CN112757904B - Control circuit of rail vehicle, control method and control device thereof - Google Patents
Control circuit of rail vehicle, control method and control device thereof Download PDFInfo
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- CN112757904B CN112757904B CN202110105551.4A CN202110105551A CN112757904B CN 112757904 B CN112757904 B CN 112757904B CN 202110105551 A CN202110105551 A CN 202110105551A CN 112757904 B CN112757904 B CN 112757904B
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- 101000742934 Homo sapiens Retinol dehydrogenase 14 Proteins 0.000 description 2
- 102100031897 NACHT, LRR and PYD domains-containing protein 2 Human genes 0.000 description 2
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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
- B60L5/00—Current collectors for power supply lines of electrically-propelled vehicles
- B60L5/18—Current collectors for power supply lines of electrically-propelled vehicles using bow-type collectors in contact with trolley wire
- B60L5/22—Supporting means for the contact bow
- B60L5/28—Devices for lifting and resetting the collector
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L1/00—Devices along the route controlled by interaction with the vehicle or train
- B61L1/12—Electric devices associated with overhead trolley wires
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- Transportation (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The application provides a rail vehicle's control circuit, rail vehicle, its control method and controlling means, rail vehicle includes a plurality of carriages, every carriage includes two pantographs, be first pantograph and second pantograph respectively, rail vehicle's control circuit, including power supply unit and first controlling means, wherein, first controlling means is connected with power supply unit electricity, first controlling means includes control module, first solenoid valve and second solenoid valve, control module is used for controlling first solenoid valve or second solenoid valve and is electrified, first solenoid valve is used for controlling first pantograph to rise when the electricity is electrified, the second solenoid valve is used for controlling the second pantograph to rise when the electricity is electrified. The control circuit effectively solves the problem that two pantographs of the same carriage rise simultaneously in the prior art, and achieves the effect that the two pantographs are one master and one backup.
Description
Technical Field
The present invention relates to the field of rail vehicles, and in particular, to a control circuit for a rail vehicle, a control method for the rail vehicle, a control device for the rail vehicle, and a rail vehicle system.
Background
A pantograph is a device for a vehicle to obtain electric energy, and the failure of the pantograph causes the loss of the traction capacity and the reduction of the usability of the vehicle, thereby seriously affecting the operation of the vehicle. Therefore, two pantographs are arranged on the same vehicle for part of vehicle items, and a scheme of double pantograph one-master-slave is adopted. In the prior art, two pantographs in the same compartment are lifted simultaneously. Therefore, a method is needed to solve the problem of the prior art that two pantographs of the same car are lifted at the same time.
The above information disclosed in this background section is only for enhancement of understanding of the background of the technology described herein and, therefore, it may contain information that does not form the prior art that is already known in this country to a person of ordinary skill in the art.
Disclosure of Invention
The present disclosure provides a control circuit of a rail vehicle, a control method thereof, a control device thereof, and a rail vehicle system, so as to solve the problem in the prior art that two pantographs of the same car are lifted at the same time.
In order to achieve the above object, according to one aspect of the present application, a control circuit of a rail vehicle is provided, the rail vehicle includes a plurality of cars, each of the cars includes two pantographs, namely a first pantograph and a second pantograph, the control circuit includes a power supply device and a first control device, wherein the first control device is electrically connected to the power supply device, the first control device includes a control module, a first solenoid valve and a second solenoid valve, the control module is used for controlling the first solenoid valve or the second solenoid valve to be powered, the first solenoid valve is used for controlling the first pantograph to be raised when powered, and the second solenoid valve is used for controlling the second pantograph to be raised when powered.
Optionally, the control module includes a first switch, a second switch and a first controller, the first controller includes a first coil, a first normally open contact, a second normally open contact and a first normally closed contact, a first end of the first switch is electrically connected to the power supply device, a second end of the first switch is electrically connected to a first end of the second switch, a second end of the second switch is electrically connected to a first end of the first coil, a second end of the first coil is grounded, a first end of the first normally open contact is electrically connected to a second end of the first switch, a second end of the first normally open contact is grounded, a first end of the second normally open contact is electrically connected to the power supply device, a second end of the second normally open contact is electrically connected to a first end of the first solenoid valve, a first end of the first normally closed contact is electrically connected to the power supply device, a second end of the first solenoid valve is electrically connected to a second end of the second solenoid valve and a second end of the second solenoid valve is grounded, respectively.
Optionally, the control circuit further comprises a second controller, the second controller comprises a second coil, a third normally open contact and a second normally closed contact, the second end of the first normally open contact is connected to the ground of the second coil, the first pantograph is connected to the contact network through the third normally open contact, and the second pantograph is connected to the contact network through the second normally closed contact.
Optionally, the control circuit further comprises a second control device, the second control device comprises a third switch, a third coil, a fourth coil and a fourth normally closed contact, the fourth coil and the fourth normally closed contact form a fourth controller, the third switch comprises a first gear and a second gear, when the first gear is closed, a first end of the first gear is electrically connected with the power supply device, and a second end of the first gear is electrically connected with a first end of the fourth normally closed contact; when the second gear is closed, the first end of the second gear is electrically connected with the power supply device, the second end of the second gear is electrically connected with the first end of the fourth coil, the second end of the fourth normally-closed contact is electrically connected with the first end of the third coil, the second end of the third coil is grounded, the second end of the fourth coil is grounded, the control module further comprises a fourth normally-open contact and a fifth normally-open contact, the third coil, the fourth normally-open contact and the fifth normally-open contact form a third controller, the second normally-open contact is electrically connected with the power supply device through the fourth normally-open contact, and the first normally-closed contact is electrically connected with the power supply device through the fifth normally-open contact.
