CN111016939B - H-shaped logic control circuit of metro vehicle - Google Patents
H-shaped logic control circuit of metro vehicle Download PDFInfo
- Publication number
- CN111016939B CN111016939B CN201911180657.XA CN201911180657A CN111016939B CN 111016939 B CN111016939 B CN 111016939B CN 201911180657 A CN201911180657 A CN 201911180657A CN 111016939 B CN111016939 B CN 111016939B
- Authority
- CN
- China
- Prior art keywords
- vehicle
- relay
- state
- taor
- activation
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C17/00—Arrangement or disposition of parts; Details or accessories not otherwise provided for; Use of control gear and control systems
Landscapes
- Engineering & Computer Science (AREA)
- Automation & Control Theory (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The invention relates to an H-shaped logic control circuit of a metro vehicle, and belongs to the technical field of H-shaped vehicle state feedback control circuits of railway vehicles. The subway vehicle H-type logic control circuit comprises a Tc1 vehicle control circuit breaker Tc1 CB, a Tc2 vehicle control circuit breaker Tc2 CB, a Tc1 vehicle State feedback Relay Tc1Relay, a Tc2 vehicle State feedback Relay Tc2Relay, a Tc1 vehicle State Relay Tc1State, a Tc2 vehicle State Relay Tc 2State, a Mp1 vehicle State Relay Mp1State, a Mp2 vehicle State Relay Mp2State, a Tc1 vehicle train activating operation Relay Tc1 TAOR, a Tc1 vehicle activating interlock Relay Tc1TAIR, a Tc2 vehicle train activating operation Relay Tc2 TAOR and a Tc2 vehicle activating interlock Relay Tc2 TAIR. The invention effectively avoids the adverse effect brought by the simultaneous activation of the drivers' cabs at the two ends.
Description
Technical Field
The invention relates to an H-shaped logic control circuit of a metro vehicle, and belongs to the technical field of H-shaped vehicle state feedback control circuits of railway vehicles.
Background
There are a large number of H-type circuits in subway vehicles today such as: a parking brake state feedback loop, a service brake state feedback loop, a vehicle door closing state feedback loop, a vehicle door locking state feedback loop, a vehicle door emergency unlocking state feedback loop and a derailment/obstacle state feedback loop. The state feedback circuit provides reliable guarantee for the train running safety.
The H-shaped state feedback circuit uses a certain safety state of the whole train for the logic control of the whole train, so as to ensure the safe and reliable operation of the train.
The current H-type status feedback circuit of a railway vehicle is shown in fig. 1. When a Tc1 vehicle is in an activated State, a Tc1 vehicle cab activation Relay Tc1 COR is powered, the circuit trend is as shown in fig. 1, a Tc1 vehicle circuit breaker Tc1 CB and a Tc2 vehicle circuit breaker Tc2 CB are both closed, current passes through a Tc2 vehicle cab activation Relay Tc2 COR normally closed contact, and is connected with Tc 2State, Mp2State, M2 State, M1 State, Mp1State and Tc1State normally closed contacts in series (when the vehicle does not meet a certain State condition, the contacts are disconnected), and then passes through a Tc1 vehicle cab activation Relay Tc1 COR normally open contact to conduct a Tc1 vehicle State Relay Tc1Relay coil.
Such a design has two main advantages: 1. the state of the whole train is connected in series to the Tc1 train from the Tc2 train, and the state Relay Tc1Relay of the Tc1 train can truly reflect the actual state of the whole train; 2, the circuit is ensured to be a symmetrical structure, and the installation and wiring design of the electrical equipment on the vehicle are greatly facilitated.
The design of the circuit has the advantages and certain defects, under the condition of unmanned automatic turn-back, the driver cab activation relays Tc1 COR and Tc2 COR of Tc1 and Tc2 are powered on under the condition that the driver cabs at two ends are simultaneously activated, the Tc1 COR and Tc2 COR normally closed contacts are simultaneously disconnected, and the normally open contacts are simultaneously closed, so that the Tc1 train state relays Tc1Relay and Tc2 train state relays Tc2Relay coils cannot be normally powered on, the train state at the moment cannot be truly fed back, and the train ATP (automatic train protection system) triggers some unnecessary countermeasures to influence the availability of the train.
