CN111114341B - 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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- CN111114341B CN111114341B CN201811293291.2A CN201811293291A CN111114341B CN 111114341 B CN111114341 B CN 111114341B CN 201811293291 A CN201811293291 A CN 201811293291A CN 111114341 B CN111114341 B CN 111114341B
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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)
- Power Engineering (AREA)
- Transportation (AREA)
- 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 according to the received command output by the automatic driving system. The system avoids 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, the rail transit vehicles mostly adopt an unattended automatic driving mode, and the driver can manually confirm the state of the vehicles when the vehicles stop due to the fact that the drivers operate the vehicles on duty, so that the safety of the vehicles is ensured. With the gradual rise of unmanned full-automatic unmanned railway vehicles, in 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 necessary.
In the existing full-automatic unmanned 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 an input end of a controller is disconnected, so that the controller cannot output a traction starting signal to a traction system. Thus, the traction system is ensured to be not operated when the vehicle stops, and the vehicle can be kept in an absolute static state.
Because the main loop of the railway vehicle is a high-voltage loop, and the distance between stations where the vehicle stops is generally short, and the number of stops is large, the line contactor needs to be electrified frequently under high voltage, 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, which are used for avoiding frequent electrified actions of a line contactor under high voltage and improving the safety of the vehicle.
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 according to the received command 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 whether the software control unit outputs the software start 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 start 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 instruction output by the automatic driving system is a traction prohibition instruction; the relay is used for controlling the controller not to output the traction starting signal after receiving the traction prohibition instruction.
Optionally, the instruction output by the autopilot system is a traction permission instruction; the relay is used for controlling the controller to output the traction starting signal after receiving the traction allowing instruction.
Optionally, the relay includes two coils, and contacts corresponding to the coils.
The present invention may also provide a rail vehicle comprising a stop control system as defined in any one of the preceding claims.
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 according to the received command output by the automatic driving system. The stop control system connects a relay in a traction permission control loop of the automatic driving system in series between the line contactor and the controller, 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 relay to be disconnected when stopping, so that the vehicle is kept stationary. The system ensures that the line contactor does not need to be disconnected when the vehicle stops, reduces the frequency of electrified actions 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 relay is controlled to be opened, so that the controller does not output a traction starting signal, and the vehicle is kept stationary.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions of the prior art, the drawings that are needed in the embodiments or the description of the prior art will be briefly described below, it will be obvious that the drawings in the following description are some embodiments of the present invention, and that other drawings can be obtained according to these drawings without inventive effort to a person skilled in the art.
FIG. 1 is a block diagram of a first embodiment of a stop control system for a rail vehicle provided by the present invention;
FIG. 2 is a block diagram of a second embodiment of a stop control system for a rail vehicle provided by the present invention;
FIG. 3 is a block diagram of a third embodiment of a stop control system for a rail vehicle provided by the present invention;
fig. 4 is a block diagram of a fourth embodiment of a stop control system for a rail vehicle provided by the present invention.
Detailed Description
For the purpose of making the objects, technical solutions and advantages of the embodiments of the present invention more apparent, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention, and it is apparent that the described embodiments are some embodiments of the present invention, but not all embodiments of the present invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
Fig. 1 is a block diagram of a first embodiment of a stop control system for a rail vehicle provided by the present invention. As shown in fig. 1, the system of the present embodiment includes: a relay 10 and a controller 11; the relay 10 is connected with the controller 11; the relay 10 is a relay of a traction admission control loop; auxiliary contacts (k 3, k 4) of the relay 10 are connected in series with auxiliary contacts (k 1, k 2) of the line contactor; auxiliary contacts (k 1, k 2) 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 command output by the autopilot system.
In a railway vehicle, a Line contactor (LB for short), namely 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 work normally. The line contactor has a main contact and an auxiliary contact, which is the auxiliary contact (k 1, k 2) of the line contactor. The main contact of the line contact is connected to the main circuit of the rail vehicle, i.e. to the intermediate dc circuit, and its auxiliary contacts (k 1, k 2) are connected to the input side of the control unit 11. When the line contactor is closed, the vehicle traction system can only work properly under control. The line contactor needs to be opened when the vehicle turns back and commutates.
In the fully automatic unmanned system, the operation of the vehicle is performed according to the instruction of an automatic driving system (Automatic Train Operation, referred to as ATO for short), and the devices of the ATO system are classified into ground devices and vehicle-mounted devices. The ATO system outputs a traction permission command (Propulsion Enable Command, abbreviated as PEC) through a traction permission control circuit in the vehicle-mounted device, so that whether the traction system of the vehicle works or not can be controlled.
