CN111114341A - Stop control system for railway vehicle and railway vehicle - Google Patents
Stop control system for railway vehicle and railway vehicle Download PDFInfo
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- CN111114341A CN111114341A CN201811293291.2A CN201811293291A CN111114341A CN 111114341 A CN111114341 A CN 111114341A CN 201811293291 A CN201811293291 A CN 201811293291A CN 111114341 A CN111114341 A CN 111114341A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2200/00—Type of vehicles
- B60L2200/26—Rail vehicles
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
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- Engineering & Computer Science (AREA)
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- Mechanical Engineering (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The invention provides a stop control system for a railway vehicle and the railway vehicle. The stop control system provided by the invention comprises a relay and a controller; the relay is connected with the controller; the relay is a relay of a traction permission control loop; the auxiliary contact of the relay is connected in series with the auxiliary contact of the line contactor; the auxiliary contact of the line contactor is connected with the controller; the controller is used for outputting a traction starting signal; the relay is used for controlling the controller to output the traction starting signal or not according to the received instruction output by the automatic driving system. The system avoids the disconnection of the line contactor when the vehicle stops, prolongs the service life of the line contactor, and improves the safety of the vehicle.
Description
Technical Field
The invention relates to a rail transit technology, in particular to a stop control system for a rail vehicle and the rail vehicle.
Background
At present, most rail transit vehicles adopt a manned automatic driving mode, and a driver operates the vehicles on duty, so that the driver can manually confirm the state of the vehicles when stopping, and the safety of the vehicles is ensured. With the gradual rise of unattended full-automatic unmanned rail vehicles, under a full-automatic unmanned mode, the safety of the vehicles is completely responsible for a vehicle system, and a set of safe and reliable stop control system is very necessary.
In the existing full-automatic unmanned driving mode, when a vehicle stops, a main contact of a line contactor in a main loop of the vehicle is disconnected, and meanwhile, an auxiliary contact of the line contactor connected to the input end of a controller is disconnected, so that the controller cannot output a traction starting signal to a traction system. Therefore, the traction system does not work when the vehicle stops, and the vehicle can keep an absolute static state.
Because the main loop of the rail vehicle is a high-voltage loop, the distance between stations where the vehicle stops is usually short, and the number of times of stopping is large, the line contactor needs to be electrified under high voltage frequently, the service life of the line contactor is seriously influenced, and the safety of the vehicle is reduced.
Disclosure of Invention
The invention provides a stop control system for a railway vehicle and the railway vehicle, so that a line contactor is prevented from frequently acting under high voltage in an electrified manner, and the safety of the vehicle is improved.
The invention provides a stop control system for a rail vehicle, comprising:
a relay and a controller; the relay is connected with the controller;
the relay is a relay of a traction permission control loop; the auxiliary contact of the relay is connected in series with the auxiliary contact of the line contactor; the auxiliary contact of the line contactor is connected with the controller;
the controller is used for outputting a traction starting signal; the relay is used for controlling the controller to output the traction starting signal or not according to the received instruction output by the automatic driving system.
Specifically, the controller includes: a software control unit and a hardware control unit;
the software control unit is connected with the hardware control unit; the relay is connected with the hardware control unit;
the software control unit is used for outputting a software starting instruction to the hardware control unit; the hardware control unit is used for outputting the traction starting signal under the control of the relay and the software control unit.
Optionally, the hardware control unit is a gate circuit.
The relay is also connected with the software control unit;
the relay is used for controlling the software control unit to output the software starting instruction or not after receiving the instruction output by the automatic driving system.
The software control unit is also connected with an auxiliary contact of the line contactor;
the software control unit is used for outputting the software starting instruction under the control of the line contactor and the relay.
The hardware control unit is also connected with a protection unit of the vehicle; the protection unit is used for outputting a protection action signal;
the hardware control unit is used for outputting the traction starting signal under the control of the protection unit, the relay and the software control unit.