Disclosure of Invention
The invention provides an H-shaped logic control circuit of a subway vehicle, which solves the problem that the H-shaped logic control circuit cannot truly feed back the state of a train in the unmanned automatic turn-back process of the train, so that the train has a false alarm fault.
The invention adopts the following technical scheme for solving the technical problems:
an H-type logic control circuit of a metro vehicle comprises a Tc1 vehicle control loop breaker Tc1 CB, a Tc2 vehicle control loop breaker Tc2 CB, a Tc1 vehicle State feedback Relay Tc1Relay, a Tc2 vehicle State feedback Relay Tc2Relay, a State Relay Tc1State of a Tc1 vehicle, a State Relay Tc 2State of a Tc2 vehicle, a State Relay Mp1State of a Mp1 vehicle, a State Relay Mp2State of a Mp2 vehicle, a Tc1 vehicle, a Mp1 vehicle, a M1 vehicle, a M2 vehicle, a Mp2 vehicle and a Tc2 vehicle which are in electrical symmetry arrangement and have the same arrangement of electrical components; the train control system also comprises a Tc1 train activation operation relay Tc1 TAOR, a Tc1 train activation interlocking relay Tc1TAIR, a Tc2 train activation operation relay Tc2 TAOR, a Tc2 train activation interlocking relay Tc2 TAIR;
wherein: the Tc1 vehicle activation interlocking relay Tc1TAIR normally closed contact is connected in series with the Tc1 vehicle activation operating relay Tc1 TAOR coil, and then is connected in parallel with the Tc2 vehicle activation operating relay Tc2 TAOR normally closed contact series Tc2 vehicle activation interlocking relay Tc2TAIR coil circuit through a train line; the Tc2 vehicle activation interlocking relay Tc2TAIR normally closed contact is also connected with the Tc2 vehicle activation operating relay Tc2 TAOR coil in series, and is connected with the Tc1 vehicle activation operating relay Tc1 TAOR normally closed contact in series with the Tc1 vehicle activation interlocking relay Tc1TAIR coil circuit through a train line and then connected in parallel;
the Tc1 vehicle control loop breaker Tc1 CB is connected in series with a Tc1 vehicle activation operation Relay Tc1 TAOR normally closed contact, then connected in series with a Tc1 vehicle activation operation Relay Tc1 TAOR normally open contact, and finally connected in series with a Tc1 vehicle state feedback Relay Tc1 Relay; the circuit of the Tc1 vehicle is completely symmetrical to that of the Tc2 vehicle, a Tc2 vehicle control loop breaker Tc2 CB is connected in series with a Tc2 vehicle activation operation Relay Tc2 TAOR normally closed contact, then is connected in series with a Tc vehicle activation operation Relay Tc2 TAOR normally open contact, and is connected in series with a Tc2 vehicle state feedback Relay Tc2 Relay; meanwhile, a Tc1 vehicle activation operation relay Tc1 TAOR normally closed contact output end and a Tc2 vehicle are connected with a State relay Tc1State of a Tc1 vehicle, a State relay Tc 2State of a Tc2 vehicle, a State relay Mp1State of an Mp1 vehicle and a State relay Mp2State of an Mp2 vehicle in series between the activation operation relay Tc2 TAOR normally closed contact output end.
When a Tc1 vehicle is in an active cab, a current signal passes through a normally closed contact of a Tc1 vehicle active interlock relay Tc1TAIR to conduct a Tc1 vehicle active operation relay Tc1 TAOR, a Tc1 active operation relay Tc1 TAOR normally closed contact is disconnected, and a Tc1 vehicle active interlock relay Tc1TAIR coil is not electrified; meanwhile, a current signal passes through a train line, a Tc2 train activation operation relay Tc2 TAOR normally closed contact conducts a Tc2 train activation interlocking relay Tc2TAIR coil, a Tc2 train activation interlocking relay Tc2TAIR normally closed contact is disconnected, and a Tc2 train activation operation relay Tc2 TAOR coil is not electrified; the normally closed contact of the Tc1 vehicle activation operation Relay Tc1 TAOR coil is disconnected after being electrified, the power supply of the local end of the Tc1 vehicle State feedback Relay Tc1Relay is cut off, and because the Tc2 vehicle activation operation Relay Tc2 TAOR coil is not electrified, a current signal passes through the Tc2 vehicle activation operation Relay Tc2 TAOR normally closed contact, passes through the Tc2 vehicle State Relay Tc 2State, the Mp2State of the Mp2 vehicle, the M2 State of the M2 vehicle, the M1 State of the M1 vehicle, the Mp1 vehicle State Relay Mp1State, the Tc1 vehicle State Relay Tc1State, and finally passes through the Tc1 vehicle activation operation Relay Tc1 TAOR normally open contact to conduct the Tc1 vehicle State feedback Relay Tc1Relay coil.