In the traction control loop there is a relay 10, i.e. a traction control relay. The command issued by the ATO system controls the on-off of the relay 10, and the command may be a traction enable command or a traction disable command. Specifically, when the ATO system transmits a traction permission instruction, the relay 10 is closed, that is, the main contact of the relay 10 is closed; the relay 10 is controlled to open when the ATO system transmits a traction prohibition instruction, that is, the main contact of the relay 10 is opened. The ATO system further transmits instructions to subsequent processing devices by controlling the on-off of the main contacts of the relay 10.
In this embodiment, by adding auxiliary contacts (k 3, k 4) of the relay 10, the auxiliary contacts (k 3, k 4) of the relay 10 and auxiliary contacts (k 1, k 2) of the line contactor are connected in series and then connected to the input terminal 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, which may be a digital input.
Specifically, when the vehicle stops, the ATO system transmits a traction prohibition command that can control the relay 10 to be opened, and the auxiliary contacts (k 3, k 4) of the relay 10 are opened, that is, the input signal of the controller 11 is opened, so that the controller 11 does not output a traction start signal, the traction system of the vehicle is not operated, and the vehicle is kept in a stationary state.
During the above-described standstill, the line contactor remains closed at all times, i.e. the main contact of the line contactor and its auxiliary contacts remain closed.
When the vehicle is going to continue traveling, the ATO system will send a traction enable command that can control the relay 10 to close, while the auxiliary contacts (k 3, k 4) of the relay 10 will close, i.e., the input signal of the controller 11 will close, so that the controller 11 can output a traction start signal, thereby controlling the output of the traction converter of the vehicle, so that the vehicle traction system can work normally under control, and the vehicle can continue traveling.
Likewise, the line contactor remains closed at all times during the transition from the off-state to the on-state of the vehicle, and thereafter during the travel of the vehicle, i.e., the main contact of the line contactor and its auxiliary contacts remain closed.
The stop control system for the rail vehicle 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 according to the received command output by the automatic driving system. The stop control system connects a relay in a traction permission control loop of the automatic driving system in series between the line contactor and the controller, 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 relay to be disconnected when stopping, so that the vehicle is kept stationary. The system avoids disconnection of the line contactor when the vehicle stops, reduces the frequency of electrified actions of the line contactor under high voltage, prolongs the service life of the line contactor, and improves the safety of the vehicle. Meanwhile, as the service life of the line contactor is prolonged, the maintenance cost of the railway vehicle is reduced.
The present invention may also provide a stop control system for a rail vehicle based on the embodiment of fig. 1 described above. Fig. 2 is a block diagram of a second embodiment of a stop control system for a rail vehicle provided by 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 configured to output 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 railway 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 logic operation on the received input and outputs the result. The hardware control unit 112 may output the traction start signal under the common control of the software start signal output from 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 auxiliary contacts (k 3, k 4) and auxiliary contacts (k 5, k 6) of the relay 10, may be included in the relay 10, and the reliability of the relay 10 is made higher by the two coils and the contacts in the relay 10.
Specifically, when the vehicle stops, the ATO system transmits a traction prohibition instruction to control the relay 10 to be opened, and simultaneously the auxiliary contacts (k 3, k 4) and auxiliary contacts (k 5, k 6) of the relay 10 are opened, that is, the input terminal signal of the controller 11 is opened. At this time, no matter whether the software control unit 111 outputs a software start instruction, the hardware control unit 112 does not output a traction start signal, so that the traction system of the vehicle is not operated, and the vehicle is kept in a stationary state.
During the above-described standstill, the line contactor remains closed at all times, i.e. the main contact of the line contactor and its auxiliary contacts remain closed.
When the vehicle is to continue traveling, the ATO system will send a traction enable command to control the relay 10 to close, while the auxiliary contacts (k 3, k 4) and auxiliary contacts (k 5, k 6) of the relay 10 will close, i.e. the input signals of the controller 11 will close. When the software control unit 111 outputs a software start command, the hardware control unit 112 may output 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, so as to control the output of the traction converter of the vehicle, so that the vehicle traction system may work normally under control, and the vehicle may continue to travel.
Likewise, the line contactor remains closed at all times during the transition from the off-state to the on-state of the vehicle, and thereafter during the travel of the vehicle, i.e., the main contact of the line contactor and its auxiliary contacts remain closed.