Optionally, the command output by the automatic driving system is a traction prohibition command; the relay is used for controlling the controller not to output the traction starting signal after receiving the traction prohibition instruction.
Optionally, the command output by the automatic driving system is a traction permission command; the relay is used for controlling the controller to output the traction starting signal after receiving the traction permission instruction.
Optionally, the relay comprises two coils, and contacts corresponding to the coils.
The invention may also provide a rail vehicle comprising a stop control system as claimed in any one of the above.
The embodiment of the invention provides a stop control system for a railway vehicle and the railway vehicle, wherein the stop control system comprises a relay and a controller; the relay is connected with the controller; the relay is a relay of a traction permission control loop; the auxiliary contact of the relay is connected in series with the auxiliary contact of the line contactor; the auxiliary contact of the line contactor is connected with the controller; the controller is used for outputting a traction starting signal; the relay is used for controlling the controller to output the traction starting signal or not according to the received instruction output by the automatic driving system. The stop control system connects a relay in a traction permission control loop of the automatic driving system between a line contactor and a controller in series, controls whether the controller outputs a traction starting signal or not by controlling the on-off of the relay, and enables the controller not to output the traction starting signal by controlling the on-off of the relay when the vehicle stops, so that the vehicle keeps still. The system enables the line contactor not to be disconnected when the vehicle stops, reduces the times of live action of the line contactor under high voltage, prolongs the service life of the line contactor, and improves the safety of the vehicle. When the vehicle stops, the controller does not output the traction starting signal by controlling the relay to be switched off, so that the vehicle is kept static.
Drawings
In order to more clearly illustrate the embodiments of the present invention 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, and it is obvious that the drawings in the following description are some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to these drawings without creative efforts.
FIG. 1 is a block diagram of a first embodiment of a stop control system for a rail vehicle according to the present invention;
FIG. 2 is a block diagram of a second embodiment of a stop control system for a rail vehicle according to the present invention;
FIG. 3 is a block diagram of a third embodiment of a stop control system for a rail vehicle provided in accordance with the present invention;
fig. 4 is a block diagram of a fourth embodiment of the stop control system for the rail vehicle according to the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. 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 invention.
Fig. 1 is a block diagram of a first embodiment of a stop control system for a rail vehicle according to the present invention. As shown in fig. 1, the system of the present embodiment includes: a relay 10, a controller 11; the relay 10 is connected with the controller 11; the relay 10 is a relay of a traction permission control loop; the auxiliary contacts (k3, k4) of the relay 10 are connected in series with the auxiliary contacts (k1, k2) of the line contactor; the auxiliary contacts (k1, k2) of the line contactor are connected with the controller 11; the controller 11 is used for outputting a traction starting signal; the relay 10 is used for controlling the controller 11 to output the traction start signal according to the received instruction output by the automatic driving system.
In a rail vehicle, a Line contactor (LB), that is, a traction converter main contactor, is an important device in the vehicle, and the on/off of the Line contactor determines whether a traction system of the vehicle can normally operate. The line contactor has main contacts and auxiliary contacts, which are the auxiliary contacts (k1, k2) of the line contactor described above. The main contacts of the line contactor are connected in the main circuit, i.e. the intermediate dc circuit, of the rail vehicle, and the auxiliary contacts (k1, k2) thereof are connected on the input side of the controller 11. When the line contactor is closed, the vehicle traction system can only operate normally under control. When the vehicle is reversing at a turn back, the line contactor needs to be opened.
In a full-Automatic unmanned system, vehicles operate according to an instruction of an Automatic driving system (ATO), and devices of the ATO are divided into ground devices and vehicle-mounted devices. The ATO system outputs a traction Enable Command (PEC) through a traction Enable control circuit in the vehicle-mounted device, and thus can control whether the traction system of the vehicle operates.