Optionally, the first controller is a pantograph selection relay, the second controller is a pantograph selection contactor, the third controller is a pantograph raising relay, and the fourth controller is a pantograph lowering relay.
In order to achieve the above object, according to another aspect of the present application, there is also provided a rail vehicle including a plurality of cars, each of the cars including two pantographs and either one of the control circuits, the rail vehicle being connected to a catenary through at least two raised pantographs, the at least two raised pantographs being respectively located on different cars.
In order to achieve the above object, according to still another aspect of the present application, there is also provided a control method of a rail vehicle, including: determining whether a front vehicle is subjected to automatic pantograph descending in the running process of the railway vehicle, wherein the front vehicle is a forward carriage in carriages of a pantograph ascending in the running direction of the railway vehicle; under the condition that the automatic bow lowering of the front vehicle is determined, whether foreign matters exist on the contact net or not is determined; and under the condition that foreign matters exist on the contact net, controlling a rear vehicle to automatically lower the pantograph, wherein the rear vehicle is the vehicle behind the carriage of the pantograph and is lifted in the running direction of the railway vehicle.
Optionally, during the operation of the rail vehicle, determining whether an automatic bow reduction of a leading vehicle occurs comprises: determining that automatic pantograph lowering occurs under the condition that a pantograph lowering feedback signal of an automatic pantograph lowering device is received, wherein the automatic pantograph lowering device is installed on a pantograph of the railway vehicle, and when the automatic pantograph lowering occurs, the automatic pantograph lowering device sends the pantograph lowering feedback signal; determining a running direction of the rail vehicle in case of automatic bow lowering; and determining whether the carriage with the automatic bow lowering is the front vehicle or not according to the running direction.
Optionally, in a case that it is determined that the automatic bow lowering of the preceding vehicle occurs, determining whether there is a foreign object on the contact net includes: acquiring a pantograph state picture of the front vehicle at an automatic pantograph lowering position, wherein the pantograph state picture comprises a contact network picture and a pantograph picture electrically connected with the contact network; and determining whether foreign matters exist on the contact net or not according to the bow net state picture.
In order to achieve the above object, according to still another aspect of the present application, there is also provided a control device of a railway vehicle, including a first determination unit for determining whether automatic pantograph lowering occurs in a preceding vehicle that is the vehicle compartment that is ahead of a vehicle compartment that raises a pantograph in a running direction of the railway vehicle during running of the railway vehicle; the second determining unit is used for determining whether foreign matters exist on the contact net or not under the condition that the automatic bow lowering of the front vehicle is determined; the control unit is used for controlling a rear vehicle to automatically lower the pantograph when the contact net is determined to have foreign matters, wherein the rear vehicle is the carriage behind the pantograph in the running direction of the railway vehicle.
In order to achieve the above object, according to another aspect of the present application, there is also provided a rail vehicle system including a rail vehicle and a control device of the rail vehicle for performing any one of the control methods.
The utility model provides a rail vehicle's control circuit, include power supply unit with first controlling means, first controlling means with the power supply unit electricity is connected, first controlling means includes control module first solenoid valve with the second solenoid valve, control module is used for control first solenoid valve or the second solenoid valve is electrified, first solenoid valve is used for controlling when electrified first pantograph rises, the second solenoid valve is used for controlling when electrified second pantograph rises. The control circuit controls the first electromagnetic valve or the second electromagnetic valve to be electrified, so that only one pantograph in two pantographs of the same compartment is ensured to rise, the two pantographs of the same compartment are prevented from rising simultaneously, the problem that the two pantographs rise simultaneously in the prior art is effectively solved, and the effect that the two pantographs are one master and one standby is achieved.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this application, illustrate embodiments of the application and, together with the description, serve to explain the application and are not intended to limit the application. In the drawings:
FIG. 1 shows a schematic diagram of a control circuit of a rail vehicle according to an embodiment of the present application;
FIGS. 2 (a) and 2 (b) each show a schematic diagram of a portion of a control circuit of a rail vehicle in accordance with a particular embodiment of the present application;
FIG. 3 shows a schematic flow diagram generated by a control method of a rail vehicle according to an embodiment of the present application;
fig. 4 shows a schematic view of a control device of a rail vehicle according to an embodiment of the application;
FIG. 5 shows a schematic view of a rail vehicle according to a specific embodiment of the present application.
Wherein the figures include the following reference numerals:
10. a power supply device; 20. a first control device; 200. a control module; 201. a first solenoid valve; 202. a second solenoid valve; 203. a first switch; 204. a second switch; 205. a first coil; 206. a first normally open contact; 207. a second normally open contact; 208. a first normally closed contact; 209. a fourth switch; 210. a second coil; 211. a third normally open contact; 212. a second normally closed contact; 213. a first pantograph; 214. a second pantograph; 215. a fourth normally open contact; 216. a fifth normally-on contact; 217. a fifth switch; 300. a third switch; 301. a third coil; 302. a fourth coil; 303. a fourth normally closed contact; 304. a first gear; 305. a second gear; 306. and a sixth switch.
Detailed Description
It should be noted that the following detailed description is exemplary and is intended to provide further explanation of the disclosure. Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs.
It is noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of example embodiments according to the present application. As used herein, the singular forms "a", "an" and "the" are intended to include the plural forms as well, and it should be understood that when the terms "comprises" and/or "comprising" are used in this specification, they specify the presence of stated features, steps, operations, devices, components, and/or combinations thereof, unless the context clearly indicates otherwise.
It will be understood that when an element such as a layer, film, region, or substrate is referred to as being "on" another element, it can be directly on the other element or intervening elements may also be present. Also, in the specification and claims, when an element is described as being "connected" to another element, the element may be "directly connected" to the other element or "connected" to the other element through a third element.