The stop control system for the rail vehicle provided in this embodiment, on the basis of the system shown in fig. 1, 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. The stop control system connects a relay in a traction permission control loop of the automatic driving system in series between a line contactor and a hardware control unit of the controller, controls whether the hardware control unit of the controller outputs a traction starting signal by controlling the on-off of the relay, and enables the hardware control unit not to output the traction starting signal by controlling the relay to be disconnected when stopping, so that the vehicle is kept stationary. The system avoids disconnection of the line contactor when the vehicle stops, reduces the frequency of electrified actions of the line contactor under high voltage, prolongs the service life of the line contactor, and improves the safety of the vehicle. Meanwhile, as the service life of the line contactor is prolonged, the maintenance cost of the railway vehicle is reduced.
The present invention may also provide a stop control system for a rail vehicle based on the embodiment of fig. 2 described above. Fig. 3 is a block diagram of a third embodiment of a stop control system for a rail vehicle provided by the present invention.
As shown in fig. 3, the relay 10 is also connected to a software control unit 111 on the basis of the system shown in fig. 2; the relay 10 is used for controlling whether the software control unit 111 outputs a software start instruction after receiving the instruction output by the autopilot system.
Specifically, when the vehicle stops, the ATO system transmits a traction prohibition instruction to control the relay 10 to be opened, and simultaneously the auxiliary contacts (k 3, k 4) and auxiliary contacts (k 5, k 6) of the relay 10 are opened, that is, the input signals of the controller 11 are opened, so that the software control unit 111 does not output a software start instruction. Meanwhile, the hardware control unit 112 does not output a software start instruction under the common control of the software control unit 111 and the off-state signal of the relay 10, so that the traction system of the vehicle does not work and the vehicle is kept in a stationary state.
During the above-described standstill, the line contactor remains closed at all times, i.e. the main contact of the line contactor and its auxiliary contacts remain closed.
When the vehicle is going on, the ATO system will send a traction permission command to control the relay 10 to close, that is, the auxiliary contacts (k 3, k 4) and auxiliary contacts (k 5, k 6) of the relay 10 will close, so that the software control unit 111 outputs a software start command, and at the same time, 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 closing 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 can work normally under control, and the vehicle can continue to travel.
Likewise, the line contactor remains closed at all times during the transition from the off-state to the on-state of the vehicle, and thereafter during the travel of the vehicle, i.e., the main contact of the line contactor and its auxiliary contacts remain closed.
The stop control system for the rail vehicle provided by the embodiment is characterized in that the relay is also connected with the software control unit on the basis of the system shown in fig. 2; the relay is used for controlling whether the software control unit outputs the software start 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, and controls whether the software control unit of the controller outputs a software start instruction or not and controls whether the hardware control unit outputs a traction start signal or not by controlling the on-off of the relay. When the station is stopped, the relay is controlled to be disconnected, so that the software control unit does not output a software starting signal, and meanwhile, the hardware control unit is controlled not to output a traction starting signal, so that the vehicle is kept stationary, and the reliability of the system is ensured through double logic of software and hardware. The system avoids disconnection of the line contactor when the vehicle stops, reduces the frequency of electrified actions of the line contactor under high voltage, prolongs the service life of the line contactor, and improves the safety of the vehicle. Meanwhile, as the service life of the line contactor is prolonged, the maintenance cost of the railway vehicle is reduced.
The present invention may also provide a stop control system for a rail vehicle based on the embodiment of fig. 3 described above. Fig. 4 is a block diagram of a fourth embodiment of a stop control system for a rail vehicle provided by the present invention.
As shown in fig. 4, the software control unit 111 is also connected to the auxiliary contacts (k 1, k 2) of the line contactor on the basis of the system shown in fig. 3; the software control unit 111 is used to output a software start instruction under the control of the line contactor and the relay 10.
The hardware control unit 112 is also connected with the protection unit 13 of the vehicle; the protection unit 13 is used for outputting a protection action 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 an under-voltage power supply, or a protection unit for a current transformer, or may be a protection unit for other devices in the vehicle. The protection action signal output by the protection unit 13 can ensure that the controller 11 can output a traction start signal when all equipment 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 instruction to control the relay 10 to be opened, and simultaneously the auxiliary contacts (k 3, k 4) and auxiliary contacts (k 5, k 6) of the relay 10 are opened, that is, the input signals of the controller 11 are opened, so that the software control unit 111 does not output a software start instruction. Meanwhile, the hardware control unit 112 does not output a software start instruction under the common control of the software control unit 111 and the off-state signal of the relay 10, so that the traction system of the vehicle does not work and the vehicle is kept in a stationary state.
