver is simplified, and the risk of locomotive shunting operation is reduced. In addition, the locomotive overspeed automatic unloading device provided by the embodiment of the invention has the advantages of simple structure, convenience in implementation, strong practicability and low cost.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the drawings without creative efforts.
FIG. 1 is a schematic control circuit diagram of an automatic unloading device for locomotive overspeed provided by an embodiment of the invention;
FIG. 2 is a schematic diagram of a portion of a locomotive load control circuit of the prior art; and
FIG. 3 is a schematic diagram of a portion of an improved locomotive load control circuit in accordance with an embodiment of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the following embodiments of the present invention are described in further detail with reference to the accompanying drawings.
It should be noted that all expressions using "first" and "second" in the embodiments of the present invention are used for distinguishing two entities with the same name but different names or different parameters, and it should be noted that "first" and "second" are merely for convenience of description and should not be construed as limitations of the embodiments of the present invention, and they are not described in any more detail in the following embodiments.
As shown in fig. 1, the embodiment of the invention discloses an automatic unloading device 1 for locomotive overspeed, which comprises: the speed detection device 10 is used for detecting the speed of the locomotive in real time by the speed detection device 10; an isolation relay 20 electrically connected to the speed detection device 10 to receive a speed signal therefrom and to determine whether the locomotive is overspeed based on the received speed signal; and an unloading control relay 30, wherein normally closed contacts 1 and 9 of the unloading control relay 30 are connected in series in a locomotive loading control circuit (as shown in fig. 3), the unloading control relay is electrically connected with the isolating relay, and when the locomotive is overspeed, the isolating relay 20 enables the normally closed contacts 1 and 9 of the unloading control relay 30 to be disconnected, so that the purpose of unloading the locomotive is achieved. When the locomotive is not over-speeding (i.e., the locomotive is traveling within the current limit), the normally closed contacts 1 and 9 of the unloading control relay 30 remain closed and locomotive loading is not affected. In this context, "unloading a locomotive" means that the locomotive is not allowed to continue loading to increase the locomotive speed, and the locomotive may still be traveling at the pre-loaded speed.
In some preferred embodiments of the present invention, in order to facilitate the signal collection and analysis, the locomotive overspeed automatic unloading device 1 further comprises a differential operational amplifier module 40, wherein the differential operational amplifier module 40 is electrically connected to the speed detection device 10 and the isolation relay 20, and is configured to differentially amplify the speed signal received from the speed detection device 10 and transmit the differentially amplified speed signal to the isolation relay 20. The differential operational amplifier module 40 comprises a differential circuit, a zero-setting potentiometer and an amplifying circuit, so that voltage differential amplification is realized through the differential circuit, and signals at the analog front end of interference and voltage unbalance are effectively avoided; the circuit input is effectively balanced through the zero-setting potentiometer; the voltage signal after the difference is amplified through the amplifying circuit, and the isolating relay module is convenient to acquire and analyze signals. The differential operational amplifier module 40 can perform a second-stage amplification on the input signal, that is, the signal enters the second stage for a second amplification after the first-stage amplification, so that the voltage signal output by the total output end is a product relationship between the first-stage amplification factor and the second-stage amplification factor, thereby realizing a large-scale amplification of millivolt-level or even weaker signals. The differential operational amplifier module 40 is further provided with a gain potentiometer, which can freely adjust the second-stage amplification factor, and the current speed limit value can be changed by adjusting the gain potentiometer, so that the locomotive can operate at a lower speed limit of any speed limit value within 3-10 km/h.
In some preferred embodiments of the present invention, the locomotive overspeed automatic unloading device 1 further comprises: and the rectifier bridge 50 is electrically connected with the speed detection device 10 and the differential operational amplifier module 40, and is used for rectifying an alternating current signal received from the speed detection device 10 into a direct current signal and transmitting the rectified direct current signal to the differential operational amplifier module 40. In some preferred embodiments of the present invention, the rectifier bridge 50 is a three-phase rectifier bridge composed of six diodes.
In some preferred embodiments of the present invention, the locomotive overspeed automatic unloading device 1 further comprises: a filter 60 connected in parallel with the rectifier bridge 50 for filtering the rectified dc signal to eliminate fluctuations and disturbances in the signal.
In some preferred embodiments of the present invention, the differential operational amplifier module 40 and the isolation relay 20 share a power module 70, so as to simplify the configuration.
In some preferred embodiments of the present invention, the isolation relay is an optical coupling isolation relay, the unloading control relay is an electromagnetic relay, when the locomotive is overspeed, a normally open contact of the isolation relay is closed, so that a coil of the unloading control relay electrically connected with the normally open contact of the isolation relay is electrified, and the normally closed contact of the unloading control relay is disconnected, thereby achieving the purpose of unloading the locomotive.
The embodiment of the invention also discloses an automatic unloading method for the overspeed of the locomotive, which comprises the following steps: detecting the speed of the locomotive in real time through a speed detection device; transmitting the speed signal detected by the speed detection device to an isolation relay and judging whether the locomotive is overspeed or not through the isolation relay; and when the locomotive is overspeed, the isolation relay enables a normally closed contact of an unloading control relay connected in series in a locomotive loading control circuit to be disconnected, so that the aim of unloading the locomotive is fulfilled.
The embodiment of the invention also discloses a vehicle which comprises the locomotive overspeed automatic unloading device 1.
Examples
One embodiment of the locomotive overspeed automatic unloading apparatus is described in detail below in conjunction with FIG. 1. As shown in fig. 1, the locomotive overspeed automatic unloading device 1 comprises a speed detection device 10, a rectifier bridge 50, a filter 60, a differential operational amplifier module 40, an isolation relay 20, an unloading control relay 30 and a power supply module 70.
In this embodiment, the speed detecting device 10 is specifically a DJS-2 locomotive speed sensor, and when in use, is connected with a rotating shaft to be detected (for example, an engine shaft) through a coupling, when the locomotive engine rotates, the sensor is driven to rotate, and the sensor sends out a three-phase alternating current signals of a, b and c with certain frequency.
IN this embodiment, the rectifier bridge 50 is embodied as a three-phase rectifier bridge composed of six IN4007 diodes. The six diodes are connected in series two by two and then connected in parallel to form three branches, and three-phase alternating current signals a, b and c from the speed detection device 10 are respectively connected between the two diodes connected in series two by two on the three branches.
In this embodiment, the filter 60 is embodied as a 200 μ F capacitor, connected in parallel with the three branches formed by the rectifier bridge 50. The a, b and c three-phase alternating current signals from the speed detection device 10 are rectified by a rectifier bridge and filtered by a capacitor 200uF to obtain direct current signals (including a signal + and a signal-).
In this embodiment, the differential operational amplifier module 40 is embodied as a 6482 differential signal amplifier, and the signal + pin of the dc signal is connected to INB and the signal-pin is connected to INA. 6482 the total output IN of the differential signal amplifier is connected to the isolation relay 20.
In this embodiment, the isolation relay 20 is specifically a 12V optocoupler isolation relay module, which has strong driving capability and stable performance, and can be triggered by a jumper to select a high level or a low level to control the relay to be pulled in. The 12V optical coupling isolation relay module comprises three output ends: a normally open contact NO, a common contact COM and a normally closed contact NC. Before the relay is closed, the normally open contact NO is suspended, and the normally closed contact NC is in short circuit with the common contact COM; after the relay is closed, the normally open contact NO is in short circuit with the common contact COM, and the normally closed contact NC of the relay is suspended.
In this embodiment, the unloading control relay 30 is embodied as an unloading control relay of MY4N-J type, whose coils 13, 14 (i.e., power terminals) are connected to the normally open contact NO and the common contact COM of the isolation relay 20, respectively, and whose normally closed contacts 1 and 9 are connected in the locomotive loading control circuit (see fig. 3).
In this embodiment, the 6482 differential signal amplifier and the 12V opto-isolator relay module share one power module 70, and the power module 70 is specifically an S-150-12 type 110V to 12V power module. The DC 110V positive power supply is connected to a Vin + point of an S-150-12 type 110V to 12V power supply module, the DC 110 negative power supply is connected to a Vin-point of the S-150-12 type 110V to 12V power supply module, a DC12V positive power supply at a Vo + point after conversion is respectively connected to a 6482 signal amplifier and a power supply V of a 12V optical coupling isolation relay module, and a GND point DC12V negative power supply is respectively connected to power grounds of the 6482 signal amplifier and the 12V optical coupling isolation relay module to respectively provide power supplies for the 6482 signal amplifier and the 12V optical coupling isolation relay module. A3A tripping fuse is additionally arranged on a positive power line of the DC12V to play a role in short circuit and overload protection.
The working principle of the locomotive overspeed automatic unloading device is as follows:
a DJS-2 locomotive speed sensor detects the locomotive speed in real time and outputs a, b and c three-phase alternating current signals; the three-phase alternating current signal is rectified through a rectifier bridge formed by a diode IN4007 and filtered through a capacitor 200uF to obtain a direct current signal; the direct current signal is connected to a 6482 signal amplifier signal + and signal-for differential amplification. When the speed of the locomotive exceeds the current speed limit value, the amplified signal is high level (or low level), the 12V optical coupling isolation relay module is pushed to be attracted to enable the normally open contact NO and the common contact COM to be closed, the contacts supply power to the MY4N-J type unloading relay coils 13 and 14 to enable the normally closed contacts 1 and 9 to be disconnected, and at the moment, a loading loop of the locomotive is disconnected, so that the purpose of automatic unloading of the locomotive overspeed is achieved. When the speed of the locomotive does not exceed the current speed limit value, the amplified signal does not meet the high level requirement and cannot push the 12V optical coupling isolation relay module to be attracted, so that the normally open contact NO and the common contact COM of the locomotive are disconnected, the MY4N-J type unloading relay coils 13 and 14 lose power, the normally closed contacts 1 and 9 of the unloading relay coils are kept in a closed state, and at the moment, a loading loop of the locomotive can be normally loaded.
FIG. 2 illustrates a portion of a prior art locomotive load control circuit. As shown in the figure, in this locomotive loading control circuit, after closing locomotive master control switch 1K, machine accuse switch 2K, the switching-over handle is played the carry forward, 1 bit back through overcurrent relay LJ, time relay TJ, ground relay DJ, auxiliary relay 1ZJ, 2ZJ and 3ZJ are carried to the level, contactor coil LLC switches on and excitation contactor coil LC switches on this moment (under the equal closed condition of wheel motor switch 1C, 2C, 3C, 4C, 5C, 6C), the locomotive can carry out the loading operation.
FIG. 3 illustrates a portion of an improved locomotive load control circuit in accordance with the present invention. Compared with fig. 2, the normally closed contacts 1 and 9 of the MY4N-J type unloading relay are added before the coil LC of the excitation contactor. When the speed of the locomotive exceeds the current limit value, the MY4N-J type unloading relay coils 13 and 14 are electrified to open the normally closed contacts 1 and 9, so that the whole locomotive loading control circuit is opened to achieve the purpose of unloading the locomotive.
In summary, the locomotive overspeed automatic unloading device, the locomotive overspeed automatic unloading method and the vehicle disclosed by the embodiment of the invention have the advantages that the normally closed contact of the unloading control relay is added in the existing locomotive loading control circuit, and the normally closed contact is automatically disconnected under the condition that the locomotive is overspeed, so that the overspeed automatic unloading function of the locomotive is realized, the operation difficulty of a driver is simplified, and the risk of locomotive shunting operation is reduced. In addition, the locomotive overspeed automatic unloading device provided by the embodiment of the invention has the advantages of simple structure, convenience in implementation, strong practicability and low cost.
It is specifically noted that the objects of the present invention are achieved by changing the types of components of the control circuit or the signal sources, and the present invention is also within the scope of the present application. The components or steps in the above embodiments may be intersected, replaced, added, or deleted, and therefore, the reasonable permutation and combination changes should also fall into the scope of the present invention, and the scope of the present invention should not be limited to the above embodiments.
The above is an exemplary embodiment of the present disclosure, and the order of disclosure of the above embodiment of the present disclosure is only for description and does not represent the merits of the embodiment. It should be noted that the discussion of any embodiment above is exemplary only, and is not intended to intimate that the scope of the disclosure, including the claims, of embodiments of the invention is limited to those examples, and that various changes and modifications may be made without departing from the scope, as defined in the claims. The functions, steps and/or actions of the method claims in accordance with the disclosed embodiments described herein need not be performed in any particular order. Furthermore, although elements of the disclosed embodiments of the invention may be described or claimed in the singular, the plural is contemplated unless limitation to the singular is explicitly stated.
Those of ordinary skill in the art will understand that: the discussion of any embodiment above is meant to be exemplary only, and is not intended to intimate that the scope of the disclosure, including the claims, of embodiments of the invention is limited to these examples; within the idea of an embodiment of the invention, also technical features in the above embodiment or in different embodiments may be combined and there are many other variations of the different aspects of an embodiment of the invention as described above, which are not provided in detail for the sake of brevity. Therefore, any omissions, modifications, substitutions, improvements, and the like that may be made without departing from the spirit and principles of the embodiments of the present invention are intended to be included within the scope of the embodiments of the present invention.
Claims (10)
1. An automatic unloading device for locomotive overspeed is characterized by comprising:
the speed detection device is used for detecting the speed of the locomotive in real time;
an isolation relay electrically connected with the speed detection device to receive a speed signal therefrom and determine whether the locomotive is overspeed based on the received speed signal; and
the normally closed contact of the unloading control relay is connected in series in a locomotive loading control circuit, the unloading control relay is electrically connected with the isolation relay, and when the locomotive is overspeed, the isolation relay enables the normally closed contact of the unloading control relay to be disconnected, so that the purpose of unloading the locomotive is achieved.
2. The locomotive overspeed automatic unloading apparatus of claim 1, comprising:
and the differential operational amplifier module is electrically connected with the speed detection device and the isolation relay and is used for carrying out differential amplification on the speed signal received from the speed detection device and transmitting the differentially amplified speed signal to the isolation relay.
3. The locomotive overspeed automatic unloading apparatus of claim 2, comprising:
and the rectifier bridge is electrically connected with the speed detection device and the differential operational amplifier module and is used for rectifying the alternating current signals received from the speed detection device into direct current signals and transmitting the rectified direct current signals to the differential operational amplifier module.
4. The locomotive overspeed automatic unloading apparatus of claim 3 wherein said rectifier bridge is a three-phase rectifier bridge comprised of six diodes.
5. The locomotive overspeed automatic unloading apparatus of claim 3, comprising:
and the filter is connected with the rectifier bridge in parallel and is used for filtering the rectified direct current signal.
6. The locomotive overspeed automatic unloading apparatus of claim 2, comprising:
and the differential operational amplifier module and the isolation relay share one power supply module.
7. The locomotive overspeed automatic unloading device according to claim 1, wherein said isolation relay is an optical coupling isolation relay, and said unloading control relay is an electromagnetic relay, when the locomotive is in overspeed, a normally open contact of said isolation relay is closed, so that said unloading control relay is energized, and said normally closed contact of said unloading control relay is opened, so as to achieve the purpose of unloading the locomotive.
8. The locomotive overspeed automatic unloading device of claim 2, wherein said differential operational amplifier module includes a gain potentiometer, and the current limit value can be changed by adjusting said gain potentiometer.
9. An automatic unloading method for overspeed of a locomotive is characterized by comprising the following steps:
detecting the speed of the locomotive in real time through a speed detection device;
transmitting the speed signal detected by the speed detection device to an isolation relay and judging whether the locomotive is overspeed or not through the isolation relay; and
when the locomotive is overspeed, the isolation relay enables a normally closed contact of an unloading control relay connected in series in a locomotive loading control circuit to be disconnected, so that the aim of unloading the locomotive is fulfilled.
10. A vehicle comprising the locomotive overspeed automatic unloading apparatus of any one of claims 1 to 8.
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| CN201911197795.9A CN110834652A (en) | 2019-11-29 | 2019-11-29 | Locomotive overspeed automatic unloading device, locomotive overspeed automatic unloading method and vehicle |
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| CN201911197795.9A CN110834652A (en) | 2019-11-29 | 2019-11-29 | Locomotive overspeed automatic unloading device, locomotive overspeed automatic unloading method and vehicle |
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| 刘军宇: "列车速度控制系统的硬件设计与实现", 《中国优秀硕士学位论文全文数据库 信息科技辑》 * |
| 陈燎等: "车辆电磁制动器电磁体试验台基于LabVIEW和数字电位器的调速电机控制系统设计", 《拖拉机与农用运输车》 * |
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Application publication date: 20200225 |
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