In the traction control loop, there is a relay 10, i.e. a traction control relay. The command from the ATO system controls the on/off of the relay 10, and may be a traction enable command or a traction disable command. Specifically, the relay 10 is closed when the ATO system sends a traction permission command, that is, the main contact of the relay 10 is closed; when the ATO system sends a traction-prohibition command, the relay 10 is controlled to be opened, namely, the main contact of the relay 10 is opened. The ATO system further transmits a command to a subsequent processing device by controlling the on/off of the main contact of the relay 10.
In the embodiment, the auxiliary contacts (k3, k4) of the relay 10 are added, and the auxiliary contacts (k3, k4) of the relay 10 are connected with the auxiliary contacts (k1, k2) of the line contactor in series and then connected to the input end of the controller 11, so that the command of the ATO system can also act on the controller 11 through the relay 10. The controller 11 may be a traction control unit of the vehicle to which the relay 10 is connected at an input, which may be a digital input.
Specifically, when the vehicle stops, the ATO system sends a traction-prohibition command, which can control the relay 10 to open, and the auxiliary contacts (k3, k4) of the relay 10 are opened, that is, the input end of the controller 11 is signaled to be open, so that the controller 11 does not output a traction-start signal, the traction system of the vehicle is not operated, and the vehicle remains in a stationary state.
During the above-mentioned stop, the line contactor is kept closed at all times, i.e. the main contacts of the line contactor and its auxiliary contacts are kept closed.
When the vehicle is going to continue to travel, the ATO system sends a traction-enabling command, which can control the relay 10 to close, and at the same time, the auxiliary contacts (k3, k4) of the relay 10 are closed, that is, the input of the controller 11 is signaled to close, so that the controller 11 can output a traction-enabling signal to control the output of the traction converter of the vehicle, so that the vehicle traction system can normally operate under control, and the vehicle can continue to travel.
Likewise, during the above-mentioned change of the vehicle from the parking state to the continuous travel and thereafter the travel of the vehicle, the line contactor is kept in the closed state at all times, that is, the main contact of the line contactor and the auxiliary contact thereof are kept in the closed state.
The stop control system for the railway vehicle provided by the embodiment comprises a relay and a controller; the relay is connected with the controller; the relay is a relay of a traction permission control loop; the auxiliary contact of the relay is connected in series with the auxiliary contact of the line contactor; the auxiliary contact of the line contactor is connected with the controller; the controller is used for outputting a traction starting signal; the relay is used for controlling the controller to output the traction starting signal or not according to the received instruction output by the automatic driving system. The stop control system connects a relay in a traction permission control loop of the automatic driving system between a line contactor and a controller in series, controls whether the controller outputs a traction starting signal or not by controlling the on-off of the relay, and enables the controller not to output the traction starting signal by controlling the on-off of the relay when the vehicle stops, so that the vehicle keeps still. The system avoids the disconnection of the line contactor when the vehicle stops, reduces the times of live action of the line contactor under high voltage, prolongs the service life of the line contactor, and improves the safety of the vehicle. Meanwhile, the service life of the line contactor is prolonged, and the maintenance cost of the railway vehicle is reduced.
On the basis of the embodiment shown in fig. 1, the invention can also provide a stop control system for a rail vehicle. Fig. 2 is a block diagram of a second embodiment of the stop control system for the rail vehicle according to the present invention.
As shown in fig. 2, the controller 11 may include a software control unit 111 and a hardware control unit 112 on the basis of the system shown in fig. 1.
The software control unit 111 is connected to the hardware control unit 112. The relay 10 is connected to the hardware control unit 112. The software control unit 111 is configured to output a software start instruction to the hardware control unit 112; the hardware control unit 112 is used for outputting a traction start signal under the control of the relay 10 and the software control unit 111.
The software control unit 111 may store therein a converter control software program of the rail vehicle, the input and output of which may be controlled by the program, and the software control unit 111 outputs a software start instruction to the hardware control unit 112.
