CN114228757B - Train control method and device and train - Google Patents
Train control method and device and train Download PDFInfo
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- CN114228757B CN114228757B CN202210049047.1A CN202210049047A CN114228757B CN 114228757 B CN114228757 B CN 114228757B CN 202210049047 A CN202210049047 A CN 202210049047A CN 114228757 B CN114228757 B CN 114228757B
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- train
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- contact
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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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
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Abstract
The invention discloses a train control method, a train control device and a train, wherein a storage battery is awakened and a main control end of the train is activated in a communication mode with a processor of the train, specifically, equipment in the train is powered on in a transmission instruction and receiving instruction mode and enters a controllable state, so that the train completes automatic shunting, and a software control mode is used, so that the shunting time caused by factors can be avoided, the shunting efficiency of the train is improved, and the shunting time is saved. In addition, this application still controls the main circuit ware disconnection and the pantograph drops when receiving ADD trigger command at the shunting in-process, control disconnection between pantograph and the train, avoids the pantograph area to carry and falls the bow, avoids producing the arc between pantograph and the electric wire netting, burns slide and contact net, improves the security and the reliability of train power supply, in addition, still sends alarm information through alarm device to the staff in time handles the train, avoids hindering the normal use of train.
Description
Technical Field
The invention relates to the field of train control, in particular to a train control method and device and a train.
Background
At present, when a train is dispatched, manual work is mainly relied on, but when the train is dispatched by manual work, the dispatching time is too long due to human factors, so that the dispatching efficiency is low, for example, in the dispatching process, after a worker receives train dispatching information, each device in the train is powered on in a mode of manually closing a switch for opening a storage battery, and the like, and in the process, the worker has reaction time, so that the dispatching time of the train is long. In addition, because the workload of the whole shunting process is large, a plurality of workers are possibly required to cooperate to realize shunting of the train in the whole process, and therefore human resource waste is possibly caused. In addition, an ADD (automatic Dropping Device) is usually configured in the train, when an ADD trigger command is received to make the pantograph drop down suddenly, no operation is performed on an electric circuit, so that a main circuit breaker of the train is not disconnected, the pantograph is loaded with the Dropping pantograph, arcing is easily generated between pantograph nets, and a sliding plate and a contact net are burned. In addition, after the ADD triggers the pantograph descending, the pantograph ascending air supply path is not isolated, and the failed pantograph cannot be completely sealed.
In summary, it is an urgent need to solve the problems of providing a train power supply method to realize automatic shunting and ensuring the pantograph lowering reliability and safety in the automatic shunting process.
Disclosure of Invention
The invention aims to provide a train control method, a train control device and a train, which can avoid long shunting time caused by thought factors, improve the shunting efficiency of the train and save the shunting time. In addition, the generation of the fox between the pantograph and the power grid is avoided, the sliding plate and the contact net are prevented from being burnt, and the safety and the reliability of train power supply are improved.
In order to solve the above technical problem, the present invention provides a train control method applied to a train, the train including a pantograph and a main circuit breaker connected in sequence from a power grid, the power grid being configured to supply power to the train when the pantograph is raised and the main circuit breaker is closed, the method including:
when a storage battery awakening instruction is received, controlling the storage battery to awaken so as to electrify each device in the train, and controlling the main control end to activate so as to enable each device to enter a controllable state;
judging whether each device in the train meets the condition of automatic shunting;
if so, controlling the train to enter an automatic shunting process, and judging whether an ADD trigger instruction is received or not in the automatic shunting process;
if the current collector receives the current, the main circuit breaker is controlled to be disconnected, the pantograph is controlled to descend, and an alarm device is controlled to send alarm information.
Preferably, when receiving a storage battery wake-up instruction, controlling the storage battery wake-up to power on each device in the train, and controlling the master control end to activate to enable each device to enter a controllable state, includes:
after the storage battery awakening instruction is received, judging whether the train meets storage battery awakening conditions or not;
if the accumulator awakening adjustment is met, entering a step of controlling the accumulator to be awakened so as to electrify each device in the train;
after each device is powered on, judging whether the train meets the condition of activation of a main control end;
and if the condition of the master control end activation is met, controlling the master control end to be activated so as to enable each device in the train to enter a controllable state.
Preferably, the controlling the train to enter an automatic shunting process includes:
determining a traveling route plan according to a traveling plan sent by a shunting system;
controlling the train to start and planning the running according to the traveling route;
and when the train runs to the end point in the traveling plan, controlling a brake module in the train to keep braking so as to stop the train.
Preferably, after controlling the brake module in the train to keep braking so that the train stops, the method further comprises:
and sending application logout information to the shunting system so that the shunting system deletes the travelling plan corresponding to the train from a train travelling plan table stored in the shunting system.
Preferably, after the shunting system deletes the travel plan corresponding to the train from the train travel plan table stored in the shunting system, the shunting system further includes:
and controlling the train to enter a dormant state so as to power off each device after preset time.
Preferably, the train further comprises a control circuit, a main breaking circuit and a pantograph lifting circuit;
the control circuit comprises a pantograph pressure switch, a first coil corresponding to the first relay, a first contact and a second coil corresponding to the second relay; the main breaking circuit comprises a main breaking coil of the main breaker and a second contact corresponding to the first relay; the pantograph lifting circuit comprises a third contact corresponding to the second relay and a pantograph lifting coil corresponding to the pantograph lifting relay;
the pantograph pressure switch and the first coil are connected in series between a first potential and a second potential, and the second coil and the first contact are connected in series between the first potential and the second potential;
controlling the main circuit breaker to open, and the pantograph to drop, comprising:
and controlling the action of the pantograph pressure switch so as to ensure that the first coil loses power, the first contact is closed, the second coil is electrified, the second contact is disconnected, the main broken coil loses power, the third contact is disconnected and the pantograph lifting coil loses power.
Preferably, the control circuit further comprises a pantograph lifting normally open contact corresponding to the pantograph lifting relay, a delay coil corresponding to the delay relay and a delay normally open contact;
the pantograph contact and the time delay coil are connected between the first potential and the second potential in series;
the time delay contact, the second coil, and the first contact are connected in series between the first potential and the second potential.