The invention has the following beneficial effects:
the invention provides a novel feedback circuit design of an H-shaped state circuit.
The train activation operation relay TAOR is adopted to replace a cab activation relay COR in the original H-shaped circuit, so that the adverse effect caused by the simultaneous activation of the cabs at two ends is effectively avoided.
Description of the drawings:
fig. 1 is a H-type state feedback circuit diagram of a railway vehicle, wherein: tc1 COR is Tc1 cab activation relay contact; the Tc1Relay is Tc1 train state feedback Relay; the Tc1 CB is a Tc1 vehicle control circuit breaker; tc2 COR is Tc2 cab activation relay contact; the Tc2Relay is Tc2 train state feedback Relay; the Tc2 CB is a Tc2 vehicle control circuit breaker;
tc1 and Tc2 are trailers with cabs; mp1, Mp2 for a motor car with pantograph; m1 and M2 are motor cars without pantograph; the Tc1State/Mp1 State/M1 State/M2 State/Mp2 State/Tc 2State is the State relay of the Tc1/Mp1/M1/M2/Mp2/Tc2 vehicle.
Fig. 2 is a modified H-type circuit diagram of the railway vehicle, wherein: the Tc1 TAOR is Tc1 train activation operation relay; the Tc1TAIR is Tc1 train activation interlocking relay; the Tc2 TAOR is Tc2 train activation operation relay; the Tc2TAIR activates the interlock relay for the Tc2 train.
Detailed Description
The invention is described in further detail below with reference to the accompanying drawings.
A two-end cab interlock circuit is newly designed as shown in fig. 2. When the Tc1 vehicle is in the active cab, the current goes from fig. 2, the normally closed contact of the train activation interlock relay Tc1TAIR passing through the Tc1 is conducted to the Tc1 train activation operation relay Tc1 TAOR, the normally closed contact of the Tc1 TAOR relay is disconnected, and the Tc1TAIR relay coil is not electrified; meanwhile, when passing through a train line (M1 train is crossed with M2 train), a Tc2 train activation operation relay Tc2 TAOR relay normally closed contact is conducted with a Tc2 train activation interlocking relay Tc2TAIR relay coil, and a Tc2TAIR relay normally closed contact is disconnected, so that the Tc2 TAOR relay coil is ensured not to be electrified. Such a design allows the Tc1 TAOR relay coil to be energized by waking up the energized first, the Tc2 TAOR relay maintains the coil de-energized state through the trainline interlock loop, and then the Tc1/2 TAOR relay contact is used in the state monitoring loop as shown in fig. 2. The design of the circuit guarantees the symmetry of the circuit design on one hand, and on the other hand, avoids the influence on the vehicle control of a signal system under the condition that the drivers' cabs at two ends are simultaneously activated or not activated.