The hardware control unit 112 is composed of a hardware circuit, for example, a logic gate circuit, and the hardware control unit 112 performs a logic operation on the received input and outputs the input. The hardware control unit 112 may output a traction start signal under the common control of the software start signal output by the software control unit 111 and the closed state signal of the relay 10.
Two relay coils and contacts corresponding to the coils, such as the auxiliary contacts (k3, k4) and the auxiliary contacts (k5, k6) of the relay 10, may be included in the relay 10, so that the reliability of the relay 10 is higher by the two coils and contacts in the relay 10.
Specifically, when the vehicle stops, the ATO system sends a traction prohibition command to control the relay 10 to open, and the auxiliary contacts (k3, k4) and the auxiliary contacts (k5, k6) of the relay 10 are opened, that is, the input terminal of the controller 11 is signaled to be opened. At this time, no matter whether the software control unit 111 outputs the software start instruction, the hardware control unit 112 does not output the traction start signal, so that the traction system of the vehicle does not work and the vehicle remains in a stationary state.
During the above-mentioned stop, the line contactor is kept closed at all times, i.e. the main contacts of the line contactor and its auxiliary contacts are kept closed.
When the vehicle is going to continue traveling, the ATO system sends a traction permission command to control the relay 10 to be closed, and simultaneously the auxiliary contacts (k3, k4) and the auxiliary contacts (k5, k6) of the relay 10 are closed, that is, the input of the controller 11 is signaled to be closed. When the software control unit 111 outputs a software start instruction, the hardware control unit 112 may output a traction start signal under the common control of the software start instruction output by the software control unit 111 and the closed state signal of the relay 10, so as to control the output of the traction converter of the vehicle, so that the vehicle traction system may normally operate under the control, and the vehicle may continue to travel.
Likewise, during the above-mentioned change of the vehicle from the parking state to the continuous travel and thereafter the travel of the vehicle, the line contactor is kept in the closed state at all times, that is, the main contact of the line contactor and the auxiliary contact thereof are kept in the closed state.
The stop control system for the rail vehicle provided by the embodiment is based on the system shown in fig. 1, and the controller comprises: a software control unit and a hardware control unit; the software control unit is connected with the hardware control unit; the relay is connected with the hardware control unit; the software control unit is used for outputting a software starting instruction to the hardware control unit; the hardware control unit is used for outputting the traction starting signal under the control of the relay and the software control unit. The stop control system connects a relay in a traction permission control loop of an automatic driving system between a line contactor and a hardware control unit of a controller in series, controls whether the hardware control unit of the controller outputs a traction starting signal or not by controlling the on-off of the relay, and enables the hardware control unit not to output the traction starting signal by controlling the off of the relay when the vehicle stops, so that the vehicle keeps still. The system avoids the disconnection of the line contactor when the vehicle stops, reduces the times of live action of the line contactor under high voltage, prolongs the service life of the line contactor, and improves the safety of the vehicle. Meanwhile, the service life of the line contactor is prolonged, and the maintenance cost of the railway vehicle is reduced.
On the basis of the embodiment shown in fig. 2, the invention can also provide a stop control system for a rail vehicle. Fig. 3 is a block diagram of a third embodiment of the stop control system for the rail vehicle according to the present invention.
As shown in fig. 3, on the basis of the system shown in fig. 2, the relay 10 is also connected with a software control unit 111; the relay 10 is configured to control whether the software control unit 111 outputs a software start instruction or not, after receiving an instruction output from the autopilot system.
Specifically, when the vehicle stops, the ATO system transmits a traction prohibition command to control the relay 10 to open, and at the same time, the auxiliary contacts (k3, k4) and the auxiliary contacts (k5, k6) of the relay 10 are opened, that is, the input signals of the controller 11 are turned off, so that the software control unit 111 does not output the software start command. Meanwhile, the hardware control unit 112 is enabled not to output the traction starting signal under the common control of the software control unit 111 not outputting the software starting instruction and the off-state signal of the relay 10, so that the traction system of the vehicle does not work and the vehicle keeps a static state.