As described in the background of the invention, in order to solve the above problem, the present application provides a control circuit of a rail vehicle, a control method thereof, a control device thereof, and a rail vehicle system.
In an exemplary embodiment of the present application, a control circuit of a railway vehicle is provided, where the railway vehicle includes a plurality of cars, each of the cars includes two pantographs, namely a first pantograph and a second pantograph, as shown in fig. 1, the control circuit includes a power supply device 10 and a first control device 20, the first control device 20 is electrically connected to the power supply device 10, the first control device 20 includes a control module 200, a first solenoid valve 201 and a second solenoid valve 202, the control module 200 is configured to control the first solenoid valve 201 or the second solenoid valve 202 to be powered, the first solenoid valve 201 is configured to control the first pantograph to be raised when powered, and the second solenoid valve 202 is configured to control the second pantograph to be raised when powered.
The control circuit of the rail vehicle includes the power supply device and the first control device, the first control device is electrically connected to the power supply device, the first control device includes the control module, the first solenoid valve and the second solenoid valve, the control module is configured to control the first solenoid valve or the second solenoid valve to be powered on, the first solenoid valve is configured to control the first pantograph to be raised when the first solenoid valve is powered on, and the second solenoid valve is configured to control the second pantograph to be raised when the second solenoid valve is powered on. The control circuit controls the first electromagnetic valve or the second electromagnetic valve to be electrified, so that only one pantograph in two pantographs of the same compartment is ensured to rise, the two pantographs are prevented from rising simultaneously, the problem that the two pantographs of the same compartment rise simultaneously in the prior art is effectively solved, and the effect that the two pantographs are one master and one backup is achieved.
In order to further ensure that only one of the first pantograph and the second pantograph of the vehicle compartment is raised, according to a specific embodiment of the present invention, as shown in fig. 2 (a), the control module includes a first switch 203, a second switch 204, and a first controller, the first controller includes a first coil 205, a first normally open contact 206, a second normally open contact 207, and a first normally closed contact 208, a first end of the first switch 203 is electrically connected to the power supply apparatus 10, a second end of the first switch 203 is electrically connected to a first end of the second switch 204, a second end of the second switch 204 is electrically connected to a first end of the first coil 205, a second end of the first coil 205 is grounded, a first end of the first normally open contact 206 is electrically connected to a second end of the first switch 203, a second end of the first normally open contact 206 is grounded, a first end of the second normally open contact 207 is electrically connected to the power supply apparatus 10, a second end of the second normally open contact 207 is electrically connected to a second end of the first switch 203, a second end of the second normally closed contact 208 is electrically connected to the second end of the solenoid valve 201, and a second end of the solenoid valve 202 is electrically connected to the second normally closed contact 208. The control module is configured to, when the first switch and the second switch are closed, energize the first coil to close the second normally open contact, energize the first electromagnetic valve at the time to control the first pantograph to ascend, and deenergize the second electromagnetic valve when the first coil is energized to ensure that the second pantograph cannot ascend. Similarly, when the second switch is turned off, the first coil is not powered, the second normally open contact is opened, the first solenoid valve is not powered, the first pantograph cannot rise, the first coil is not powered, the first normally closed contact does not act, the first normally closed contact keeps a closed state, and the second solenoid valve is powered, so that the second pantograph is controlled to rise.
In a specific embodiment, as shown in fig. 2 (a) and 2 (b), the second switch 204 is a selection switch, the selection switch includes PAN1, PAN2, contact 1, contact 2, contact 3, and contact 4, when the second switch 204 is located at the PAN1 position, the contact 1 and the contact 2 are conductive, the first coil 205 is energized, and when the second switch 204 is located at the PAN2 position, the contact 3 and the contact 4 are conductive, the first coil 205 is not energized. When an abnormal condition occurs, the second switch 204 is short-circuited, that is, the contacts 1 and 2 and the contacts 3 and 4 are respectively conducted, at this time, the first coil 205 is energized, the second normally open contact 207 is closed, at this time, the first electromagnetic valve 201 is energized, and the first pantograph is controlled to be raised, and the second pantograph cannot be raised. Therefore, when the abnormal conditions such as short circuit of the selector switch occur, only one pantograph in the first pantograph and the second pantograph of the carriage rises, and the problem that two pantographs of the same carriage rise simultaneously when the conditions such as short circuit of the switch contact occur in the prior art is further avoided.
In another specific embodiment of the present application, as shown in fig. 2 (a) and 2 (b), the control circuit further includes a second controller, the second controller includes a second coil 210, a third normally open contact 211, and a second normally closed contact 212, a second end of the first normally open contact 206 is grounded through the second coil 210, the first pantograph 213 is electrically connected to the catenary through the third normally open contact 211, and the second pantograph 214 is electrically connected to the catenary through the second normally closed contact 212. When the first coil is energized, the first normally open contact is closed, the first pantograph is raised, the second coil is energized, the third normally open contact is closed, the second normally closed contact is opened, the first pantograph obtains a high-voltage current from a contact network, and the second pantograph is disconnected from the contact network. Similarly, when the first coil is not powered, the first normally open contact is opened, the second pantograph is raised, the second coil is not powered, the third normally open contact is opened, the second normally closed contact is closed, the second pantograph obtains a high-voltage current from the contact network, and the first pantograph is disconnected from the contact network. When the first pantograph rises, the first pantograph is connected with the contact network to obtain electric energy, and when the second pantograph rises, the second pantograph is connected with the contact network to obtain electric energy, so that the problem that the other pantograph not rising has voltage when one pantograph rises is avoided, and potential safety hazards are avoided.
In yet another specific embodiment of the present application, as shown in fig. 2 (a), the control circuit further includes a second control device, the second control device includes a third switch 300, a third coil 301, a fourth coil 302 and a fourth normally-closed contact 303, the fourth coil 302 and the fourth normally-closed contact 303 form a fourth controller, the third switch 300 includes a first stage 304 and a second stage 305, when the first stage 304 is closed, a first end of the first stage 304 is electrically connected to the power supply device 10, and a second end of the first stage is electrically connected to a first end of the fourth normally-closed contact 303; when the second stage 305 is closed, the first end of the second stage 305 is electrically connected to the power supply apparatus 10, the second end of the second stage 305 is electrically connected to the first end of the fourth coil 302, the second end of the fourth normally-closed contact 303 is electrically connected to the third coil 301, the second end of the third coil 301 is grounded, the second end of the fourth coil 302 is grounded, the control module 200 further includes a fourth normally-open contact 215 and a fifth normally-open contact 216, the third coil 301, the fourth normally-open contact 215 and the fifth normally-open contact 216 form a third controller, the second normally-open contact 207 is electrically connected to the power supply apparatus 10 through the fourth normally-open contact 215, and the first normally-closed contact 208 is electrically connected to the power supply apparatus 10 through the fifth normally-open contact 216. In the rail vehicle, when the first stage of the third switch is closed, the first switch and the second switch are closed, the first pantograph is raised, and the second switch is opened, the second pantograph is raised; in the case where the second stage of the third switch is closed, the first pantograph and the second pantograph cannot be raised regardless of whether the second switch is closed, and therefore the second control device realizes a function of selecting raising or lowering of the pantograph for each car.
In a specific embodiment, the third switch is a pantograph control switch, and the second switch is a pantograph selection switch.
In another specific embodiment, as shown in fig. 2 (a), the control module further includes a fourth switch 209 and a fifth switch 217, wherein a first end of the fourth switch 209 is electrically connected to the power supply device 10, and a second end of the fourth switch 209 is electrically connected to a first end of the fourth normally open contact 215; a first end of the fifth switch 217 is electrically connected to the power supply device 10, and a second end of the fifth switch 217 is electrically connected to a first end of the fifth normally open contact 216. The third control unit further includes a sixth switch 306, wherein a first end of the sixth switch 306 is electrically connected to the power supply device 10, and a second end of the sixth switch 306 is electrically connected to a first end of the third switch 300.
In practical applications, the first controller, the second controller, the third controller and the fourth controller may be any controllers in the prior art, and in a specific embodiment, the first controller is a pantograph selection relay, the second controller is a pantograph selection contactor, the third controller is a pantograph raising relay, and the fourth controller is a pantograph lowering relay.
According to another exemplary embodiment of the present application, there is also provided a rail vehicle, including a plurality of cars, each of the cars including two pantographs and any one of the control circuits described above, the rail vehicle being connected to a catenary through at least two raised pantographs, the at least two raised pantographs being respectively located on different cars.
The rail vehicle comprises a plurality of carriages, each carriage comprises two pantographs and any one of the control circuits, the rail vehicle is connected with a contact net through at least two raised pantographs, and the at least two raised pantographs are respectively positioned on different carriages. The rail vehicle ensures that at most one pantograph rises on each carriage, avoids two pantographs on each carriage from rising simultaneously, effectively solves the problem that the two pantographs on the same carriage rise simultaneously in the prior art, and achieves the effect that the two pantographs on each carriage are primary and secondary.
According to still another exemplary embodiment of the present application, there is also provided a control method of a rail vehicle, and fig. 3 is a flowchart of the control method of the rail vehicle according to the embodiment of the present application. As shown in fig. 3, the control method includes the steps of:
step S101, in the running process of the rail vehicle, determining whether a front vehicle has automatic pantograph lowering, wherein the front vehicle is a carriage which is close to the front in carriages with pantograph lifting in the running direction of the rail vehicle;
step S102, determining whether foreign matters exist on the contact net or not under the condition that the automatic bow lowering of the front vehicle is determined;
and a step S103 of controlling a rear vehicle to automatically lower the pantograph when the contact net is determined to have the foreign matter, wherein the rear vehicle is the vehicle behind the pantograph in the running direction of the rail vehicle.
In the control method of the rail vehicle, whether the front vehicle automatically falls down is determined firstly in the running process of the rail vehicle; then, under the condition that the automatic bow lowering of the front vehicle is determined, whether foreign matters exist on the contact net or not is determined; and finally, controlling the rear vehicle to automatically lower the bow under the condition that the foreign matters exist on the contact net. According to the method, when the pantograph of the front car is damaged and automatically descended due to the existence of the foreign matters on the contact network, the pantograph of the rear car can be controlled to automatically descend, the problem that the pantograph of the front car is damaged and automatically descended due to the damage of the foreign matters on the contact network is solved, the problem that the pantograph of the rear car is damaged and automatically descended due to the damage of the pantograph of different carriages of the rail vehicle is solved, the problem that the pantograph of the rail vehicle is damaged and needs rescue at the same time is solved, and the low fault rate of the rail vehicle is ensured.
In a specific embodiment of the present application, determining whether the automatic bow lowering of the front car occurs during the operation of the rail vehicle includes: determining that an automatic pantograph drop occurs when a pantograph feedback signal of an automatic pantograph drop device is received, the automatic pantograph drop device being mounted on a pantograph of the railway vehicle, the automatic pantograph drop device transmitting the pantograph drop feedback signal when the automatic pantograph drop occurs; determining the running direction of the rail vehicle under the condition of automatic bow lowering; and determining whether the compartment with the automatic bow lowering is the front vehicle or not according to the running direction. According to the method, when automatic pantograph lowering occurs, the running direction of the railway vehicle is determined to judge whether the carriage with the automatic pantograph lowering is the front vehicle or not, when the carriage with the automatic pantograph lowering occurs is the rear vehicle, the pantograph of the front vehicle is kept in an original state, when the carriage with the automatic pantograph lowering occurs is the front vehicle, the subsequent determination of whether foreign matters exist in a contact net is carried out, and the problem that the pantograph of the front vehicle is mistakenly lowered when the automatic pantograph lowering occurs in the rear vehicle is avoided.
In a specific embodiment, as shown in fig. 5, the railway vehicle has 6 cars, wherein each of the cars 2 and 5 has a pantograph raised, and when the running direction of the railway vehicle is left, the car 2 is a front car compared with the car 5, and when the running direction of the railway vehicle is right, the car 2 is a rear car compared with the car 5.
According to another specific embodiment of the present application, in the case where it is determined that the automatic pantograph lowering of the preceding vehicle occurs, determining whether there is a foreign object on the contact net includes: acquiring a pantograph state picture of the position of the front vehicle where automatic pantograph lowering occurs, wherein the pantograph state picture comprises a contact network picture and a pantograph picture electrically connected with the contact network; and determining whether foreign matters exist on the contact net or not according to the bow net state picture. According to the method, under the condition that the automatic pantograph lowering of the front vehicle is determined, the camera device is used for obtaining the pantograph state picture to determine whether foreign matters exist on the contact network, so that whether foreign matters exist on the contact network can be determined accurately, an accurate foundation is provided for determining whether to control the automatic pantograph lowering of the rear vehicle subsequently, and the pantograph of the rear vehicle cannot be damaged when the pantograph of the front vehicle is damaged by the contact network.
In an actual application process, the carriage is provided with a pantograph camera device, and the pantograph camera device shoots the pantograph state picture or video in real time and stores the pantograph state picture or video in real time so as to monitor the pantograph state. The pantograph camera device may include a 2D camera, a 3D camera, or other imaging apparatuses.
It should be noted that the steps illustrated in the flowcharts of the figures may be performed in a computer system such as a set of computer-executable instructions and that, although a logical order is illustrated in the flowcharts, in some cases, the steps illustrated or described may be performed in an order different than presented herein.
The embodiment of the present application further provides a control device of a rail vehicle, and it should be noted that the control device of the rail vehicle according to the embodiment of the present application may be used to execute the control method for the rail vehicle according to the embodiment of the present application. The following describes a control device for a railway vehicle according to an embodiment of the present invention.
Fig. 4 is a schematic diagram of a control device of a rail vehicle according to an embodiment of the present application. As shown in fig. 4, the apparatus includes: a first determining unit 30, a second determining unit 40 and a control unit 50, wherein the first determining unit 30 is used for determining whether automatic pantograph lowering occurs in a front vehicle in the running process of the railway vehicle, and the front vehicle is the forward vehicle in the running direction of the railway vehicle and lifts the pantograph-positioned vehicle compartment; the second determining unit 40 is configured to determine whether there is a foreign object on the contact net when it is determined that the automatic bow lowering of the preceding vehicle occurs; the control unit 50 is configured to control a rear car to automatically lower a pantograph, the rear car being the car located behind the pantograph in a traveling direction of the railway vehicle, when it is determined that the foreign object is present on the contact net.
The control device of the rail vehicle may determine whether an automatic pantograph lowering of a preceding vehicle occurs during the operation of the rail vehicle by the first determining unit, determine whether a foreign object is present on the contact net in a case where the automatic pantograph lowering of the preceding vehicle is determined by the second determining unit, and control the automatic pantograph lowering of a following vehicle in a case where the foreign object is determined on the contact net by the control unit. Above-mentioned device, when there is the pantograph damage automatic bow that the foreign matter leads to the front truck on the contact net, can control the automatic bow that falls of pantograph of back car, avoided the pantograph of front truck because the contact net foreign matter causes the automatic bow that falls of damage, the pantograph of back car also receives the problem that the automatic bow that falls of damage, avoided better because the pantograph on the different carriages of rail vehicle damages the problem that needs the rescue simultaneously, guaranteed that rail vehicle's fault rate is lower.
According to a specific embodiment of the present application, the first determining means includes a first determining means for determining that automatic pantograph control is performed when a pantograph control feedback signal of an automatic pantograph control device installed in a pantograph of the railway vehicle is received, a second determining means for determining that automatic pantograph control is performed when the automatic pantograph control is performed, and a third determining means for determining that the automatic pantograph control is performed when the automatic pantograph control is performed; the second determining module is used for determining the running direction of the rail vehicle under the condition of automatic bow lowering; the third determining module is used for determining whether the compartment with the automatic bow lowering is the front vehicle or not according to the running direction. The device judges whether the carriage generating the automatic bow lowering is the front carriage or not by determining the running direction of the rail vehicle under the condition of the automatic bow lowering, the pantograph of the front carriage keeps the original state under the condition of the rear carriage, and then the subsequent contact net is determined whether the foreign matter exists or not under the condition of the front carriage, so that the problem of mistaken bow lowering of the pantograph of the front carriage under the condition of the automatic bow lowering of the rear carriage is avoided.
In a specific embodiment, as shown in fig. 5, the railway vehicle has 6 cars, wherein each of the cars 2 and 5 has a pantograph raised, and when the running direction of the railway vehicle is left, the car 2 is a front car compared with the car 5, and when the running direction of the railway vehicle is right, the car 2 is a rear car compared with the car 5.
According to another specific embodiment of the present application, the second determining unit includes a control module and a fourth determining module, where the obtaining module is configured to obtain a pantograph state picture of the position where the automatic pantograph lowering of the preceding vehicle occurs, and the pantograph state picture includes a catenary picture and a pantograph picture electrically connected to the catenary; the fourth determining module is used for determining whether foreign matters exist on the contact net or not according to the bow net state picture. According to the device, under the condition that the automatic pantograph lowering of the front vehicle is determined, the pantograph state picture is acquired through the camera device, whether foreign matters exist on the contact network is determined, whether foreign matters exist on the contact network can be accurately determined, a more accurate foundation is provided for determining whether to control the automatic pantograph lowering of the rear vehicle subsequently, and the pantograph of the rear vehicle cannot be damaged when the pantograph of the front vehicle is damaged by the contact network.
In an actual application process, the carriage is provided with a pantograph camera device, and the pantograph camera device shoots the pantograph state picture or video in real time and stores the pantograph state picture or video in real time so as to monitor the pantograph state. The pantograph camera device may include a 2D camera, a 3D camera, or other imaging apparatuses.
The control device of the rail vehicle comprises a processor and a memory, wherein the first determining unit, the second determining unit, the control unit and the like are stored in the memory as program units, and the processor executes the program units stored in the memory to realize corresponding functions.
The processor comprises a kernel, and the kernel calls the corresponding program unit from the memory. The kernel can set up one or more, avoids the pantograph of front truck because the contact net foreign matter causes the automatic bow that falls of damage when, and the pantograph of back truck also receives the automatic problem of falling the bow of damage through adjusting kernel parameter.
The memory may include volatile memory in a computer readable medium, random Access Memory (RAM) and/or nonvolatile memory such as Read Only Memory (ROM) or flash memory (flash RAM), and the memory includes at least one memory chip.
An embodiment of the present invention provides a storage medium having a program stored thereon, the program implementing the above-described control method of a railway vehicle when executed by a processor.
The embodiment of the invention provides a processor, wherein the processor is used for running a program, and the program executes the control method of the railway vehicle when running.
The embodiment of the invention provides equipment, which comprises a processor, a memory and a program which is stored on the memory and can run on the processor, wherein when the processor executes the program, at least the following steps are realized:
step S101, in the running process of the rail vehicle, determining whether a front vehicle is subjected to automatic pantograph descending, wherein the front vehicle is the carriage which is close to the front in the carriage of the pantograph ascending in the running direction of the rail vehicle;
step S102, determining whether foreign matters exist on the contact net or not under the condition that the automatic bow lowering of the front vehicle is determined;
and a step S103 of controlling a rear vehicle to automatically lower the pantograph when the contact net is determined to have the foreign matter, wherein the rear vehicle is the vehicle behind the pantograph in the running direction of the rail vehicle.
The device herein may be a server, a PC, a PAD, a mobile phone, etc.
The present application further provides a computer program product adapted to perform a program of initializing at least the following method steps when executed on a data processing device:
step S101, in the running process of the rail vehicle, determining whether a front vehicle is subjected to automatic pantograph descending, wherein the front vehicle is the carriage which is close to the front in the carriage of the pantograph ascending in the running direction of the rail vehicle;
step S102, under the condition that the automatic bow lowering of the front vehicle is determined, whether foreign matters exist on the contact net is determined;
and a step S103 of controlling a rear vehicle to automatically lower the pantograph when the contact net is determined to have the foreign matter, wherein the rear vehicle is the vehicle behind the pantograph in the running direction of the rail vehicle.
According to still another exemplary embodiment of the present application, there is also provided a rail vehicle system, comprising a rail vehicle and a control device of the rail vehicle for performing any one of the above-mentioned control methods.
The rail vehicle system comprises a rail vehicle and a control device of the rail vehicle, wherein the control device of the rail vehicle is used for executing any one of the control methods. Rail vehicle includes a plurality of carriages, every above-mentioned carriage includes two pantographs, be first pantograph and second pantograph respectively, to having a pantograph to rise in the first pantograph and the second pantograph in the carriage at most, the effect of two pantograph owner one of every carriage is equipped with has been realized, and there is the automatic bow that falls of pantograph damage of the front truck of foreign matter result in rail vehicle on the contact net, can control the automatic bow that falls of pantograph of back car, when having avoided the pantograph of front truck because the contact net foreign matter causes the automatic bow that falls of damage, the pantograph of back car also receives the automatic problem of falling the bow of damage, the reliability and the usability of rail vehicle system have been guaranteed better.
In the above embodiments of the present invention, the descriptions of the respective embodiments have respective emphasis, and for parts that are not described in detail in a certain embodiment, reference may be made to related descriptions of other embodiments.
In the embodiments provided in the present application, it should be understood that the disclosed technology can be implemented in other ways. The above-described embodiments of the apparatus are merely illustrative, and for example, the above-described division of the units may be a logical division, and in actual implementation, there may be another division, for example, multiple units or components may be combined or may be integrated into another system, or some features may be omitted, or not executed. In addition, the shown or discussed mutual coupling or direct coupling or communication connection may be an indirect coupling or communication connection through some interfaces, units or modules, and may be in an electrical or other form.
The units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of units. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of the embodiment.
In addition, functional units in the embodiments of the present invention may be integrated into one processing unit, or each unit may exist alone physically, or two or more units are integrated into one unit. The integrated unit can be realized in a form of hardware, and can also be realized in a form of a software functional unit.
The integrated unit may be stored in a computer-readable storage medium if it is implemented in the form of a software functional unit and sold or used as a separate product. Based on such understanding, the technical solution of the present invention may be embodied in the form of a software product, which is stored in a storage medium and includes instructions for causing a computer device (which may be a personal computer, a server, or a network device) to execute all or part of the steps of the above methods according to the embodiments of the present invention. And the aforementioned storage medium includes: a U-disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a removable hard disk, a magnetic disk, or an optical disk, and various media capable of storing program codes.
From the above description, it can be seen that the above-described embodiments of the present application achieve the following technical effects:
1) The control circuit of the rail vehicle comprises the power supply device and the first control device, wherein the first control device is electrically connected with the power supply device, the first control device comprises the control module, the first electromagnetic valve and the second electromagnetic valve, the control module is used for controlling the first electromagnetic valve or the second electromagnetic valve to be electrified, the first electromagnetic valve is used for controlling the first pantograph to rise when electrified, and the second electromagnetic valve is used for controlling the second pantograph to rise when electrified. The control circuit controls the first electromagnetic valve or the second electromagnetic valve to be electrified, so that only one pantograph in two pantographs of the same compartment is ensured to rise, the two pantographs are prevented from rising simultaneously, the problem that the two pantographs of the same compartment rise simultaneously in the prior art is effectively solved, and the effect that the two pantographs are one master and one backup is achieved.
2) The utility model provides a rail vehicle, including a plurality of carriages, every above-mentioned carriage includes two pantographs and the foretell control circuit of arbitrary kind, and above-mentioned rail vehicle passes through at least two above-mentioned pantographs that rise and is connected with the contact net, and at least two above-mentioned pantographs that rise are located different above-mentioned carriages respectively. The rail vehicle ensures that at most one pantograph rises on each carriage, avoids two pantographs on each carriage from rising simultaneously, effectively solves the problem that the two pantographs on the same carriage rise simultaneously in the prior art, and achieves the effect that the two pantographs on each carriage are primary and secondary.
3) The control method of the railway vehicle comprises the steps of firstly determining whether the front vehicle automatically falls down in the running process of the railway vehicle; then, under the condition that the automatic bow lowering of the front vehicle is determined, whether foreign matters exist on the contact net or not is determined; and finally, controlling the rear vehicle to automatically lower the bow under the condition that the foreign matters exist on the contact net. According to the method, when the pantograph of the front car is damaged and automatically descended due to the existence of the foreign matters on the contact network, the pantograph of the rear car can be controlled to automatically descend, the problem that the pantograph of the front car is damaged and automatically descended due to the damage of the foreign matters on the contact network is solved, the problem that the pantograph of the rear car is damaged and automatically descended due to the damage of the pantograph of different carriages of the rail vehicle is solved, the problem that the pantograph of the rail vehicle is damaged and needs rescue at the same time is solved, and the low fault rate of the rail vehicle is ensured.
4) The control device of the railway vehicle determines whether the automatic bow lowering of the front vehicle occurs or not through the first determination unit in the running process of the railway vehicle, determines whether foreign matters exist on the contact net or not through the second determination unit under the condition that the automatic bow lowering of the front vehicle is determined, and controls the automatic bow lowering of the rear vehicle through the control unit under the condition that the foreign matters exist on the contact net. Above-mentioned device, when there is the pantograph damage automatic bow that the foreign matter leads to the front truck on the contact network, can control the automatic bow that falls of pantograph of back car, avoided the pantograph of front truck because the contact net foreign matter causes the automatic bow that falls of damage when, the pantograph of back car also receives the automatic problem of falling the bow of damage, avoided better because the pantograph on the different carriages of rail vehicle harms the problem that needs the rescue simultaneously, guaranteed that rail vehicle's fault rate is lower.
5) The rail vehicle system comprises a rail vehicle and a control device of the rail vehicle, wherein the control device of the rail vehicle is used for executing any one of the control methods. Rail vehicle includes a plurality of carriages, every above-mentioned carriage includes two pantographs, be first pantograph and second pantograph respectively, to having a pantograph to rise in the first pantograph and the second pantograph in the carriage at most, the effect of two pantograph owner one of every carriage is equipped with has been realized, and there is the automatic bow that falls of pantograph damage of the front truck of foreign matter result in rail vehicle on the contact net, can control the automatic bow that falls of pantograph of back car, when having avoided the pantograph of front truck because the contact net foreign matter causes the automatic bow that falls of damage, the pantograph of back car also receives the automatic problem of falling the bow of damage, the reliability and the usability of rail vehicle system have been guaranteed better.
The above description is only a preferred embodiment of the present application and is not intended to limit the present application, and various modifications and changes may be made by those skilled in the art. Any modification, equivalent replacement, improvement and the like made within the spirit and principle of the present application shall be included in the protection scope of the present application.
Claims (9)
1. A control circuit for a rail vehicle, the rail vehicle comprising a plurality of cars, each of the cars comprising two pantographs, respectively a first pantograph and a second pantograph, the control circuit comprising:
a power supply device;
a first control device electrically connected with the power supply device, the first control device comprising a control module, a first solenoid valve and a second solenoid valve, the control module being used for controlling the first solenoid valve or the second solenoid valve to be powered, the first solenoid valve being used for controlling the first pantograph to lift when powered, the second solenoid valve being used for controlling the second pantograph to lift when powered,
the control module comprises a first switch, a second switch and a first controller, the first controller comprises a first coil, a first normally open contact, a second normally open contact and a first normally closed contact, the first end of the first switch is electrically connected with the power supply device, the second end of the first switch is electrically connected with the first end of the second switch, the second end of the second switch is electrically connected with the first end of the first coil, the second end of the first coil is grounded, the first end of the first normally open contact is electrically connected with the second end of the first switch, the second end of the first normally open contact is grounded, the first end of the second normally open contact is electrically connected with the power supply device, the second end of the second normally open contact is electrically connected with the first end of the first electromagnetic valve, the first end of the first normally closed contact is electrically connected with the power supply device, the second end of the first normally closed contact is electrically connected with the first end of the second electromagnetic valve, and the second end of the first electromagnetic valve and the second end of the second electromagnetic valve are respectively grounded,
the control circuit further comprises a second control device, the second control device comprises a third switch, a third coil, a fourth coil and a fourth normally-closed contact, the fourth coil and the fourth normally-closed contact form a fourth controller, the third switch comprises a first gear and a second gear, when the first gear is closed, a first end of the first gear is electrically connected with the power supply device, and a second end of the first gear is electrically connected with a first end of the fourth normally-closed contact; when the second gear is closed, the first end of the second gear is electrically connected with the power supply device, the second end of the second gear is electrically connected with the first end of the fourth coil, the second end of the fourth normally-closed contact is electrically connected with the first end of the third coil, the second end of the third coil is grounded, the second end of the fourth coil is grounded, the control module further comprises a fourth normally-open contact and a fifth normally-open contact, the third coil, the fourth normally-open contact and the fifth normally-open contact form a third controller, the second normally-open contact is electrically connected with the power supply device through the fourth normally-open contact, and the first normally-closed contact is electrically connected with the power supply device through the fifth normally-open contact.
2. The control circuit of claim 1, further comprising a second controller, the second controller comprising a second coil, a third normally open contact, and a second normally closed contact, a second end of the first normally open contact being coupled to ground through the second coil, the first pantograph being electrically coupled to a catenary through the third normally open contact, the second pantograph being electrically coupled to the catenary through the second normally closed contact.
3. The control circuit of claim 2, wherein the first controller is a pantograph selection relay, the second controller is a pantograph selection contactor, the third controller is a pantograph raising relay, and the fourth controller is a pantograph lowering relay.
4. A rail vehicle, comprising:
a plurality of cars, each said car comprising two pantographs and the control circuit of any one of claims 1 to 3, said rail vehicle being connected to a catenary by at least two raised said pantographs, said at least two raised said pantographs being located on different said cars, respectively.
5. A control method of a rail vehicle according to claim 4, characterized by comprising:
determining whether a front vehicle is subjected to automatic pantograph descending in the running process of the railway vehicle, wherein the front vehicle is a forward carriage in carriages of a pantograph ascending in the running direction of the railway vehicle;
determining whether foreign matters exist on the contact net or not under the condition that the automatic bow lowering of the front vehicle is determined;
and under the condition that the foreign matter is determined on the contact net, controlling a rear vehicle to automatically lower the pantograph, wherein the rear vehicle is the vehicle behind the pantograph in the running direction of the rail vehicle.
6. The control method of claim 5, wherein determining whether automatic bow lowering of a leading vehicle occurs during operation of the rail vehicle comprises:
determining that automatic pantograph lowering occurs in a case where a pantograph lowering feedback signal of an automatic pantograph lowering device is received, the automatic pantograph lowering device being mounted on a pantograph of the railway vehicle, the automatic pantograph lowering device transmitting the pantograph lowering feedback signal when automatic pantograph lowering occurs;
determining a running direction of the rail vehicle in case of automatic bow lowering;
and determining whether the compartment with the automatic bow lowering is the front vehicle or not according to the running direction.
7. The control method according to claim 5, wherein determining whether there is a foreign object on a contact net in a case where it is determined that the automatic pantograph lowering of the preceding vehicle occurs includes:
acquiring a pantograph state picture of the position of the front vehicle where automatic pantograph lowering occurs, wherein the pantograph state picture comprises a contact network picture and a pantograph picture electrically connected with the contact network;
and determining whether foreign matters exist on the contact net or not according to the bow net state picture.
8. A control device of a railway vehicle according to claim 4, characterized by comprising:
a first determination unit configured to determine whether an automatic pantograph lowering has occurred in a preceding vehicle that is the vehicle ahead of a vehicle in which a pantograph is raised in a running direction of the rail vehicle during running of the rail vehicle;
the second determining unit is used for determining whether foreign matters exist on the contact net or not under the condition that the automatic bow lowering of the front vehicle is determined;
and the control unit is used for controlling a rear vehicle to automatically lower the pantograph under the condition that foreign matters exist on the contact net, wherein the rear vehicle is a vehicle compartment behind the pantograph in the running direction of the railway vehicle.
9. A rail vehicle system, characterized by comprising a rail vehicle and a control device of the rail vehicle for carrying out the control method of any one of claims 5 to 7.
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| CN114454723B (en) * | 2022-02-17 | 2023-07-07 | 中车株洲电力机车有限公司 | Pantograph control system and method and locomotive |
| GB2622609A (en) * | 2022-09-22 | 2024-03-27 | Hack Partners Ltd | System and method for managing pantograph arrangements on rail vehicles |
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| CN110466356A (en) * | 2019-08-09 | 2019-11-19 | 中车青岛四方机车车辆股份有限公司 | A kind of dual redundant pantograph control circuit |
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| DE102010053528A1 (en) * | 2010-11-30 | 2012-05-31 | Dialogika Gesellschaft Für Angewandte Informatik Mbh | System for the automatic connection and disconnection during the journey of a trolley vehicle |
| DE102014215573A1 (en) * | 2014-08-06 | 2016-02-11 | Siemens Aktiengesellschaft | Non-rail vehicle |
| CN104527435B (en) * | 2014-11-28 | 2017-02-22 | 中车青岛四方机车车辆股份有限公司 | 25KV pantograph control circuit |
| CN205601867U (en) * | 2016-05-18 | 2016-09-28 | 北京华兴致远科技发展有限公司 | Train contact net detection device |
| CN209904538U (en) * | 2018-09-17 | 2020-01-07 | 北京中车赛德铁道电气科技有限公司 | Automatic locking device system for pantograph |
| CN109733420B (en) * | 2019-01-04 | 2020-11-24 | 中车青岛四方机车车辆股份有限公司 | Train storage battery traction system and method and train |
| CN110509774B (en) * | 2019-08-29 | 2021-07-23 | 中车青岛四方机车车辆股份有限公司 | Pantograph control circuit and train |
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| CN110466356A (en) * | 2019-08-09 | 2019-11-19 | 中车青岛四方机车车辆股份有限公司 | A kind of dual redundant pantograph control circuit |
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