In order to solve the above technical problem, the present invention further provides a train control device, including:
a memory for storing a computer program;
a processor for implementing the steps of the train control method described above when executing the computer program.
In order to solve the technical problem, the invention also provides a train, which comprises the train control device.
Preferably, the train comprises a plurality of train bodies, and every two adjacent train bodies are connected through a connector;
the connector comprises a contact element and an insulating sleeve which are matched in a plug-in mode, a cantilever beam is arranged on the inner peripheral wall of the insulating sleeve, the cantilever beam can deform in the radial direction of the insulating sleeve, a hook portion is arranged at the free end of the cantilever beam, a clamping surface matched with the hook portion is arranged on the outer peripheral wall of the contact element, a limiting structure is further arranged between the contact element and the insulating sleeve, the contact element and the insulating sleeve are in a plug-in mode, the limiting structure is used for limiting the insertion of the contact element into the position of the insulating sleeve, and the clamping surface abuts against the hook portion to prevent the contact element from moving in the direction opposite to the insertion direction.
The application provides a train control method, which is characterized in that the storage battery is awakened and the master control end of a train is activated in a communication mode with a processor in the train, and specifically, each device in the train is powered on in a mode of transmitting and receiving an instruction and enters a controllable state, so that the train can finish automatic shunting. In addition, this application still controls the disconnection of main circuit ware and the pantograph when receiving ADD trigger command at the shunting in-process and falls, control disconnection between pantograph and the train, avoids the pantograph area to carry and falls the bow to avoid producing the arc discharge between pantograph and the electric wire netting, burn slide and contact net, improve the security and the reliability of train power supply.
The application also provides a train control device and a train, and the train control device and the train control method have the same beneficial effects.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings required in the prior art and the embodiments will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings without creative efforts.
FIG. 1 is a schematic flow chart of a train control method according to the present invention;
FIG. 2a is a structural diagram of a control circuit according to the present invention;
FIG. 2b is a structural diagram of a main open circuit according to the present invention;
FIG. 2c is a structural diagram of a pantograph circuit according to the present invention;
fig. 3 is a block diagram of a train control device according to the present invention;
FIG. 4 is an assembled view of one embodiment of the connector of the present invention;
FIG. 5 is a schematic diagram of a contact and an insulating sleeve of the connector in an inserted state according to an embodiment;
fig. 6 is a schematic cross-sectional view of the contact and the insulating sleeve in the inserted state.
Detailed Description
The core of the invention is to provide a train control method, a train control device and a train, which can avoid long shunting time caused by thought factors, improve the shunting efficiency of the train and save the shunting time. In addition, the pantograph is prevented from being pulled out of the power grid, the sliding plate and the contact net are prevented from being burnt, and the safety and the reliability of train power supply are improved.
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
Referring to fig. 1, fig. 1 is a schematic flow chart of a train control method provided by the present invention, the method is applied to a train, the train includes a pantograph and a main circuit breaker sequentially connected from a power grid, the power grid is used for supplying power to the train when the pantograph is raised and the main circuit breaker is closed, and the method includes:
s11: when a storage battery awakening instruction is received, controlling the storage battery to awaken so as to electrify each device in the train, and controlling the main control end to be activated so as to enable each device to enter a controllable state;
in the method, the storage battery awakening instruction is sent to the processor in the train, so that the storage battery awakening can be controlled, each device in the train can be electrified, and the electrification processing of the device can be completed; and then, activating the main control end of the train through software so as to enable each device on the train to enter a controllable state, and finally controlling the train to enter an automatic shunting process based on the controllable state of each device.
In the present application, the train may be, but is not limited to, a shunting system installed on the ground to transmit the battery wake-up command to the processor of the train. The communication is carried out between the shunting system on the ground and a processor in the train, the electrification of the train is realized in the form of transmitting and receiving instructions, and the activation of a main control end of the train is controlled in a software mode, so that the train enters an automatic shunting process.
It should be noted that, in the present application, after the storage battery is controlled to wake up based on the storage battery wake-up instruction so as to power on each device in the train, the method may further include sending information that the storage battery is successfully woken up to the shunting system on the ground so that the shunting system on the ground can know the state of the train in time, and then after the shunting system on the ground receives the storage battery wake-up information, sending a main control end activation instruction to a processor of the train, and then activating the main control end. In addition, the shunting system on the ground sends the detection train position and the detection train running plan which are required to be met by the main control end activation instruction, and the like, and the application is not limited herein.
In addition, after receiving a storage battery awakening instruction and controlling the storage battery of the train to be put into use and each device of the whole train is electrified, each device also carries out electrified self-check to detect whether the device can normally operate or not and feeds self-check results back to a processor of the train, and at the moment, if each device is normally self-checked, the step of controlling the activation of a main control end of the train is carried out; if the self-checking of each device is abnormal, the processor of the train sends the information of the self-checking abnormality to the shunting system, and then the working personnel are arranged to get on the train for processing.
S12: judging whether each device in the train meets the condition of automatic shunting;
s13: if so, controlling the train to enter an automatic shunting process, and judging whether an ADD trigger instruction is received or not in the automatic shunting process;
in order to ensure the reliability and the safety of the train entering the automatic shunting, the method and the device for automatically shunting the train control system further judge whether the train meets the automatic shunting condition or not before the train is controlled to enter the automatic shunting process after the train is activated at the master control end of the train, and enter the automatic shunting process if the train meets the automatic shunting condition.
As a preferred embodiment, the method for controlling the train to enter the automatic shunting process based on the controllable state of each device comprises the following steps:
sending a pantograph lifting command to the network module so that the network module drives the vehicle electric control circuit to lift the pantograph to be connected with the power grid;
detecting whether the voltage of a power grid connected with the pantograph after rising is normal;
if the current is high voltage, a main breaking command is sent to the network module, so that the network module controls a main breaker of the train to be closed, and the voltage in the power grid supplies power to high voltage loads such as a traction converter, an auxiliary loop and the like in the train through a pantograph and the main breaker.