During the above-mentioned stop, the line contactor is kept closed at all times, i.e. the main contacts of the line contactor and its auxiliary contacts are kept closed.
When the vehicle is going to continue to travel, the ATO system sends a traction permission command to control the relay 10 to close, that is, the auxiliary contacts (k3, k4) and (k5, k6) of the relay 10 are closed, so that the software control unit 111 outputs a software start command, and simultaneously, the hardware control unit 112 outputs a traction start signal under the common control of the software start command output by the software control unit 111 and the closed state signal of the relay 10, thereby controlling the output of the traction converter of the vehicle, so that the vehicle traction system can normally operate under the control, and the vehicle can continue to travel.
Likewise, during the above-mentioned change of the vehicle from the parking state to the continuous travel and thereafter the travel of the vehicle, the line contactor is kept in the closed state at all times, that is, the main contact of the line contactor and the auxiliary contact thereof are kept in the closed state.
In the stop control system for the railway vehicle provided by the embodiment, on the basis of the system shown in fig. 2, the relay is further connected with the software control unit; the relay is used for controlling the software control unit to output the software starting instruction or not after receiving the instruction output by the automatic driving system. The stop control system connects a relay in a traction permission control loop of the automatic driving system with a software control unit and a hardware control unit of the controller, controls whether the software control unit of the controller outputs a software starting instruction or not by controlling the on-off of the relay, and controls whether the hardware control unit outputs a traction starting signal or not. When the vehicle stops, the relay is controlled to be switched off, so that the software control unit does not output a software starting signal, and the hardware control unit is controlled not to output a traction starting signal, so that the vehicle is kept still, and the reliability of the system is ensured through the double logics of software and hardware. The system avoids the disconnection of the line contactor when the vehicle stops, reduces the times of live action of the line contactor under high voltage, prolongs the service life of the line contactor, and improves the safety of the vehicle. Meanwhile, the service life of the line contactor is prolonged, and the maintenance cost of the railway vehicle is reduced.
On the basis of the embodiment shown in fig. 3, the invention can also provide a stop control system for a rail vehicle. Fig. 4 is a block diagram of a fourth embodiment of the stop control system for the rail vehicle according to the present invention.
As shown in fig. 4, on the basis of the system shown in fig. 3, the software control unit 111 is also connected to the auxiliary contacts (k1, k2) of the line contactor; the software control unit 111 is used for outputting a software start instruction under the control of the line contactor and the relay 10.
The hardware control unit 112 is also connected to the protection unit 13 of the vehicle; the protection unit 13 is configured to output a protection operation signal. The hardware control unit 112 is configured to output the traction start signal under the control of the protection unit 13, the relay 10, and the software control unit 111.
The protection unit 13 may be a protection unit for controlling power supply undervoltage, or a converter protection unit, or may be a protection unit of other devices in the vehicle. The protection action signal output by the protection unit 13 can ensure that the controller 11 can output the traction start signal when each device of the vehicle is in a normal state, thereby ensuring the safety of the vehicle.
Specifically, when the vehicle stops, the ATO system transmits a traction prohibition command to control the relay 10 to open, and at the same time, the auxiliary contacts (k3, k4) and the auxiliary contacts (k5, k6) of the relay 10 are opened, that is, the input signals of the controller 11 are turned off, so that the software control unit 111 does not output the software start command. Meanwhile, the hardware control unit 112 is enabled not to output the traction starting signal under the common control of the software control unit 111 not outputting the software starting instruction and the off-state signal of the relay 10, so that the traction system of the vehicle does not work and the vehicle keeps a static state.
During the above-mentioned stop, the line contactor is kept closed at all times, i.e. the main contacts of the line contactor and its auxiliary contacts are kept closed.
When the vehicle is going to continue traveling, the ATO system transmits a traction permission command to control the relay 10 to be closed, that is, the auxiliary contacts (k3, k4) and (k5, k6) of the relay 10 are closed, so that the software control unit 111 can output a software start command under the common control of the relay 10 and the auxiliary contacts (k1, k2) of the line contactor. Meanwhile, the hardware control unit 112 outputs a traction starting signal under the common control of the software starting instruction output by the software control unit 111, the closing state signal of the relay 10 and the protection action signal output by the protection unit 13, so as to control the output of the traction converter of the vehicle, so that the vehicle traction system can normally work under the control, and the vehicle can continue to move.
Likewise, during the above-mentioned change of the vehicle from the parking state to the continuous travel and thereafter the travel of the vehicle, the line contactor is kept in the closed state at all times, that is, the main contact of the line contactor and the auxiliary contact thereof are kept in the closed state.
In the stop control system for the railway vehicle provided by the embodiment, on the basis of the system shown in fig. 3, the software control unit is also connected with the auxiliary contact of the line contactor; the software control unit is used for outputting the software starting instruction under the control of the line contactor and the relay. The hardware control unit is also connected with a protection unit of the vehicle; the protection unit is used for outputting a protection action signal; the hardware control unit is used for outputting the traction starting signal under the control of the protection unit, the relay and the software control unit. The system connects the relay with the software control unit and the hardware control unit, and when the system stops, the hardware control unit does not output a traction starting signal by controlling the relay to be disconnected, so that the vehicle keeps still, the reliability of the system is ensured through dual logics of software and hardware, and meanwhile, the protection unit is connected with the hardware control system, so that the safety of the vehicle is further improved. The system avoids the disconnection of the line contactor when the vehicle stops, reduces the times of live action of the line contactor under high voltage, prolongs the service life of the line contactor, improves the safety of the vehicle, and reduces the maintenance cost of the rail vehicle.
The technical effects of the present invention are described below with specific examples. Taking a 29-stop service line as an example, the vehicle is assumed to make 10 trips per day for 360 days per year. In the prior art solution, the line contactor of the vehicle requires 208,800 actions per year. Through the scheme provided by the invention, the line contactor only needs to act when the vehicle turns back and reverses, namely 7200 times per year. Therefore, the scheme provided by the embodiment of the invention greatly reduces the action times of line contact, prolongs the service life of the line contactor by 29 times, and improves the safety of vehicles. On the other hand, the service life of the line contactor is prolonged, so that the maintenance cost of the line contactor is greatly reduced, and the maintenance cost of the rail vehicle is reduced.
The invention also provides a railway vehicle, which comprises a stop control system, wherein the stop control system can be the stop control system provided in any one of the embodiments, the implementation principle and the technical effect of the stop control system are the same as those of the stop control system provided in any one of the embodiments, and the detailed description is omitted here.
Finally, it should be noted that: the above embodiments are only used to illustrate the technical solution of the present invention, and not to limit the same; while the invention has been described in detail and with reference to the foregoing embodiments, it will be understood by those skilled in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; and the modifications or the substitutions do not make the essence of the corresponding technical solutions depart from the scope of the technical solutions of the embodiments of the present invention.
Claims (10)
1. A stop control system for a rail vehicle, comprising:
a relay and a controller; the relay is connected with the controller;
the relay is a relay of a traction permission control loop; the auxiliary contact of the relay is connected in series with the auxiliary contact of the line contactor; the auxiliary contact of the line contactor is connected with the controller;
the controller is used for outputting a traction starting signal; the relay is used for controlling the controller to output the traction starting signal or not according to the received instruction output by the automatic driving system.