Claims (2)
1. An H-type logic control circuit of a metro vehicle comprises a Tc1 vehicle control loop breaker (Tc 1 CB), a Tc2 vehicle control loop breaker (Tc 2 CB), a Tc1 vehicle State feedback Relay (Tc 1 Relay), a Tc2 vehicle State feedback Relay (Tc 2 Relay), a Tc1 vehicle State Relay (Tc 1 State), a Tc2 vehicle State Relay (Tc 2 State), a Mp1 vehicle State Relay (Mp 1 State), a Mp2 vehicle State Relay (Mp 2 State), a Tc1 vehicle and Tc2 vehicle, a Mp1 vehicle and Mp2, a M1 vehicle and a M2 vehicle which are all arranged in electrical symmetry, and the arrangement of the electrical components is completely the same; the device is characterized by further comprising a Tc1 train activation operation relay (Tc 1 TAOR), a Tc1 train activation interlocking relay (Tc 1 TAIR), a Tc2 train activation operation relay (Tc 2 TAOR) and a Tc2 train activation interlocking relay (Tc 2 TAIR);
wherein: the Tc1 vehicle activation interlock relay (Tc 1 TAIR) normally closed contact is connected in series with the Tc1 vehicle activation operation relay (Tc 1 TAOR) coil, the Tc2 vehicle activation operation relay (Tc 2 TAOR) normally closed contact is connected in series with the Tc2 vehicle activation interlock relay (Tc 2 TAIR) coil, and then the two circuits are connected in parallel; the Tc2 vehicle activation interlock relay (Tc 2 TAIR) normally closed contact is connected in series with the Tc2 vehicle activation operation relay (Tc 2 TAOR) coil, the Tc1 vehicle activation operation relay (Tc 1 TAOR) normally closed contact is connected in series with the Tc1 vehicle activation interlock relay (Tc 1 TAIR) coil, and the two circuits are also connected in parallel;
the Tc1 vehicle control circuit breaker (Tc 1 CB) is connected with a Tc1 vehicle activation operation Relay (Tc 1 TAOR) normally closed contact in series, then connected with a Tc1 vehicle activation operation Relay (Tc 1 TAOR) normally open contact in series, and finally connected with a Tc1 vehicle state feedback Relay (Tc 1 Relay) in series; the circuit of the Tc1 vehicle is completely symmetrical to that of the Tc2 vehicle, a Tc2 vehicle control loop breaker (Tc 2 CB) is connected in series with a Tc2 vehicle activation operation Relay (Tc 2 TAOR) normally closed contact, then is connected in series with a Tc vehicle activation operation Relay (Tc 2 TAOR) normally open contact, and finally is connected in series with a Tc2 vehicle state feedback Relay (Tc 2 Relay); meanwhile, a State relay (Tc 1 State) of a Tc1 vehicle, a State relay (Tc 2 State) of a Tc2 vehicle, a State relay (Mp 1 State) of an Mp1 vehicle and a State relay (Mp 2 State) of an Mp2 vehicle are connected in series between a Tc1 vehicle activation operation relay (Tc 1 TAOR) normally closed contact output end and a Tc2 vehicle normally closed contact output end.
2. The logic control circuit of H type for subway vehicle as claimed in claim 1,
when the Tc1 vehicle is in the active cab, the current signal passes through the normally closed contact of the Tc1 vehicle active interlock relay (Tc 1 TAIR) to conduct the Tc1 vehicle active operation relay (Tc 1 TAOR), the Tc1 active operation relay (Tc 1 TAOR) normally closed contact is opened, and the Tc1 vehicle active interlock relay (Tc 1 TAIR) coil is not electrified; meanwhile, a current signal passes through a train line, a Tc2 vehicle activation operation relay (Tc 2 TAOR) normally closed contact conducts a Tc2 vehicle activation interlocking relay (Tc 2 TAIR) coil, a Tc2 vehicle activation interlocking relay (Tc 2 TAIR) normally closed contact is disconnected, and a Tc2 vehicle activation operation relay (Tc 2 TAOR) coil is not electrified; the normal close contact of a coil of a Tc1 vehicle activation operation Relay (Tc 1 TAOR) is disconnected after being electrified, the power supply of the local end of a Tc1 vehicle State feedback Relay (Tc 1 Relay) is cut off, and because the coil of the Tc2 vehicle activation operation Relay (Tc 2 TAOR) is not electrified, a current signal passes through the Tc2 vehicle activation operation Relay (Tc 2 TAOR) normal close contact, passes through the Tc2 vehicle State Relay (Tc 2 State) Mp2 vehicle State Relay (Mp 2 State), the M2 vehicle State Relay (M2 State), the M1 vehicle State Relay (M1 State), the Mp1 vehicle State Relay (Mp 1 State), the Tc1 vehicle State Relay (Tc 1 State) normal close contact, and finally passes through the Tc1 vehicle activation operation Relay (Tc 1 TAOR) normal open contact to conduct the coil of the Tc1 vehicle State feedback Relay (Tc 1 Relay).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201911180657.XA CN111016939B (en) | 2019-11-27 | 2019-11-27 | H-shaped logic control circuit of metro vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201911180657.XA CN111016939B (en) | 2019-11-27 | 2019-11-27 | H-shaped logic control circuit of metro vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN111016939A CN111016939A (en) | 2020-04-17 |