During the above-described standstill, the line contactor remains closed at all times, i.e. the main contact of the line contactor and its auxiliary contacts remain closed.
When the vehicle is to continue traveling, the ATO system will send a traction permission command to control the relay 10 to close, that is, the auxiliary contacts (k 3, k 4) and auxiliary contacts (k 5, k 6) of the relay 10 will close, so that the software control unit 111 can output a software start command under the common control of the auxiliary contacts (k 1, k 2) of the relay 10 and the line contactor. Meanwhile, the hardware control unit 112 outputs a traction start signal under the common control of a software start instruction output by the software control unit 111, a closing state signal of the relay 10 and a protection action signal output by the protection unit 13, so as to control the output of a traction converter of the vehicle, so that a vehicle traction system can work normally under control, and the vehicle can continue to travel.
Likewise, the line contactor remains closed at all times during the transition from the off-state to the on-state of the vehicle, and thereafter during the travel of the vehicle, i.e., the main contact of the line contactor and its auxiliary contacts remain closed.
The stop control system for the railway vehicle provided by the embodiment is characterized in that 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 start 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 station is stopped, the hardware control unit does not output a traction starting signal by controlling the relay to be disconnected, so that the vehicle is kept stationary, the reliability of the system is ensured through software and hardware double logic, 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 disconnection of the line contactor when the vehicle stops, reduces the frequency of electrified actions of the line contactor under high pressure, prolongs the service life of the line contactor, improves the safety of the vehicle, and reduces the maintenance cost of the railway vehicle.
The technical effects of the present invention are described below in specific examples. Taking a 29 station operating line as an example, it is assumed that the vehicle travels back and forth 10 times a day for 360 days each year. In prior art solutions, the line contactor of the vehicle requires 208,800 actions per year. By the scheme provided by the invention, the line contactor only needs to act when the vehicle turns back and commutates, namely 7200 times/year. Therefore, the scheme provided by the embodiment of the invention greatly reduces the action times of the circuit contact, prolongs the service life of the circuit contactor by 29 times, and improves the safety of the vehicle. 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 railway vehicle is reduced.
The present invention may also provide a rail vehicle, which includes a stop control system, where the stop control system may be a stop control system provided in any one of the above embodiments, and the implementation principle and technical effects of the stop control system are the same as those described above, and are not repeated herein.
Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present invention, and not for limiting the same; although the invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some or all of the technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit of the invention.
Claims (8)
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 with the auxiliary contact of the line contactor in series; 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 according to the received command output by the automatic driving system;
wherein the line contactor remains in a closed state all the time during a stop, a change from a stop state to a continued travel, and thereafter a travel of the vehicle;
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;
the relay includes two coils, and contacts corresponding to the coils.
2. The system of claim 1, wherein the system further comprises a controller configured to control the controller,
the relay is also connected with the software control unit;
and the relay is used for controlling whether the software control unit outputs the software starting instruction or not after receiving the instruction output by the automatic driving system.
3. The system of claim 1, wherein the system further comprises a controller configured to control the controller,
the hardware control unit is a gate circuit.
4. The system of claim 2, wherein the system further comprises a controller configured to control the controller,
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.
5. The system of claim 2, wherein the system further comprises a controller configured to control the controller,
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.
6. The system of any one of claims 1-5, wherein,
the instruction output by the automatic driving system is a traction prohibition instruction; and the relay is used for controlling the controller not to output the traction starting signal after receiving the traction prohibition instruction.
7. The system of any one of claims 1-5, wherein,
the instruction output by the automatic driving system is a traction permission instruction; and the relay is used for controlling the controller to output the traction starting signal after receiving the traction allowing instruction.
8. A rail vehicle comprising a stop control system according to any one of claims 1-7.
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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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| 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 CN111114341A (en) | 2020-05-08 |
| CN111114341B true CN111114341B (en) | 2023-09-19 |
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| CN112158083B (en) * | 2020-09-24 | 2022-06-14 | 中车株洲电力机车有限公司 | Locomotive traction cutting control system and method under emergency braking |
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|---|---|---|---|---|
| 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 |
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| CN111114341A (en) | 2020-05-08 |
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