2. The system of claim 1, wherein the controller comprises:
a software control unit and a hardware control unit; the software control unit is connected with the hardware control unit; the relay is connected with the hardware control unit;
the software control unit is used for outputting a software starting instruction to the hardware control unit; the hardware control unit is used for outputting the traction starting signal under the control of the relay and the software control unit.
3. The system of claim 2,
the relay is connected with the software control unit;
and the relay is used for controlling the software control unit to output the software starting instruction or not after receiving the instruction output by the automatic driving system.
4. The system of claim 2,
the hardware control unit is a gate circuit.
5. The system of claim 3,
the software control unit is also connected with an auxiliary contact of the line contactor;
the software control unit is used for outputting the software starting instruction under the control of the line contactor and the relay.
6. The system of claim 3,
the hardware control unit is also connected with a protection unit of the vehicle; the protection unit is used for outputting a protection action signal;
the hardware control unit is used for outputting the traction starting signal under the control of the protection unit, the relay and the software control unit.
7. The system according to any one of claims 1 to 6,
the command output by the automatic driving system is a traction prohibition command; and the relay is used for controlling the controller not to output the traction starting signal after receiving the traction prohibition instruction.
8. The system according to any one of claims 1 to 6,
the command output by the automatic driving system is a traction permission command; and the relay is used for controlling the controller to output the traction starting signal after receiving the traction allowing instruction.
9. The system of claims 1-6,
the relay includes two coils, and contacts corresponding to the coils.
10. A rail vehicle, characterized in that it comprises a stop control system according to any one of claims 1-9.
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| Application Number | Priority Date | Filing Date | Title |
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| CN201811293291.2A CN111114341B (en) | 2018-11-01 | 2018-11-01 | Stop control system for railway vehicle and railway vehicle |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201811293291.2A CN111114341B (en) | 2018-11-01 | 2018-11-01 | Stop control system for railway vehicle and railway vehicle |
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| CN111114341A true CN111114341A (en) | 2020-05-08 |
| CN111114341B CN111114341B (en) | 2023-09-19 |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112158083A (en) * | 2020-09-24 | 2021-01-01 | 中车株洲电力机车有限公司 | Locomotive traction cutting control system and method under emergency braking |
Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB428242A (en) * | 1933-10-10 | 1935-05-10 | British Thomson Houston Co Ltd | Improvements in or relating to the control of electrically propelled vehicles |
| GB745845A (en) * | 1953-07-24 | 1956-03-07 | Vickers Electrical Co Ltd | Improvements in or relating to protective arrangements for electric motor control systems |
| CN102136396A (en) * | 2010-12-16 | 2011-07-27 | 中国北车集团大连机车车辆有限公司 | Contractor control circuit for prolonging service life of contact terminal of locomotive contactor |
| CN204775228U (en) * | 2015-07-22 | 2015-11-18 | 永济新时速电机电器有限责任公司 | Novel protection circuit that starts of diesel locomotive |
-
2018
- 2018-11-01 CN CN201811293291.2A patent/CN111114341B/en active Active
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB428242A (en) * | 1933-10-10 | 1935-05-10 | British Thomson Houston Co Ltd | Improvements in or relating to the control of electrically propelled vehicles |
| GB745845A (en) * | 1953-07-24 | 1956-03-07 | Vickers Electrical Co Ltd | Improvements in or relating to protective arrangements for electric motor control systems |
| CN102136396A (en) * | 2010-12-16 | 2011-07-27 | 中国北车集团大连机车车辆有限公司 | Contractor control circuit for prolonging service life of contact terminal of locomotive contactor |
| CN204775228U (en) * | 2015-07-22 | 2015-11-18 | 永济新时速电机电器有限责任公司 | Novel protection circuit that starts of diesel locomotive |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112158083A (en) * | 2020-09-24 | 2021-01-01 | 中车株洲电力机车有限公司 | Locomotive traction cutting control system and method under emergency braking |
Also Published As
| Publication number | Publication date |
|---|---|
| CN111114341B (en) | 2023-09-19 |
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