In the process of shunting the automatic train, in order to ensure the safety and reliability of train power supply, whether the pantograph is abnormal needs to be judged in real time in the shunting process, and specifically, whether an ADD trigger instruction is received is judged.
Specifically, the automatic shunting conditions in the present application may include, but are not limited to, one or more combinations of the automatic shunting conditions including a speed of the train being zero, a master key not being put in, a direction handle of the train being zero, a traction brake handle of the train being zero, a communication state between the train and each device being normal, a fire not occurring in the train, an emergency brake of the train not being applied abnormally, a door state of the train not being lost, and a communication state between the train and the shunting system being normal, and the present application is not limited herein.
The speed of the train is zero, namely the train is determined to be in a stop state, namely the speed of the train is zero; the master control key is not put into use, namely the train is in an automatic shunting state, but not in a manual state, and the master control key is required to be put into use to switch the control mode of the train from automatic control to manual control at the moment in consideration of the fact that a worker is required to control the shunting of the train possibly for some reason; other conditions for automatic shunting provided by the present embodiment are not specifically explained in the present application. In addition, in order to guarantee the reliability of train shunting to the maximum extent, the method provided by the application adopts a specific embodiment as a step of controlling the train to enter the automatic shunting process when the conditions are simultaneously met; if a certain condition is not met, the automatic shunting process is exited, and information that the automatic shunting is invalid is sent to a shunting system, so that a worker can get on the vehicle for processing.
S14: if the current collector receives the current, the main circuit breaker is controlled to be disconnected, the pantograph is controlled to descend, and an alarm device is controlled to send alarm information.
When receiving ADD trigger command, judge that the pantograph appears unusually, at this moment, control main circuit breaker disconnection to control the pantograph and descend, through the mode in this application, can avoid the pantograph to carry and descend the bow, avoid taking place electric arc, guaranteed security and reliability among the train power supply process.
In summary, in the train control method in the present application, the storage battery is awakened and the master control end of the train is activated in a manner of communicating with the processor in the train, specifically, each device in the train is powered on in a form of transmitting and receiving an instruction and enters a controllable state, so that the train can complete automatic shunting, and by using a software control manner, long shunting time caused by factors can be avoided, the shunting efficiency of the train is improved, and the shunting time is saved. In addition, this application still controls main circuit ware disconnection and pantograph and descends when receiving ADD trigger command at the shunting in-process, control disconnection between pantograph and the train, avoids the pantograph to carry and descend the bow to avoid producing between pantograph and the electric wire netting and flare, burn slide and contact net, improve the security and the reliability of train power supply. In addition, still send alarm information through alarm device to the staff in time handles the train, avoids hindering the normal use of train.
On the basis of the above-described embodiment:
as a preferred embodiment, when receiving a battery wake-up instruction, controlling the battery wake-up to power on each device in the train, and controlling the master control end to activate to enable each device to enter a controllable state includes:
after the storage battery awakening instruction is received, judging whether the train meets storage battery awakening conditions or not;
if the accumulator awakening adjustment is met, entering a step of controlling the accumulator to be awakened so as to electrify each device in the train;
after each device is powered on, judging whether the train meets the condition of activation of a main control end;
and if the condition of the master control end activation is met, controlling the master control end to be activated so as to enable each device in the train to enter a controllable state.
After the storage battery awakening instruction is received, if the storage battery is directly awakened, if the storage battery has a fault or other reasons, a safety accident occurs to the train or the storage battery, and therefore harm is caused to the train or workers.
In order to solve the technical problem, after the storage battery awakening instruction is received and before the storage battery is controlled to be awakened, the storage battery awakening condition of the train is judged, if yes, the step of controlling the storage battery awakening of the train is started, and otherwise, storage battery awakening failure information can be sent to the shunting system so that the shunting system can control the train to enter a dormant state or inform a worker to check the train.
Specifically, the accumulator wake-up condition in the present application may include, but is not limited to, one or more of a combination of a parking brake application, no manual key input to the train, no under-voltage of the accumulator, and an invalid wake-up state of the accumulator. The application of the parking brake of the train means that the train is in a parking state at the moment, and the parking state is maintained due to the application of the brake; the train is not manually keyed, namely the train is in an automatic mode at the moment, but not in a manual control mode; specifically, when the train needs to be controlled manually, a manual key needs to be input to switch the control mode of the train; the storage battery is under-voltage, which means that the storage battery is in a state of being capable of outputting power normally to supply power to each device.
In addition, in order to ensure the maximum safety of the storage battery for supplying power to each device in the train, a specific embodiment of the present application is to control the storage battery to wake up to supply power to each device when the above storage battery wake-up conditions are simultaneously satisfied, and send information of storage battery wake-up failure to the shunting system to perform adaptive processing when a certain condition is not satisfied.
Similarly, after each device is powered on, in order to further improve the reliability of shunting, before the train is activated, it is further determined whether the train meets the condition of activating the master control end, where the condition of activating the master control end is determined according to an actual situation, and the application is not limited herein.
In conclusion, the storage battery awakening method and the storage battery awakening device have the advantages that whether the storage battery awakening condition is met or not is judged before the storage battery awakening, safety and reliability after the storage battery awakening are improved, and damage to trains and workers is avoided.
As a preferred embodiment, controlling the train to enter an automatic shunting process includes:
determining a traveling route plan according to a traveling plan sent by a shunting system;
controlling the train to start and planning the running according to the traveling route;
controlling a brake module in the train to maintain braking to stop the train when the train travels to an end point in the travel plan.
The embodiment aims to explain that the train is shunting according to the traveling plan sent by the shunting system before automatic shunting, wherein the shunting comprises the steps of performing route planning according to the traveling plan sent by the shunting system to obtain a traveling route planning, and then entering an automatic shunting process based on the traveling route planning.
After the train enters the automatic shunting process, the positioning information of the train is obtained in real time, and when the position displayed in the positioning information of the train is the same as the position of the advancing terminal point in the advancing plan, the whole train is controlled to keep braking application, the train is controlled to be stopped stably, namely the braking module is controlled to keep braking.
Specifically, the automatic shunting process in the present application may include, but is not limited to, sending a parking brake release instruction to a brake module of a train to release parking brake of the train, and sending a traction permission instruction and a forward direction instruction to a traction module of the train to cause the train to traction the train according to a forward direction; when the traveling plan also comprises the speed and the route, the running direction control and the automatic running curve planning are also carried out in real time in the traction process, the traction module is controlled to start control and traction control the train according to the planned curve, the train is controlled to automatically run in the field, and the train is regulated to run according to different positions and different speed limit requirements of each route.
In addition, in order to ensure the accuracy of the information, the processor of the train can feed back confirmation information to the shunting system after receiving the traveling plan, and then the shunting system sends the train position and the movement authorization; the shunting system acquires signal opening information of the ground interlocking module and the interlocking module in the motor train station garage to send driving permission to the train, and the like, namely mutual confirmation is carried out between the shunting system and a processor of the train, so that the accuracy is improved.
In addition, when the train is still a preset distance away from the traveling terminal point in the traveling plan, the brake module is controlled to start braking, namely the traveling speed of the train is controlled to gradually decrease, and the train is controlled to be stopped stably until the traveling terminal point is reached, namely the brake module is controlled to keep braking. The preset distance and the trend of the decrease of the train traveling speed provided by the embodiment are not limited in the present application, and are determined according to the actual situation.
Of course, the automatic shunting process is not limited to the above examples, and the present application is not particularly limited thereto.
In summary, the order of automatic shunting is realized by receiving the traveling plan and planning the traveling route according to the traveling plan in the application. In addition, the embodiment can also stably stop at the traveling terminal point after the train reaches the traveling terminal point, so that the train is prevented from generating uncontrolled movement to cause safety accidents.
As a preferred embodiment, after controlling the brake module in the train to maintain braking so that the train stops, the method further includes:
and sending application logout information to the shunting system so that the shunting system deletes the travelling plan corresponding to the train from a train travelling plan table stored in the shunting system.
Considering that the running plan is sent to the processor of the train by the ground full-automatic shunting system according to the train running plan table stored by the ground full-automatic shunting system, after the train finishes the content in the running plan, considering that the running plan can be disposable, namely, the running plan is executed only once, in order to avoid unnecessary waste of storage space, the application sends application logout information to the ground full-automatic shunting system after the control braking module keeps braking, so that the ground full-automatic shunting system deletes the running plan corresponding to the train from the train running plan table stored by the ground full-automatic shunting system, the storage space of the ground full-automatic shunting system is further increased, and the running speed of the ground full-automatic shunting system can be further improved.
It should be noted that, if the travel plan is a travel plan that needs to be repeatedly executed, the ground full-automatic shunting system may choose not to delete the travel plan from the train travel plan table stored in the ground full-automatic shunting system, so that the travel plan is executed next time without being stored again, unnecessary steps are reduced, and the efficiency is improved.
In conclusion, if the travel plan is executed only once, the storage space of the ground full-automatic shunting system can be increased by the method in the application.
As a preferred embodiment, after the shunting system deletes the travel plan corresponding to the train from the train travel plan table stored in the shunting system, the method further comprises the following steps:
and controlling the train to enter a dormant state so as to power off each device after preset time.
Specifically, the controlling of the train to enter the sleep state may include, but is not limited to, sending a sleep command to the train to cause the train to enter the sleep state after the shunting system deletes the travel plan. When the processor includes the auto-wake-up unit and the shunting master control unit, the process may be described as: the automatic wake-up unit receives the dormancy instruction and applies for dormancy to the shunting main control unit, so that the shunting main control unit starts a train dormancy process through a vehicle electric control circuit, and the process can be but is not limited to applying emergency braking, applying parking braking, closing a vehicle door, controlling a main breaker to be disconnected, controlling a pantograph to fall and the like; if abnormity occurs in the process, the shunting main control unit alarms to a shunting system, the automatic dormancy process is terminated, and a scheduling worker gets on the bus for processing; then the shunting master control unit cancels train master control and direction signal output through a vehicle electrical control circuit; the shunting main control unit sends a sleep permission instruction to the automatic wake-up unit, the automatic wake-up unit outputs a sleep command to the vehicle electric control circuit through a hard wire, and the output of a storage battery of the train is cut off so as to power off each device of the train; informing the trains of each equipment to power off after Ns before each equipment is powered off so that each equipment can prepare for power off, such as storing data or sending data to other equipment; and finally, judging the train state after the dormancy instruction is output by the automatic awakening unit, and judging whether the train successfully enters the dormancy state. The judging process is to judge whether the train simultaneously meets the requirements of parking brake application, no manual key input and invalid awakening state, and feeds the information of the sleeping state back to the ground full-automatic shunting system.
Please refer to fig. 2a, fig. 2b and fig. 2c.
FIG. 2a is a diagram illustrating a structure of a control circuit according to the present invention;
FIG. 2b is a structural diagram of a main open circuit according to the present invention;
FIG. 2c is a structural diagram of a pantograph circuit according to the present invention;
as a preferred embodiment, the train further comprises a control circuit, a main break circuit and a pantograph raising circuit, wherein:
the control circuit comprises a pantograph pressure switch, a coil of a first relay, a first contact of the first relay and a coil of a second relay;
the main circuit breaker comprises a coil of a main circuit breaker and a second contact of the first relay;
the pantograph lifting circuit comprises a contact of the second relay and a coil of the pantograph lifting relay;
controlling the main circuit breaker to open, and the pantograph to drop, comprising:
and controlling the pantograph pressure switch to act to change the state of the coil of the first relay, change the state of the coil of the second relay through the first contact, lose the power of the coil of the pantograph lifting relay by disconnecting the contact of the second relay, and lose the power of the coil of the main circuit breaker by disconnecting the second contact.
Specifically, the operation logic of the rapid pantograph lowering protection device in the application aims to make the coil of the pantograph raising relay K-UR lose power and make the coil of the main breaker KM lose power when an ADD trigger signal occurs, and the connection relation, the operation change and the non-excitation state of the pantograph pressure switch PS, the coil of the first relay K1, the first contact S11, the second contact S12 and the coil and the contact of the second relay K2 related to the operation logic serve the purpose.
For example, in the control circuit shown in fig. 2a, the pantograph pressure switch PS and the coil of the first relay K1 are connected in series between a first potential VD1 and a second potential VD 2; the coil of the second relay K2 and the first contact S11 are connected in series between the first potential VD1 and the second potential VD 2.
Further, as shown in fig. 2b, as long as the coil of the main breaker KM and the second contact S12 of the first relay K1 are connected in series on the same path;
similarly, the requirement for the pantograph lifting circuit in the embodiment is combined with the design of the conventional pantograph lifting circuit, so that the pantograph lifting circuit shown in fig. 2c can be obtained, and specifically comprises a third contact S21 and a fourth contact S22 of a second relay K2, a coil of the pantograph lifting relay K-UR, a fifth contact S-UR1 and a sixth contact S-UR2 of the pantograph lifting relay K-UR, a pantograph lifting switch S-P which is closed after receiving a pantograph lifting instruction, and a pantograph lifting electromagnetic valve K-UV;
the first end of the pantograph rising switch S-P is connected with a third potential VD3, and the second end of the pantograph rising switch S-P is connected with the first end of a third contact S21; the second end of the third contact S21 is connected with the first end of the coil of the pantograph rising relay K-UR and the first end of the fifth contact S-UR 1; the second end of the coil of the pantograph rising relay K-UR is connected with a fourth potential VD 4; a first end of the fourth contact S22 is connected with a third potential VD3; the second end of the fourth contact S22 is connected with the second end of the fifth contact S-UR1 and the first end of the sixth contact S-UR 2; and the second end of the sixth contact S-UR2 is connected with a fourth potential VD4 through a pantograph rising electromagnetic valve K-UV.
It is understood that the circuits shown in fig. 2a-2c may be used as a specific embodiment for this purpose, but besides the circuits, other connection relationships, operation changes or non-excitation states may be used to realize the required operation logic.
Further, in the circuit exemplified by fig. 2a and 2c, the operation change and the non-excited state of each circuit element can be set in the following principle:
the first contact S11 is a normally closed contact, the second contact S12 is a normally open contact, when the pantograph pressure switch PS receives an ADD trigger signal, the normally closed contact is opened, the coil of the first relay K1 is de-energized, the first contact S11 is closed, and the second contact S12 is opened.
Further, a contact of the second relay K2 is a normally closed contact, when the first contact S11 is closed, a coil of the second relay K2 is electrified, the contact of the second relay K2 is disconnected, and the coil of the pantograph rising relay K-UR is electrified.
Of course, other setting manners may be selected besides this setting manner, as long as the purpose of meeting the operation logic of the rapid pantograph lowering protection device in the present embodiment and achieving the purpose that both the coil of the pantograph raising relay K-UR and the coil of the main circuit breaker KM are powered off is achieved.
With reference to fig. 2a-2c and the related state settings, when the pantograph pressure switch PS receives an ADD trigger signal, it is turned off, so that the coil of the first relay K1 is de-energized, the first contact S11 of the normally closed contact is closed, the coil of the second relay K2 is energized, the two normally closed contacts (the third contact S21 and the fourth contact S22) of the second relay K2 are opened, so that the coil of the pantograph raising relay K-UR is de-energized, and at the same time, the coil of the first relay K1 is de-energized, so that the second contact S12 of the normally open contact is opened, and further the coil of the main circuit breaker KM is de-energized.
It should be noted again that the circuit of fig. 2a-2c can achieve the purpose of this embodiment only when the ADD trigger signal is required to activate the pantograph pressure switch as off, and it can be seen that the operation of the pantograph pressure switch PS is off or on after receiving the ADD trigger signal, and the contacts corresponding to each relay are normally open or normally closed, which all affect the operation logic of the whole circuit, so the states of the elements must be set according to the final purpose, and these settings are all within the protection range of this embodiment.
Further, the internal condition of the rapid pantograph descending protection device during normal pantograph ascending is considered. When the pantograph lifting circuit is used for lifting pantograph normally, the third contact S21 and the fourth contact S22 are kept closed normally, the pantograph lifting switch S-P is closed briefly through a pantograph lifting command in a pulse mode, the pantograph lifting relay K-UR is electrified, the fifth contact S-UR1 and the sixth contact S-UR2 are both closed, and the fourth outlet S22-the sixth contact S-UR 2-the pantograph lifting solenoid valve K-UV circuit is conducted to enter a self-holding state. However, in this embodiment, when the ADD is triggered, the third contact S21 and the fourth contact S22 are opened and do not return to the closed state, and the pantograph pressure switch PS needs to be closed in advance to return the entire rapid pantograph lowering protection device to the initial state, so that the subsequent pantograph raising command can be valid, and the sequence necessary for action triggering is provided.
In order to avoid this, the present embodiment is provided with a self-recovery mechanism, and as a preferred embodiment, the control circuit further comprises a normally open contact S-UR3 of the pantograph-raising relay K-UR, a coil of the time delay relay K-TD, and a normally open contact S-TD of the time delay relay K-TD, wherein:
a normally open contact S-UR3 of the pantograph rising relay K-UR and a coil of the time delay relay K-TD are connected in series between a first potential VD1 and a second potential VD 2;
the normally open contact S-TD of the time delay relay K-TD, the coil of the second relay K2 and the first contact S11 are connected in series between the first potential VD1 and the second potential VD 2.
At the moment, when the pantograph lifting is normally kept, a coil of the pantograph lifting relay K-UR is excited, a normally open contact S-UR3 of the pantograph lifting relay K-UR is kept in a closed state, a coil of the time delay relay K-TD is excited, the normally open contact S-TD of the time delay relay K-TD is kept in the closed state, once the pantograph pressure switch PS is switched off, according to the analysis in the above, the coil of the pantograph lifting relay K-UR loses power, the normally open contact S-UR3 of the pantograph lifting relay K-TD is switched off, the normally open contact S-TD of the time delay relay K-TD is switched off immediately, the coil of the second relay K2 loses power again after being electrified for a short time, two normally closed contacts S21 and S22 of the second relay K2 are switched on, and a pantograph lifting circuit is restored to a normal state before a pantograph lifting instruction is not received; the trigger of the pantograph lifting circuit and the control circuit has no strict precedence relationship, when the pantograph lifting circuit receives a pantograph lifting instruction, the pantograph lifting circuit can directly act according to a conventional flow, so that a coil of the pantograph lifting relay K-UR is electrified, a normally open contact S-UR3 of the pantograph lifting relay K-UR is closed, a coil of the time delay relay K-TD is electrified, the normally open contact S-TD is closed after a preset time period, and a coil of the second relay K2 is always electrified within the preset time period, so that the pantograph lifting circuit is ensured to be normal; in a preset time period, if the pantograph pressure switch PS is closed, the coil of the first relay K1 is electrified, the first contact S11 is disconnected, the subsequent second relay K2 can be always in power failure, and the pantograph lifting circuit always keeps normal operation; if the pantograph pressure switch PS cannot be closed within a preset time period (the closing condition is that the pantograph fault is relieved), the normally open contact S-TD of the delay relay K-TD is closed after the preset time period, the coil of the second relay K2 is electrified again, and all circuits enter power loss and disconnection protection after ADD triggering again.
It can be understood that the self-recovery mechanism in the control circuit automatically ends the trigger protection, and simultaneously decouples the closing of the pantograph pressure switch PS and the pantograph-lifting instruction, so that enough margin is reserved for signal triggering and action time delay of the contact mechanism, and the possibility of manual misoperation is reduced under the condition of ensuring safety and reliability.
Referring to fig. 3, fig. 3 is a block diagram of a train control device provided in the present invention, the train control device includes:
a memory 31 for storing a computer program;
the processor 32 is configured to implement the steps of the train control method described above when executing the computer program.
For solving the above technical problem, the present application further provides a train control device, and please refer to the above embodiments for the description of the train control device, which is not described herein again.
Referring to fig. 4 to 6, fig. 4 is an assembly diagram of an embodiment of a connector according to the present invention; FIG. 5 is a schematic diagram of the connector with the contacts and the insulating sleeve inserted therein according to an exemplary embodiment; fig. 6 is a schematic cross-sectional view of the contact and the insulating sleeve in the inserted state.
A train comprises the train control device.
As a preferred embodiment, the train comprises a plurality of train bodies, and every two adjacent train bodies are connected through a connector;
the connector provided by the embodiment comprises the insulating sleeve 10 and the contact 20, wherein a cable 50 is connected with the contact 20, and the contact 20 is inserted into the insulating sleeve 10 to be connected with a plug of another line inserted into the insulating sleeve 10, so that the electric connection of the lines is realized.
In an actual application environment, when lines are connected, a plurality of cables 50 are often required to be connected, the connector further comprises a fixing plate 30 and a plate portion 40, wherein a plurality of insulating sleeves 10 are fixedly mounted on the fixing plate 30, the plate portion 40 is provided with a plurality of threading holes, one end of each cable 50 penetrates through the threading holes and then is connected with the corresponding contact element 20, the corresponding contact elements 20 are in plug-in fit with the insulating sleeves 10, and the fixing plate 30 and the plate portion 40 can be relatively fixed through matched fasteners such as bolts and nuts. The number of the insulation sleeves 10 mounted on the fixing plate 30 generally corresponds to the number of the wire insertion holes for the cables 50 to pass through on the plate portion 40.
The number of the plurality of fingers is not limited, and may be one, two, three, four, or the like.
In this embodiment, the cantilever beam 11 is disposed on the inner peripheral wall of the insulating sleeve 10, the cantilever beam 11 is deformable in the radial direction of the insulating sleeve 10, the free end of the cantilever beam 11 has a hook portion 112, the outer peripheral wall of the contact 20 has a clamping surface engaged with the hook portion 112, a position limiting structure is further disposed between the contact 20 and the insulating sleeve 10, the position limiting structure is configured to limit the position of the contact 20 inserted into the insulating sleeve 10 when the contact 20 and the insulating sleeve 10 are in the inserted state, and the clamping surface abuts against the hook portion 112 to prevent the contact 20 from moving in the direction opposite to the insertion direction, that is, the abutting engagement between the clamping surface and the hook portion 112 can prevent the contact 20 from moving back from the insulating sleeve 10.
After the arrangement, after the contact 20 of the connector is inserted into the insulating sleeve 10, the contact 20 of the connector is limited in two axial directions, namely the insertion direction and the withdrawal direction, and in practical application, the contact 20 of the connector is not easy to withdraw from the insulating sleeve 10 under the action of external force, so that the stability and the reliability of the contact performance of the connector can be ensured.
For convenience of explanation, it is defined that the contact 20 is inserted into the insulating sleeve 10 from the first end to the second end of the insulating sleeve 10, and the contact 20 is inserted into the insulating sleeve 10 from the right end to the left end in the drawing in the orientation shown in fig. 2 and 3, where the right end of the insulating sleeve 10 is the first end and the left end is the second end.
The free end of the cantilever beam 11 of the insulating sleeve 10 is close to the first end of the insulating sleeve 10, so that the contact element 20 firstly touches the free end of the cantilever beam 11 in the inserting process, the cantilever beam 11 can be spread, namely, the free end of the cantilever beam 11 moves outwards along the radial direction of the insulating sleeve 10, after the contact element 20 is inserted, the cantilever beam 11 can reset and moves inwards along the radial direction of the insulating sleeve 10, so that the clamping hook part 112 of the free end can be clamped against and matched with the clamping surface of the contact element 20.
When the insulating sleeve 10 is specifically arranged, the plurality of cantilever beams 11 are arranged on the inner peripheral wall of the insulating sleeve 10 along the circumferential direction, the free end of each cantilever beam 11 is provided with the hook portion 112, the outer peripheral wall of the contact element 20 is provided with a first annular stepped surface 241 facing the first end of the insulating sleeve 10, the first annular stepped surface 241 is formed on the clamping surface clamped by the hook portions 112, and it can be understood that the hook portions 112 of the cantilever beams 11 are matched with the first annular stepped surface 241. With such an arrangement, the reliability and stability of the insertion of the insulating sleeve 10 and the contact 20 can be improved, and the contact 20 can be effectively prevented from moving back under the action of external force.
Specifically, the plurality of cantilever beams 11 are uniformly distributed along the circumferential direction of the insulating sleeve 10, so that the insulating sleeve 10 and the contact element 20 are stressed more uniformly, and the anti-withdrawal effect is better.
In practical installation, the inner peripheral wall of the insulating sleeve 10 is provided with an annular convex part 12 extending inwards in the radial direction, and the fixed end 111 of the cantilever beam 11 can be fixedly connected with the annular convex part 12, so that the cantilever beam 11 can be conveniently arranged.
Referring to fig. 4, fig. 4 is a cross-sectional view of an insulation sleeve according to an embodiment. The fixed end 111 of the cantilever beam 11 has a set arc angle θ in the circumferential direction of the insulating sleeve 10, it can be understood that the fixed end 111 of the cantilever beam 11 has a certain arc length, and the angle corresponding to the arc length is the set arc angle θ, and the specific cantilever beam 11 may have eight, and the arc angle θ corresponding to the fixed end 111 of each cantilever beam 11 may be cantilevered within a range of 20 to 24 degrees, for example, 22 degrees, so that the deformation resistance of the cantilever beam 11 may be enhanced, and when an external force is applied, the longitudinal force of the contact member 20 may be effectively resisted.
In practice, the annular protrusion 12 of the insulating sleeve 10 may have a certain length in the axial direction, the annular protrusion 12 has an annular step surface 121 facing the first end of the insulating sleeve 10, i.e., the annular step surface 121 faces the right side in the drawing, the outer peripheral wall of the contact 20 has a second annular step surface 242 facing the second end of the insulating sleeve 10, and after the contact 20 is inserted into the insulating sleeve 10, the second annular step surface 242 may abut against the annular step surface 121, so as to limit the contact 20 from further moving in the insertion direction, i.e., the aforementioned limiting structure includes the second annular step surface 242 and the annular step surface 121.
It can be understood that the limiting structure and the cooperating hook portion 112 and the first annular stepped surface 241 should not interfere with each other during the insertion process.
In this embodiment, the annular protrusion 12 forming the annular step surface 121 for limiting and the annular protrusion 12 fixed to the fixed end 111 of the cantilever beam 11 are the same structure, but in other embodiments, two relatively independent annular protrusion structures may be provided without affecting the assembly requirement and the related requirements.
In order to simplify the structural design, in this embodiment, the outer peripheral wall of the contact member 20 has an annular groove 24, and the annular groove 24 has two opposing first and second groove walls that form the aforementioned first and second annular stepped surfaces 241 and 242, respectively.
In a specific arrangement, when the contact 20 is inserted into the insulating sleeve 10, the hook portion 112 may be abutted against the second annular stepped surface 242 of the annular groove 24, so that when the contact 20 continues to move in the insertion direction, the contact cannot move even under the limitation of the hook portion 112, and the position where the contact 20 is inserted into the insulating sleeve 10 can be limited to a certain extent.
In this embodiment, the contact element 20 includes a first section 21, a second section 22 and a third section 23 connected in sequence along the axial direction thereof, wherein the diameter of the first section 21 is smaller than that of the second section 22, the diameter of the second section 22 is smaller than that of the third section 23, when the contact element 20 is inserted, the first section 21 is an insertion end, that is, the first section 21 is inserted into the insulating sleeve 10, wherein the annular groove 24 is located at the joint of the second section 22 and the third section 23, as shown in fig. 2 and 3, the diameter of each section of the contact element 20 is set in relation to the structure of the insulating sleeve 10 which is matched with each other.
During the insertion, the first section 21 of the contact element 20 firstly passes through the position of the cantilever beam 11, and when the contact element continues to move along the insertion direction, the second section 22 can push the cantilever beams 11 open outwards, and after reaching the insertion position, the hook portion 112 of the cantilever beam 11 is just inserted into the annular groove 24 of the contact element 20 and abuts against the first annular step surface 241 of the annular groove 24, and at this time, the third section 23 abuts against the annular step surface 121 of the annular convex portion 12 of the insulating sleeve 10.
In practice, to facilitate the deformation of the cantilever beam 11 in the radial direction during the insertion of the contact 20, the hook portion 112 of the free end of the cantilever beam 11 has an inclined surface toward the center of the insulating sheath 10, which gradually approaches the center of the insulating sheath 10 in the direction from the first end to the second end of the insulating sheath 10, as shown in fig. 3.
It is to be noted that, in the present specification, relational terms such as first and second, and the like are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising a … …" does not exclude the presence of another identical element in a process, method, article, or apparatus that comprises the element.
Those of skill would further appreciate that the various illustrative components and algorithm steps described in connection with the embodiments disclosed herein may be implemented as electronic hardware, computer software, or combinations of both, and that the components and steps of the various examples have been described above generally in terms of their functionality in order to clearly illustrate this interchangeability of hardware and software. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the technical solution. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present invention.
The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the invention. Thus, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims (10)
1. A train control method, applied to a train including a pantograph and a main breaker connected in sequence from a power grid for supplying power to the train when the pantograph is raised and the main breaker is closed, the method comprising:
when a storage battery awakening instruction is received, controlling the storage battery to awaken so as to electrify each device in the train, and controlling the main control end to activate so as to enable each device to enter a controllable state;
judging whether each device in the train meets the condition of automatic shunting;
if so, controlling the train to enter an automatic shunting process, and judging whether an ADD trigger instruction is received or not in the automatic shunting process;
if the current collector receives the current, the main circuit breaker is controlled to be disconnected, the pantograph is controlled to descend, and an alarm device is controlled to send alarm information.
2. The train control method according to claim 1, wherein when receiving a storage battery wake-up command, controlling the storage battery wake-up to power on each device in the train and controlling the master control end to activate to enable each device to enter a controllable state comprises:
after the storage battery awakening instruction is received, judging whether the train meets storage battery awakening conditions or not;
if the storage battery awakening condition is met, entering a step of controlling the storage battery to awaken so as to electrify each device in the train;
after each device is powered on, judging whether the train meets the condition of activation of a main control end;
and if the condition of the master control end activation is met, controlling the master control end to be activated so as to enable each device in the train to enter a controllable state.
3. The train control method of claim 1, wherein controlling the train into an automatic shunting procedure comprises:
determining a traveling route plan according to a traveling plan sent by a shunting system;
controlling the train to start and planning the running according to the traveling route;
controlling a brake module in the train to maintain braking to stop the train when the train travels to an end point in the travel plan.
4. The train control method of claim 3, wherein controlling a brake module in the train to maintain braking to bring the train to a stop further comprises:
and sending a logout application message to the shunting system so that the shunting system deletes the travelling plan corresponding to the train from a train travelling plan table stored by the shunting system.
5. The train control method according to claim 4, wherein after causing the shunting system to delete the travel plan corresponding to the train from a train travel plan table stored in the shunting system, the method further comprises:
and controlling the train to enter a dormant state so as to power off each device after preset time.
6. The train control method of any one of claims 1-5, wherein the train further comprises a control circuit, a main disconnect circuit, and a pantograph raising circuit, wherein:
the control circuit comprises a pantograph pressure switch, a coil of a first relay, a first contact of the first relay and a coil of a second relay;
the main circuit breaker comprises a coil of a main circuit breaker and a second contact of the first relay;
the pantograph lifting circuit comprises a contact of the second relay and a coil of the pantograph lifting relay;
control the main circuit breaker disconnection, control the pantograph descends, includes:
and controlling the pantograph pressure switch to act to change the state of the coil of the first relay, change the state of the coil of the second relay through the first contact, lose the power of the coil of the pantograph lifting relay by disconnecting the contact of the second relay, and lose the power of the coil of the main circuit breaker by disconnecting the second contact.
7. The train control method according to claim 6, wherein in the control circuit, coils of the pantograph pressure switch and the first relay are connected in series between a first potential and a second potential;
the coil and the first contact of the second relay are connected in series between the first potential and the second potential;
the control circuit further comprises a normally open contact of the pantograph rising relay, a coil of the time delay relay and a normally open contact of the time delay relay, wherein:
the normally open contact of the pantograph rising relay and the coil of the time delay relay are connected between the first potential and the second potential in series;
and a normally open contact of the time delay relay is connected in series with a coil and the first contact of the second relay between the first potential and the second potential.
8. A train control device, comprising:
a memory for storing a computer program;
a processor for implementing the steps of the train control method according to any one of claims 1-7 when executing said computer program.
9. A train comprising the train control of claim 8.
10. The train of claim 9, wherein the train comprises a plurality of cars, each adjacent two of the cars being connected by a connector;
the connector comprises a contact element and an insulating sleeve which are matched in a plug-in mode, a cantilever beam is arranged on the inner peripheral wall of the insulating sleeve, the cantilever beam can deform in the radial direction of the insulating sleeve, a hook portion is arranged at the free end of the cantilever beam, a clamping surface matched with the hook portion is arranged on the outer peripheral wall of the contact element, a limiting structure is further arranged between the contact element and the insulating sleeve, the contact element and the insulating sleeve are in a plug-in mode, the limiting structure is used for limiting the position of the contact element inserted into the insulating sleeve, and the clamping surface abuts against the hook portion to prevent the contact element from moving in the direction opposite to the insertion direction.
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| CN202210049047.1A CN114228757B (en) | 2022-01-17 | 2022-01-17 | Train control method and device and train |
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| CN202210049047.1A CN114228757B (en) | 2022-01-17 | 2022-01-17 | Train control method and device and train |
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| CN114228757A CN114228757A (en) | 2022-03-25 |
| CN114228757B true CN114228757B (en) | 2022-11-22 |
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| CN115416697B (en) * | 2022-09-30 | 2024-06-07 | 中车青岛四方车辆研究所有限公司 | Train single-plate controller |
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| CN105034828A (en) * | 2015-06-26 | 2015-11-11 | 中国北车集团大连机车车辆有限公司 | Non-electric shunting operation method for electric urban rail vehicle group |
| RU2672348C1 (en) * | 2017-12-15 | 2018-11-13 | Федеральное государственное бюджетное образовательное учреждение высшего образования "Российский университет транспорта (МИИТ)" РУТ (МИИТ) | Method of regulating shunting movements |
| CN112660205A (en) * | 2021-01-04 | 2021-04-16 | 中国神华能源股份有限公司神朔铁路分公司 | Automatic shunting method and device and train control system |
| CN112829796A (en) * | 2021-02-08 | 2021-05-25 | 中车青岛四方机车车辆股份有限公司 | Train safety protection method, device and system in automatic shunting process and train |
| CN113829899A (en) * | 2020-06-24 | 2021-12-24 | 比亚迪股份有限公司 | Train, and train charging control method and equipment |
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2022
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN105034828A (en) * | 2015-06-26 | 2015-11-11 | 中国北车集团大连机车车辆有限公司 | Non-electric shunting operation method for electric urban rail vehicle group |
| RU2672348C1 (en) * | 2017-12-15 | 2018-11-13 | Федеральное государственное бюджетное образовательное учреждение высшего образования "Российский университет транспорта (МИИТ)" РУТ (МИИТ) | Method of regulating shunting movements |
| CN113829899A (en) * | 2020-06-24 | 2021-12-24 | 比亚迪股份有限公司 | Train, and train charging control method and equipment |
| CN112660205A (en) * | 2021-01-04 | 2021-04-16 | 中国神华能源股份有限公司神朔铁路分公司 | Automatic shunting method and device and train control system |
| CN112829796A (en) * | 2021-02-08 | 2021-05-25 | 中车青岛四方机车车辆股份有限公司 | Train safety protection method, device and system in automatic shunting process and train |
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