| CN111016939B true CN111016939B (en) | 2020-10-27 |
Family
ID=70202514
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201911180657.XA Active CN111016939B (en) | 2019-11-27 | 2019-11-27 | H-shaped logic control circuit of metro vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN111016939B (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113954882B (en) * | 2021-11-17 | 2022-12-20 | 交控科技股份有限公司 | Rail vehicle activation circuit and system |
Family Cites Families (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR101071887B1 (en) * | 2010-03-12 | 2011-10-11 | 현대로템 주식회사 | Separation controlling circuit for railway car |
| KR101252542B1 (en) * | 2011-04-13 | 2013-04-08 | 현대로템 주식회사 | A control circuit of door between vehicles used in railway car |
| CN203391776U (en) * | 2013-06-29 | 2014-01-15 | 南车南京浦镇车辆有限公司 | Multi-train electrical reconnection control circuit of motor train unit |
| CN103847748B (en) * | 2014-03-21 | 2016-04-20 | 南车南京浦镇车辆有限公司 | Two ends driver's cab interlock control method |
| PL3147175T3 (en) * | 2015-09-22 | 2019-01-31 | Alstom Transport Technologies | Railway train with remote uncoupling and traction cut-out based on train end detection |
| CN107672609B (en) * | 2017-11-03 | 2019-07-09 | 中车株洲电力机车有限公司 | A kind of drivers' cab activation interlock circuit, method and train |
| CN108082199B (en) * | 2017-11-28 | 2019-07-09 | 中车株洲电力机车有限公司 | A kind of city rail vehicle passenger compartment doors monitoring system |
| CN109733422B (en) * | 2019-01-10 | 2021-08-24 | 中车长春轨道客车股份有限公司 | Circuit for realizing one-key automatic reconnection and unhooking functions of subway vehicle |
| CN110682927B (en) * | 2019-10-10 | 2020-12-22 | 中铁轨道交通装备有限公司 | Activation circuit and control method for tramcar cab |
-
2019
- 2019-11-27 CN CN201911180657.XA patent/CN111016939B/en active Active
Also Published As
| Publication number | Publication date |
|---|---|
| CN111016939A (en) | 2020-04-17 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| WO2020029791A1 (en) | Rail vehicle emergency braking safety loop circuit and rail vehicle | |
| CN106428038B (en) | A kind of urgent traction mode control method of electric engineering car | |
| CN112158083B (en) | Locomotive traction cutting control system and method under emergency braking | |
| CN104691576B (en) | Tramcar traffic control system | |
| CN113928365B (en) | Circuit for reliably outputting brake release application state of rail transit vehicle | |
| WO2021097935A1 (en) | Emergency brake extension apparatus for urban rail vehicle | |
| CN112277998B (en) | Train link rescue control circuit | |
| WO2020098333A1 (en) | Arrival grounding safety monitoring system for rubber-wheeled rail vehicle | |
| CN112441073A (en) | Urban rail train bypass system | |
| CN111016939B (en) | H-shaped logic control circuit of metro vehicle | |
| CN111572578B (en) | Method and system for controlling door and illumination of railway vehicle during cleaning and vehicle | |
| CN211001299U (en) | Emergency braking expansion device for urban rail vehicle | |
| CN113859213B (en) | Method for reliably outputting brake release application state of rail transit vehicle | |
| CN110654238A (en) | New energy vehicle electrical system and safe power failure control method | |
| US8648705B2 (en) | Methods and systems for automated emergency lighting | |
| CN112780146B (en) | Train door control system and control method | |
| CN112141166B (en) | Motor train unit safety loop bypass system | |
| US11770077B2 (en) | Dual start control circuit for auxiliary inverters of railway vehicle | |
| CN210781477U (en) | Illumination control circuit for metro vehicle | |
| US11738784B2 (en) | Logic control system for magnetic track braking of rail transit vehicle | |
| CN111055886A (en) | Single-carriage door state feedback circuit, whole-vehicle door state feedback circuit and method | |
| CN113885376B (en) | Zero-speed control circuit suitable for unmanned vehicle | |
| CN210062690U (en) | Subway vehicle emergency stop circuit | |
| CN219257329U (en) | Zero-speed circuit of railway vehicle | |
| US1427212A (en) | Door-controlled locking mechanism for vehicles |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |