CN114162149B - Train traction cutting control device and traction cutting control method - Google Patents

Train traction cutting control device and traction cutting control method Download PDF

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Publication number
CN114162149B
CN114162149B CN202210046743.7A CN202210046743A CN114162149B CN 114162149 B CN114162149 B CN 114162149B CN 202210046743 A CN202210046743 A CN 202210046743A CN 114162149 B CN114162149 B CN 114162149B
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China
Prior art keywords
relay
circuit
traction
power supply
train
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CN202210046743.7A
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CN114162149A (en
Inventor
阮铮
李玉山
高吉磊
李旭阳
赵雷廷
张建军
张波
杨伟君
曹宏发
赵红卫
康晶辉
刘伟志
赵震
刘东辉
王永翔
许文中
张哲瑞
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China Academy of Railway Sciences Corp Ltd CARS
Locomotive and Car Research Institute of CARS
Beijing Zongheng Electromechanical Technology Co Ltd
Tieke Aspect Tianjin Technology Development Co Ltd
Original Assignee
China Academy of Railway Sciences Corp Ltd CARS
Locomotive and Car Research Institute of CARS
Beijing Zongheng Electromechanical Technology Co Ltd
Tieke Aspect Tianjin Technology Development Co Ltd
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Publication of CN114162149A publication Critical patent/CN114162149A/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C17/00—Arrangement or disposition of parts; Details or accessories not otherwise provided for; Use of control gear and control systems
    • 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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M1/00—Details of apparatus for conversion
    • H02M1/36—Means for starting or stopping converters
    • 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)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Automation & Control Theory (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Abstract

The invention provides a train traction cutting control device and a train traction cutting control method, which can be used in the technical field of train traction control. The device comprises: the power supply module is used for supplying power to the pulse output module of the train traction converter inversion control unit; the power supply circuit comprises a relay combination, and is connected between the power supply module and the pulse output module and is used for being turned off after the relay combination is turned off so as to cut off the power supply of the power supply module to the pulse output module, wherein the relay combination comprises at least one relay; the first control circuit is connected with the train traction blocking hard line and is also connected with the relay combination and is used for controlling the working state of the relay combination according to the traction blocking hard line signal, wherein the working state of the relay combination comprises on and off. The train traction cutting control device and the train traction cutting control method provided by the embodiment of the invention can improve the timeliness and reliability of cutting traction under the emergency braking working condition of the train.

Description

Train traction cutting control device and traction cutting control method
Technical Field
The invention relates to the technical field of train traction control, in particular to a train traction cutting control device and a train traction cutting control method.
Background
Generally, a traction control system of a train is mainly divided into 3 levels, namely an inversion control unit, a traction control unit and a train control management system. The lowest level is an inversion control unit, and the inversion control unit mainly aims at driving a motor to carry out traction or electric braking work according to instructions of the traction control unit and feeding back a corresponding state to the traction control unit; the middle level is a traction control unit and mainly used for receiving an instruction from a train control management system and state feedback of an inversion control unit to complete the work of the traction unit; the highest level is a train control management system, and the main function of the train control management system is to send instructions to train subsystems including a traction control unit and receive state feedback of each subsystem so as to finish the work of traction, braking and the like of the train. The vast majority of the data interaction between the inverter control unit and the traction control unit is usually performed via a field bus, such as a CAN bus. The traction control unit and the train control management system typically interact with data via a train network.
Safe, reliable and stable operation of the train system is of paramount importance. Emergency braking refers to braking that rapidly decelerates the train and achieves emergency stopping within a minimum distance. When the train issues an emergency braking command, the train control system needs to respond quickly, reliably and cut off traction. At present, various traction cutting schemes for emergency braking of trains proposed in the prior art mainly have the following defects:
The traction control unit acquires a traction blocking hard line signal, and then sends instruction software to the inversion control unit according to the signal to cut off the scheme of train traction. The scheme has the biggest problems that multilevel software operation exists, data communication interaction is carried out through a field bus, timeliness is low, and rapid cutting and traction of a system are difficult to ensure.
Disclosure of Invention
Aiming at the problems in the prior art, the embodiment of the invention provides a train traction cutting control device and a train traction cutting control method, which can at least partially solve the problems in the prior art.
In one aspect, the present invention provides a train traction cut-off control device, including:
The power supply module is used for supplying power to the pulse output module of the train traction converter inversion control unit;
the power supply circuit comprises a relay combination, and the power supply circuit is connected between the power supply module and the pulse output module and is used for being disconnected after the relay combination is closed so as to cut off the power supply of the power supply module to the pulse output module, wherein the relay combination comprises at least one relay;
the first control circuit is connected with the train traction blocking hard line and is also connected with the relay combination and is used for controlling the working state of the relay combination according to the traction blocking hard line signal, wherein the working state of the relay combination comprises on and off.
Optionally, the apparatus further includes:
And the second control circuit is connected with the relay combination, the inversion control unit and the first control circuit and is used for controlling the first control circuit to enter normal operation according to the initial working state of the relay combination when receiving the starting signal sent by the inversion control unit.
Optionally, the relay combination includes a first relay and a second relay connected in series with each other;
The first control circuit comprises a first control sub-circuit and a second control sub-circuit, wherein,
The first control sub-circuit is connected with the train traction locking hard wire and also connected with the first relay and is used for controlling the on and off of the first relay according to the traction locking hard wire signal;
The second control sub-circuit is connected with the train traction locking hard wire and is also connected with the second relay and used for controlling the on and off of the second relay according to the traction locking hard wire signal.
Optionally, the second control circuit comprises a third relay and a fourth relay, wherein,
The inversion control unit is connected with the coil of the fourth relay, and the power module is connected with one of a group of normally open contacts of the fourth relay;
The first end of the first parallel circuit is connected to the other contact of the normally open contact set of the fourth relay;
the second end of the first parallel circuit is connected with one end of a coil of the third relay, and the other end of the coil of the third relay is connected with a loop of the power supply module.
Optionally, the first control sub-circuit includes a second parallel circuit formed by connecting a group of normally open contacts of the first relay and a group of normally open contacts of the third relay in parallel, one end of the second parallel circuit is connected with the traction lockout hard wire, the other end of the second parallel circuit is connected with one end of a coil of the first relay, and the other end of the coil of the first relay is connected with a loop of the traction lockout hard wire; and/or
The second control sub-circuit comprises a third parallel circuit formed by connecting a group of normally open contacts of the second relay and a group of normally open contacts of the third relay in parallel, one end of the third parallel circuit is connected with the traction locking hard wire, the other end of the third parallel circuit is connected with one end of a coil of the second relay, and the other end of the coil of the second relay is connected with a loop of the traction locking hard wire.
Optionally, the set of normally closed contacts of the third relay is further connected to the power supply circuit, in which the set of normally closed contacts of the third relay is connected in series with the set of normally open contacts of the first relay and the set of normally open contacts of the second relay.
Optionally, the first relay, the second relay and the third relay are contact forced guiding type relays respectively.
Optionally, the power supply circuit further includes a first fuse, and the first fuse, the first relay, and the second relay are connected in series; and/or
The first control sub-circuit further includes a second fuse connected in series with the second parallel circuit; and/or
The second control sub-circuit further includes a third fuse connected in series with the third parallel circuit.
On the other hand, the invention provides a train traction excision control method, which is based on the train traction excision control device according to any embodiment, and comprises the following steps:
The first control circuit controls the relay combination to be switched on or off according to the train traction blocking hard wire signal;
when the relay combination is turned off, the power supply circuit is disconnected to cut off the power supply of the power supply module to the pulse output module of the inversion control unit.
Optionally, the first control circuit controls the relay combination to be turned on or off according to the train traction lockout hard line signal, including:
When receiving a starting signal sent by the inversion control unit, the second control circuit controls the first control circuit to enter normal operation according to the initial working state of the relay combination;
And the first control circuit controls the relay to be combined to be switched on or switched off according to the train traction lockout hard wire signal during normal operation.
Optionally, when the second control circuit receives the start signal sent by the inversion control unit, controlling the first control circuit to enter normal operation according to the initial working state of the relay combination includes:
when receiving a starting signal sent by the inversion control unit, the fourth relay is powered on by a coil of the fourth relay, and a normally open contact of the fourth relay is conducted;
When the normally closed contact of the first relay and the normally closed contact of the second relay in the relay combination are conducted, the coil of the third relay is electrified, the normally open contact of the third relay is conducted, and the first control circuit works normally.
Optionally, when the normally closed contact of the first relay and/or the normally closed contact of the second relay in the relay combination are/is opened, the coil of the third relay cannot be electrified, the normally open contact of the third relay is kept to be turned off, and the first control circuit stops working.
Optionally, when the first control circuit works normally, according to the train traction blocking hard line signal, controlling the relay combination to turn on or off the traction blocking hard line includes:
for the first control sub-circuit, after the normally open contact of the third relay is conducted, when the train is not subjected to traction blocking, the coil of the first relay is electrified from the traction blocking hard wire, and the normally open contact of the first relay is conducted; when the train is blocked, the coil of the first relay is deenergized, and the normally open contact of the first relay is turned off;
for the second control sub-circuit, after the normally open contact of the third relay is conducted, when the train is not subjected to traction blocking, the coil of the second relay is electrified from the traction blocking hard wire, and the normally open contact of the second relay is conducted; when the train is blocked, the coil of the second relay is deenergized, and the normally open contact of the second relay is turned off.
Optionally, when the inverter control unit stops outputting the start signal, the coil of the fourth relay is powered off, and then the normally open contact of the fourth relay is turned off, the coil of the third relay is powered off, and the normally open contact of the third relay is turned off, and the normally closed contact of the third relay is turned on.
Optionally, when the relay combination is turned off, the power supply circuit is turned off to cut off the power supply from the power supply module to the pulse output module of the inverter control unit, including:
when the normally open contact of the first relay and/or the normally open contact of the second relay are/is turned off, the power supply circuit is disconnected so as to cut off the power supply of the power supply module to the pulse output module of the inversion control unit.
According to the train traction cutting control device and the train traction cutting control method provided by the embodiment of the invention, the first control circuit controls the relay to be combined on or off according to the train traction locking hard wire signal; when the relay combination is conducted, the power supply circuit is conducted so that the power supply module supplies power to the pulse output module of the inversion control unit; when the relay combination is turned off, the power supply circuit is disconnected, the pulse output module is powered off, and the traction capacity of the traction converter is cut off. Therefore, the signals for cutting off traction during the emergency braking of the train do not need to be judged by any software control algorithm in the inversion control unit, the traction control unit and the train control management system, the traction cutting-off work is directly completed by hardware, and the timeliness and the reliability of cutting off traction under the emergency braking working condition of the train are improved.
Drawings
In order to more clearly illustrate the embodiments of the invention or the technical solutions in the prior art, the drawings that are required in the embodiments or the description of the prior art will be briefly described, it being obvious that the drawings in the following description are only some embodiments of the invention, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art. In the drawings:
Fig. 1 is a schematic diagram of a connection relationship between a train traction cut-off control device and a train traction converter inversion control unit and a train traction lockout hard line according to an embodiment of the present invention.
Fig. 2 is a schematic structural diagram of a train traction cut-off control device according to an embodiment of the present invention.
Fig. 3 is a schematic structural diagram of a power supply circuit, a first control circuit and a second control circuit of the train traction cut-off control device according to an embodiment of the present invention.
Fig. 4 is a flow chart of a train traction cut-off control method according to an embodiment of the invention.
Fig. 5 is a schematic partial flow chart of a train traction cut-off control method according to an embodiment of the invention.
Fig. 6 is a schematic partial flow chart of a train traction cut-off control method according to an embodiment of the invention.
Detailed Description
For the purpose of making the objects, technical solutions and advantages of the embodiments of the present application more apparent, the embodiments of the present application will be described in further detail with reference to the accompanying drawings. The exemplary embodiments of the present application and their descriptions herein are for the purpose of explaining the present application, but are not to be construed as limiting the application. It should be noted that, without conflict, the embodiments of the present application and features of the embodiments may be arbitrarily combined with each other.
As shown in fig. 1, a train traction excision control device 1 provided by the embodiment of the invention can be arranged inside a train traction converter 2; fig. 2 is a schematic structural diagram of a train traction cut-off control device 1 according to an embodiment of the present invention, as shown in fig. 1, 2 and 3, the device includes:
The power module 11 is used for supplying power to the pulse output module 211 of the inversion control unit 21 of the train traction converter 2;
A power supply circuit 12 including a relay assembly 121, wherein the power supply circuit 12 is connected between the power supply module 11 and the pulse output module 211, and is configured to be disconnected after the relay assembly 121 is turned off, so as to cut off power supplied from the power supply module 11 to the pulse output module 211, and the relay assembly 121 includes at least one relay;
the first control circuit 13 is connected with the train traction blocking hard wire 3 and is also connected with the relay assembly 121, and is used for controlling the working state of the relay assembly 121 according to the traction blocking hard wire signal, wherein the working state of the relay assembly 121 comprises on and off.
In this embodiment, the pulse output module 211 of the inverter control unit 21 is configured to convert the control signal generated by the inverter control unit 21 into a pulse signal and output the pulse signal to the driving device, when the pulse output module 211 is powered on, the pulse output module 211 converts the control signal generated by the inverter control unit 21 into a pulse signal and outputs the pulse signal, and when the pulse output module 211 is powered off, no control signal is output by the inverter control unit 21, i.e. the traction capability of the traction converter 2 is cut off.
The power supply circuit 12 is connected with the power supply module 11 and the pulse output module 211, when the power supply circuit 12 is conducted, the power supply module 11 supplies power to the pulse output module 211, and the pulse output module 211 is powered on; when the power supply circuit 12 is turned off, the pulse output module 211 is powered off. The on or off state of the power supply circuit 12 is related to the operation state of the relay assembly 121, and after the relay assembly 121 is turned on, the power supply circuit 12 is turned on, so that the power supply module 11 supplies power to the pulse output module 211.
The train traction lock hard line 3 is used for transmitting traction lock signals, for example, when the train is not in traction lock, the traction lock hard line transmits 110V voltage signals, and when the train is in traction lock, the traction lock hard line transmits 0V voltage signals (namely traction lock signals); the first control circuit 13 is configured to control the working state of the relay assembly 121 according to a signal transmitted by the traction block hard wire 3, for example, when the traction block hard wire signal is a 110V voltage signal, control the relay assembly 121 to be turned on, and when the traction block hard wire signal is a 0V voltage signal, control the relay assembly 121 to be turned off.
According to the train traction cutting control device provided by the embodiment of the invention, the first control circuit 13 controls the relay combination 121 to be switched on or off according to the signal of the train traction locking hard wire 3; when the relay combination 121 is turned on, the power supply circuit 12 is turned on to make the power supply module 11 supply power to the pulse output module 211 of the inverter control unit 21; when the relay assembly 121 is turned off, the power supply circuit 12 is turned off, the pulse output module 211 is powered off, and the traction capability of the traction converter 2 is cut off. Therefore, the signals for cutting off traction during the emergency braking of the train do not need to be judged by any software control algorithm in the inversion control unit, the traction control unit and the train control management system, the traction cutting-off work is directly completed by hardware, and the timeliness and the reliability of cutting off traction under the emergency braking working condition of the train are improved.
As shown in fig. 1, 2 and 3, optionally, the apparatus may further include: the second control circuit 14 is connected to the relay assembly 121, the inverter control unit 21, and the first control circuit 13, and is configured to control an operation state of the first control circuit 13 according to an operation state of the relay assembly 121 when receiving a start signal sent by the inverter control unit 21, where the operation state of the first control circuit 13 includes normal operation and stop operation. In this embodiment, the inverter control unit 21 may send a start signal to the second control circuit 14 once after each power-up start and before outputting a control signal, where the start signal may be a pulse signal with a duration of T, for example, t=1 second; the second control circuit 14 detects whether the relay assembly 121 fails within the time T for which the start signal continues, and specifically, the second control circuit 14 may detect whether the normally closed contact is closed or whether the normally open contact is turned on when the coil of each relay in the relay assembly 121 is not powered. When the operation state of the relay assembly 121 is normal, the first control circuit 13 is controlled to start to operate normally, and when the operation state of the relay assembly 121 is abnormal, the first control circuit 13 is controlled to keep the state of stopping operation. Therefore, the train traction cutting control device has a power-on self-checking function, and the reliability of the train traction cutting control device is further ensured.
As shown in fig. 2 and 3, alternatively, in any of the above embodiments, the relay assembly 121 may include a first relay 1211 and a second relay 1212 connected in series with each other, and the power supply circuit 12 is turned on after the first relay 1211 and the second relay 1212 are turned on;
The first control circuit 13 comprises a first control sub-circuit 131 and a second control sub-circuit 132, wherein,
The first control sub-circuit 131 is connected with the train traction blocking hard wire 3 and is also connected with the first relay 1211, and is used for controlling the on and off of the first relay 1211 according to a traction blocking hard wire signal;
The second control sub-circuit 132 is connected to the train traction blocking hard line 3 and is also connected to the second relay 1212, and is configured to control on and off of the second relay 1212 according to a traction blocking hard line signal.
In this embodiment, the train traction blocking hard wire 3 may have dual redundancy, and the first control sub-circuit 131 and the second control sub-circuit 132 are respectively connected to the two train traction blocking hard wires 3; if the train traction lockout hard line 3 has only one signal, it may be divided into two redundant signals and input to the first control sub-circuit 131 and the second control sub-circuit 132, respectively.
Since the traction lockout hard wire 3 is double redundant, that is, the first control sub-circuit 131 and the second control sub-circuit 132 are double redundant, when in emergency braking, as long as one or both of the first relay 1211 and the second relay 1212 are turned off, the power supply circuit 12 is disconnected, the pulse output module 211 is powered off, and traction is cut off. The reliability of cutting and traction under the emergency braking working condition of the train is further improved. And when any one or two paths of the double-redundancy first control circuit 13 fail, the traction can be discovered and cut off, so that the system can be ensured to start to operate without failure.
As shown in fig. 1 and 3, alternatively, in the above embodiment, the second control circuit 14 may include a third relay 141 and a fourth relay 142, wherein,
The inverter control unit 21 is connected with the coil of the fourth relay 142, and the power module 11 is connected with one of a set of normally open contacts of the fourth relay 142;
The normally closed contacts of the first relay 1211 and the normally closed contacts of the second relay 1212 are connected in series and then connected in parallel to the normally open contacts of the third relay 141 to form a first parallel circuit, and a first end of the first parallel circuit is connected to another contact of the normally open contacts of the fourth relay 142;
a second end of the first parallel circuit is connected to one end of the coil of the third relay 141, and the other end of the coil of the third relay 141 is connected to the loop of the power module 11.
In this embodiment, when the coil of each relay is not energized, the normally-closed contact is in an on state, and the normally-open contact is in an off state. When the inverter control unit 21 outputs the start signal (may be a pulse signal, and has a duration of T), the coil of the fourth relay 142 is energized, and the normally open contact of the fourth relay 142 is turned on.
At this time, if the power module 11 makes the coil of the third relay 141 be electrified through the loop formed by the fourth relay 142, the normally closed contact of the first relay 1211, the normally closed contact of the second relay 1212, the coil of the third relay 141 and the loop of the power module 11, the normally open contact of the third relay 141 is turned on, the normally closed contact of the third relay 141 is turned off, and the third relay 141 realizes self-locking, it is explained that the normally closed contact of the first relay 1211 and the normally closed contact of the second relay 1212 are in the on state when the coil is not electrified, and it may be preliminarily determined that the first relay 1211 and the second relay 1212 have no fault.
If the coil of the third relay 141 is not energized, the normally open contact of the third relay 141 remains in a normally open state, and it may be determined that the first relay 1211 and/or the second relay 1212 is malfunctioning.
In the above embodiment, the fourth relay 142 is used to turn on the loop formed by the power module 11, the fourth relay 142, the normally closed contact of the first relay 1211, the normally closed contact of the second relay 1212, the coil of the third relay 141, and the loop of the power module 11 after receiving the start signal of the inverter control unit 21, and the fourth relay 142 may also be a solid state relay.
As shown in fig. 3, optionally, the first control sub-circuit 131 includes a second parallel circuit formed by connecting a set of normally open contacts of the first relay 1211 and a set of normally open contacts of the third relay 141 in parallel, one end of the second parallel circuit is connected to the traction locking hard wire 3, the other end is connected to one end of a coil of the first relay 1211, and the other end of the coil of the first relay 1211 is connected to a loop of the traction locking hard wire 3; and/or
The second control sub-circuit 132 includes a third parallel circuit formed by connecting a set of normally open contacts of the second relay 1212 and a set of normally open contacts of the third relay 141 in parallel, one end of the third parallel circuit is connected to the traction lock hard wire 3, the other end is connected to one end of a coil of the second relay 1212, and the other end of the coil of the second relay 1212 is connected to a loop of the traction lock hard wire 3.
In this embodiment, when the first relay 1211 and the second relay 1212 are not faulty, since the group of normally open contacts of the third relay 141 in the first control sub-circuit 131 is turned on, when the train is not in the emergency braking condition, the traction lock hard wire 3, the group of normally open contacts of the third relay 141, the coil of the first relay 1211, and the circuit of the traction lock hard wire 3 form a circuit, the coil of the first relay 1211 is powered on, the normally open contact of the first relay 1211 is turned on, the normally closed contact of the first relay 1211 is turned off, and the first relay 1211 realizes self-locking.
Similarly, when the train is not in the emergency braking working condition, the second control sub-circuit 132 controls the normally open contact of the second relay 1212 to be turned on, the normally closed contact of the second relay 1212 to be turned off, and the second relay 1212 realizes self-locking.
After the normally open contact of the first relay 1211 and the normally open contact of the second relay 1212 are turned on, the relay combination 121 formed by connecting the first relay 1211 and the second relay 1212 in series is turned on, so that the power module 11 supplies power to the pulse output module 211.
As shown in fig. 3, optionally, the set of normally-closed contacts of the third relay 141 is further connected to the power supply circuit 12, and in the power supply circuit 12, the set of normally-closed contacts of the third relay 141 is connected in series with the set of normally-open contacts of the first relay 1211 and the set of normally-open contacts of the second relay 1212.
In this embodiment, since the start signal (pulse control signal) sent by the inverter control unit 21 only lasts for T time, after the pulse is ended, the fourth relay 142 is turned off by power failure, the coil of the third relay 141 is turned off, the normally open contact of the third relay 141 is turned off, and the normally closed contact of the third relay 141 is turned on. If the second control circuit 14 is always powered on, the normally closed contact point of the third relay 141 will be in an off state, the power supply circuit 12 is disconnected, the pulse output module 211 is powered off, and the system power-on self-test is not passed.
After the first control sub-circuit 131 and the second control sub-circuit 132 are turned on and the normally closed contact of the third relay 141 is turned on, the power supply circuit 12 is turned on, the power module 11 supplies power to the pulse output module 211 through the normally open contact of the first relay 1211, the normally open contact of the second relay 1212 and the normally closed contact of the third relay 141, the train traction system can normally output traction force, the train traction cutting control device is powered on for self-checking, and a safety protection function of hardware cutting traction under an emergency braking working condition is established.
When the train is braked emergently, the traction locking hard wire 3 is powered off, the coil of the first relay 1211 and the coil of the second relay 1212 are powered off, the normally open contact of the first relay 1211 and the normally open contact of the second relay 1212 are turned off, the pulse output module 211 is powered off immediately, the train traction system loses the output capability, and the train cuts off the train traction.
As shown in fig. 3, the first relay 1211, the second relay 1212, and the third relay 141 are optionally contact force-guiding relays, respectively.
The contact forced guiding type relay is low in failure rate and has a forced guiding contact structure, so that the normally open contact and the normally closed contact of the contact forced guiding type relay can be guaranteed not to be conducted simultaneously, and further the reliability of a train traction cutting control device can be improved.
As shown in fig. 3, the power supply circuit 12 further includes a first fuse 122, and the first fuse 122, the first relay 1211, and the second relay 1212 are connected in series; and/or
The first control sub-circuit 131 further includes a second fuse 1311, the second fuse 1311 being connected in series with the second parallel circuit; and/or
The second control sub-circuit 132 further includes a third fuse 1321, the third fuse 1321 being connected in series with the third parallel circuit.
In this embodiment, when the power supply circuit 12 has a short-circuit fault, the first fuse 122 is fused by the overcurrent, the power supply circuit 12 is disconnected, the pulse output module 211 is powered off, and the traction is cut off.
When the first control sub-circuit 131 or the second control sub-circuit 132 has a short circuit fault, the second fuse 1311 or the third fuse 1321 will be blown by the overcurrent, the first control sub-circuit 131 or the second control sub-circuit 132 is opened, the normally open contact of the first relay 1211 or the normally open contact of the second relay 1212 is closed, the power supply circuit 12 is opened, the pulse output module 211 is powered off, and the traction is cut off. The design of the fuse further improves the reliability of the train traction cutting control device.
Fig. 4 is a schematic flow chart of a train traction removal control method according to an embodiment of the present invention, as shown in fig. 4, where the train traction removal control method according to the embodiment of the present invention is based on the train traction removal control device according to any one of the above embodiments, and the method includes:
S201, a first control circuit controls the relay combination to be switched on or off according to the train traction locking hard wire signal;
In the step, when the train is not in traction blocking, the traction blocking hard line signal can be a 110V voltage signal, and when the train is in traction blocking, the traction blocking hard line signal can be a 0V voltage signal (namely a traction blocking signal); when the train is not blocked by traction, the first control circuit can control the relay to be combined and conducted according to the traction blocking hard wire signal; when the train is blocked by traction, the first control circuit can control the relay to be combined and turned off according to the traction blocking hard wire signal.
And S202, when the relay combination is turned off, the power supply circuit is disconnected to cut off the power supply of the power supply module to the pulse output module of the inversion control unit.
When the train is not blocked, the first control circuit can control the relay to be combined and conducted according to the traction blocking hard line signal, so that the power supply circuit is conducted, the power supply module supplies power to the pulse output module of the inversion control unit, and the pulse output module of the inversion control unit normally outputs a pulse signal. When the relay combination is turned off, the power supply circuit is disconnected, the pulse output module is powered off, and the traction capacity of the traction converter is cut off.
According to the train traction cutting control method provided by the embodiment of the invention, the first control circuit controls the relay combination to be switched on or off according to the signal of the train traction blocking hard wire; when the relay combination is turned off, the power supply circuit is disconnected, the pulse output module is powered off, and the traction capacity of the traction converter is cut off. Therefore, the signals for cutting off traction during the emergency braking of the train do not need to be judged by any software control algorithm in the inversion control unit, the traction control unit and the train control management system, the traction cutting-off work is directly completed by hardware, and the timeliness and the reliability of cutting off traction under the emergency braking working condition of the train are improved.
As shown in fig. 5, optionally, the first control circuit controls the relay to be turned on or off according to the train traction lockout hard wire signal, including:
S2011, when a second control circuit receives a starting signal sent by the inversion control unit, controlling the first control circuit to work normally according to the initial working state of the relay combination;
in this step, the start signal may be a pulse signal with a duration of T, and during the duration of the pulse signal, the second control circuit may control the operation state of the first control circuit according to the operation state of the relay assembly, for example, when the operation state of the relay assembly is normal (i.e., when the relay assembly is not faulty), control the first control circuit to start to operate normally, and when the operation state of the relay assembly is abnormal (i.e., when the relay assembly is faulty), control the first control circuit to start to maintain a stop operation state or stop operation. And 2012, when the first control circuit works normally, the relay combination is controlled to be turned on or turned off according to the train traction lockout hard wire signal.
In this step, the specific step of controlling the relay combination to be turned on or off according to the train traction lockout hard wire signal when the first control circuit is in normal operation may be referred to the related description in the above device embodiment, and will not be described herein.
As shown in fig. 6, optionally, when the second control circuit receives the start signal sent by the inverter control unit, the second control circuit controls the first control circuit to enter into normal operation according to the initial working state of the relay combination:
S20111, when the fourth relay receives a starting signal sent by the inversion control unit, a coil of the fourth relay is electrified, and a normally open contact of the fourth relay is conducted;
And S20112, when the normally closed contact of the first relay and the normally closed contact of the second relay in the relay combination are conducted, the coil of the third relay is electrified, the normally open contact of the third relay is conducted, and the first control circuit works normally.
In this embodiment, when the second control circuit receives the start signal sent by the inverter control unit, the specific step of controlling the first control circuit to enter into normal operation according to the initial working state of the relay combination may be referred to the specific description of the embodiment of the apparatus, which is not repeated herein.
Optionally, in the above embodiment, the method further includes: when the normally closed contact of the first relay and/or the normally closed contact of the second relay in the relay combination are/is disconnected, the coil of the third relay cannot be electrified, the normally open contact of the third relay is kept to be turned off, and the first control circuit stops working.
Optionally, when the first control circuit works normally, controlling the relay to be turned on or off according to the train traction blocking hard line signal includes:
for the first control sub-circuit, after the normally open contact of the third relay is conducted, when the train is not subjected to traction blocking, the coil of the first relay is electrified from the traction blocking hard wire, and the normally open contact of the first relay is conducted; when the train is blocked, the coil of the first relay is deenergized, and the normally open contact of the first relay is turned off;
for the second control sub-circuit, after the normally open contact of the third relay is conducted, when the train is not subjected to traction blocking, the coil of the second relay is electrified from the traction blocking hard wire, and the normally open contact of the second relay is conducted; when the train is blocked, the coil of the second relay is deenergized, and the normally open contact of the second relay is turned off.
Optionally, when the inverter control unit stops outputting the start signal, the coil of the fourth relay is powered off, and then the normally open contact of the fourth relay is turned off, the coil of the third relay is powered off, and the normally open contact of the third relay is turned off, and the normally closed contact of the third relay is turned on.
Optionally, when the relay combination is turned off, the power supply circuit is turned off to cut off the power supply from the power supply module to the pulse output module of the inverter control unit, including:
when the normally open contact of the first relay and/or the normally open contact of the second relay are/is turned off, the power supply circuit is disconnected so as to cut off the power supply of the power supply module to the pulse output module of the inversion control unit.
The embodiment of the method provided by the embodiment of the present invention may be specifically applied to the above device embodiment, and the specific flow thereof will not be described herein again, and reference may be made to the detailed description of the above device embodiment.
In the description of the present specification, reference to the terms "one embodiment," "one particular embodiment," "some embodiments," "for example," "an example," "a particular example," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiments or examples. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.
The foregoing description of the embodiments has been provided for the purpose of illustrating the general principles of the invention, and is not meant to limit the scope of the invention, but to limit the invention to the particular embodiments, and any modifications, equivalents, improvements, etc. that fall within the spirit and principles of the invention are intended to be included within the scope of the invention.

Claims (10)

1. A train traction cut-off control device, characterized by being disposed inside a train traction converter, the device comprising:
The power supply module is used for supplying power to the pulse output module of the train traction converter inversion control unit;
the power supply circuit comprises a relay combination, and the power supply circuit is connected between the power supply module and the pulse output module and is used for being disconnected after the relay combination is closed so as to cut off the power supply of the power supply module to the pulse output module, wherein the relay combination comprises at least one relay;
The first control circuit is connected with the train traction blocking hard line and also connected with the relay combination and is used for controlling the working state of the relay combination according to the traction blocking hard line signal, wherein the working state of the relay combination comprises on and off;
the apparatus further comprises:
The second control circuit is connected with the relay combination, the inversion control unit and the first control circuit and is used for controlling the first control circuit to enter normal operation according to the initial working state of the relay combination when receiving a starting signal sent by the inversion control unit;
the relay combination comprises a first relay and a second relay which are mutually connected in series;
The first control circuit comprises a first control sub-circuit and a second control sub-circuit, wherein,
The first control sub-circuit is connected with the train traction locking hard wire and also connected with the first relay and is used for controlling the on and off of the first relay according to the traction locking hard wire signal;
the second control sub-circuit is connected with the train traction locking hard wire and also connected with the second relay and is used for controlling the on and off of the second relay according to the traction locking hard wire signal;
the second control circuit comprises a third relay and a fourth relay, wherein,
The inversion control unit is connected with the coil of the fourth relay, and the power module is connected with one of a group of normally open contacts of the fourth relay;
The first end of the first parallel circuit is connected to the other contact of the normally open contact set of the fourth relay;
the second end of the first parallel circuit is connected with one end of a coil of the third relay, and the other end of the coil of the third relay is connected with a loop of the power supply module.
2. The apparatus of claim 1, wherein the first control sub-circuit comprises a second parallel circuit formed by a set of normally open contacts of the first relay and a set of normally open contacts of the third relay in parallel, one end of the second parallel circuit being connected to the traction block hard wire, the other end being connected to one end of a coil of the first relay, the other end of the coil of the first relay being connected to a return of the traction block hard wire; and/or
The second control sub-circuit comprises a third parallel circuit formed by connecting a group of normally open contacts of the second relay and a group of normally open contacts of the third relay in parallel, one end of the third parallel circuit is connected with the traction locking hard wire, the other end of the third parallel circuit is connected with one end of a coil of the second relay, and the other end of the coil of the second relay is connected with a loop of the traction locking hard wire.
3. The apparatus of claim 2, wherein the set of normally closed contacts of the third relay are further connected to the power supply circuit in which the set of normally closed contacts of the third relay are in series with the set of normally open contacts of the first relay and the set of normally open contacts of the second relay.
4. A device according to claim 3, wherein the first, second and third relays are contact force directed relays, respectively.
5. The apparatus of claim 3, wherein the power supply circuit further comprises a first fuse, the first relay, and the second relay being in series; and/or
The first control sub-circuit further includes a second fuse connected in series with the second parallel circuit; and/or
The second control sub-circuit further includes a third fuse connected in series with the third parallel circuit.
6. A train traction cut control method, characterized by being based on the train traction cut control device according to any one of the preceding claims 1 to 5, comprising:
The first control circuit controls the relay combination to be switched on or off according to the train traction blocking hard wire signal;
when the relay combination is turned off, the power supply circuit is disconnected to cut off the power supply of the power supply module to the pulse output module of the inversion control unit;
The first control circuit controls the relay combination to be turned on or off according to the train traction lockout hard line signal, and the method comprises the following steps:
When receiving a starting signal sent by the inversion control unit, the second control circuit controls the first control circuit to enter normal operation according to the initial working state of the relay combination;
When the first control circuit works normally, the relay combination is controlled to be turned on or turned off according to the train traction blocking hard wire signal;
When receiving the starting signal sent by the inversion control unit, the second control circuit controls the first control circuit to enter normal operation according to the initial working state of the relay combination, wherein the control circuit comprises the following steps:
when receiving a starting signal sent by the inversion control unit, the fourth relay is powered on by a coil of the fourth relay, and a normally open contact of the fourth relay is conducted;
When the normally closed contact of the first relay and the normally closed contact of the second relay in the relay combination are conducted, the coil of the third relay is electrified, the normally open contact of the third relay is conducted, and the first control circuit works normally.
7. The method of claim 6, wherein the method further comprises:
When the normally closed contact of the first relay and/or the normally closed contact of the second relay in the relay combination are/is disconnected, the coil of the third relay cannot be electrified, the normally open contact of the third relay is kept to be turned off, and the first control circuit stops working.
8. The method of claim 6, wherein the first control circuit controlling the relay combination to turn on or off in response to the train traction lockout hard wire signal during normal operation comprises:
for the first control sub-circuit, after the normally open contact of the third relay is conducted, when the train is not subjected to traction blocking, the coil of the first relay is electrified from the traction blocking hard wire, and the normally open contact of the first relay is conducted; when the train is blocked, the coil of the first relay is deenergized, and the normally open contact of the first relay is turned off;
for the second control sub-circuit, after the normally open contact of the third relay is conducted, when the train is not subjected to traction blocking, the coil of the second relay is electrified from the traction blocking hard wire, and the normally open contact of the second relay is conducted; when the train is blocked, the coil of the second relay is deenergized, and the normally open contact of the second relay is turned off.
9. The method of claim 8, wherein when the inverter control unit stops outputting the start signal, the coil of the fourth relay is de-energized, and thus the normally open contact of the fourth relay is turned off, the coil of the third relay is de-energized, and the normally open contact of the third relay is turned off and the normally closed contact is turned on.
10. The method according to claim 8 or 9, wherein the power supply circuit being turned off to cut off the power supply of the power supply module to the pulse output module of the inverter control unit when the relay combination is turned off includes:
when the normally open contact of the first relay and/or the normally open contact of the second relay are/is turned off, the power supply circuit is disconnected so as to cut off the power supply of the power supply module to the pulse output module of the inversion control unit.
CN202210046743.7A 2022-01-14 2022-01-14 Train traction cutting control device and traction cutting control method Active CN114162149B (en)

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CN216943048U (en) * 2022-01-14 2022-07-12 中国铁道科学研究院集团有限公司 Train traction cutting control device

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CN112158083A (en) * 2020-09-24 2021-01-01 中车株洲电力机车有限公司 Locomotive traction cutting control system and method under emergency braking
CN216943048U (en) * 2022-01-14 2022-07-12 中国铁道科学研究院集团有限公司 Train traction cutting control device

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