CN114750802A - Rail vehicle activation control circuit and method and vehicle - Google Patents
Rail vehicle activation control circuit and method and vehicle Download PDFInfo
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- CN114750802A CN114750802A CN202210273311.XA CN202210273311A CN114750802A CN 114750802 A CN114750802 A CN 114750802A CN 202210273311 A CN202210273311 A CN 202210273311A CN 114750802 A CN114750802 A CN 114750802A
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- 238000000034 method Methods 0.000 title claims abstract description 19
- 210000001503 joint Anatomy 0.000 claims abstract description 19
- 230000003213 activating effect Effects 0.000 claims description 8
- 230000005611 electricity Effects 0.000 claims description 5
- 238000001994 activation Methods 0.000 description 78
- 238000010586 diagram Methods 0.000 description 6
- 230000007246 mechanism Effects 0.000 description 6
- 238000004891 communication Methods 0.000 description 3
- 230000008569 process Effects 0.000 description 2
- 230000007547 defect Effects 0.000 description 1
- 238000009429 electrical wiring Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or vehicle train for signalling purposes ; On-board control or communication systems
- B61L15/0018—Communication with or on the vehicle or vehicle train
- B61L15/0036—Conductor-based, e.g. using CAN-Bus, train-line or optical fibres
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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
Abstract
The invention provides a rail vehicle activation control circuit, a rail vehicle activation control method and a rail vehicle, wherein the rail vehicle activation control circuit comprises: the first connecting terminal is used for being installed on a vehicle body of the rail vehicle and is electrically connected with the first main control handles on the vehicle body in a one-to-one correspondence mode; the second connecting terminal is used for being mounted on a chassis of the railway vehicle; the control circuit is arranged on the vehicle underframe, is electrically connected with the second connecting terminal and is electrically connected with a second main control handle and an ATO contact on the vehicle underframe; the interlocking circuit is arranged on the underframe, and enables the control circuit to activate only one of the first main control handle, the second main control handle and the ATO contact under the condition that the first connecting terminal and the second connecting terminal are in one-to-one butt joint; and under the condition that the first connecting terminal and the second connecting terminal are not butted one by one, the control circuit activates only one position of the second main control handle and the ATO contact. The invention ensures that the vehicle underframe can still be activated after the vehicle body is separated from the vehicle underframe.
Description
Technical Field
The invention relates to the technical field of control circuits, in particular to a rail vehicle activation control circuit, a rail vehicle activation control method and a rail vehicle.
Background
Full-automatic driving is the current development trend, and supports a full-automatic driving mode and a manual driving mode. The activation of the vehicle is the precondition of vehicle operation, and how to effectively ensure the full-automatic driving mode and the manual driving mode of the fully-automatic driving vehicle to obtain the activation of the train is particularly important, and the two driving modes can not cause the conflict of vehicle activation.
In the prior art, the interlocking between a driver controller and a driver key ensures that the vehicle is activated only in any one of a full-automatic driving mode and a manual driving mode. The prior art rail vehicle bodies are integrated by welding, the bodies and the bogie being force-transmitting via a bogie kingpin and a drag link. Under some scenes, the rail vehicle is required to have the characteristic of separable vehicle bodies, namely, after the vehicle bodies are separated from the vehicle chassis, the vehicle chassis still has the characteristic of automatic controllable operation, and the conventional rail vehicle activation control method cannot meet the requirement.
Therefore, it is an important issue to be solved in the industry at present how to provide a method for controlling activation of a rail vehicle suitable for a separable vehicle body, so as to ensure that the vehicle body can still be activated after being separated from the vehicle chassis.
Disclosure of Invention
The invention provides a railway vehicle activation control circuit, a railway vehicle activation control method and a railway vehicle, which are used for overcoming the defect that a railway vehicle activation control method in the prior art is not suitable for a separable vehicle body, and the railway vehicle activation control method suitable for the separable vehicle body is realized, so that the vehicle body can be still activated after being separated from a vehicle chassis.
The invention provides a rail vehicle activation control circuit, comprising:
the first connecting terminal is used for being installed on a vehicle body of a rail vehicle and is electrically connected with a first main control handle on the vehicle body in a one-to-one correspondence manner;
the second connecting terminal is used for being mounted on a chassis of the railway vehicle;
the control circuit is arranged on the vehicle underframe, is electrically connected with the second connecting terminal and is electrically connected with a second main control handle and an ATO contact on the vehicle underframe;
the interlocking circuit is used for being installed on the vehicle underframe and enabling the control circuit to activate one of the first main control handle, the second main control handle and the ATO contact under the condition that the first connecting terminal and the second connecting terminal are in one-to-one butt joint; and under the condition that the first connecting terminal is not in butt joint with the second connecting terminal one by one, enabling the control circuit to activate one position of the second main control handle and the ATO contact.
According to the invention, a rail vehicle activation control circuit is provided, the control circuit comprising:
the first control circuit is electrically connected with the first master control handles in a one-to-one correspondence manner and is used for activating the first master control handles corresponding to the first control circuit;
the second control circuit corresponds to the second master control handle one to one and the ATO contact one to one, and is used for activating the second master control handle and the ATO contact corresponding to the second control circuit;
the interlock circuit is used for enabling a single second control circuit to activate a second main control handle or an ATO contact connected with the second control circuit or enabling a single first control circuit to activate a first main control handle connected with the first control circuit under the condition that the first connecting terminal and the second connecting terminal are in one-to-one butt joint; and under the condition that the first connecting terminal and the second connecting terminal are not in one-to-one butt joint, enabling a single second control circuit to activate a second main control handle or an ATO contact connected with the second control circuit.
According to the present invention there is provided a rail vehicle activation control circuit, the first control circuit comprising:
The input end of the first relay is electrically connected with the negative electrode of the power supply of the railway vehicle;
the first normally open auxiliary contact of the first relay is electrically connected with the input end of the first relay;
the normally closed auxiliary contact of a second relay in the interlock circuit is electrically connected with the input end of the first relay;
the negative electrode of the first diode is electrically connected with the first normally-open auxiliary contact of the first relay, the negative electrode of the first diode is electrically connected with the normally-closed auxiliary contact of the second relay, the positive electrode of the first diode is used for being electrically connected with the second main control handle, and the first main control handle is electrically connected with the positive electrode of the power supply of the railway vehicle;
the structure of the second control circuit is the same as that of the first control circuit;
the positive pole of first secondary tube is used for passing through among the second control circuit first normally closed contact in the ATO contact with the second master control handle electricity is connected, second control handle with rail vehicle's power positive electricity is connected.
According to the rail vehicle activation control circuit provided by the invention, the first relay is also provided with a second normally-open auxiliary contact which is electrically connected with the positive electrode of the power supply;
And the input end of the second relay is electrically connected with the negative electrode of the power supply and is electrically connected with all the second normally-open auxiliary contacts.
According to the rail vehicle activation control circuit provided by the invention, the number of the second relays is one, or is equal to the sum of the numbers of the first control circuit and the second control circuit;
and when the number of the second relays is equal to the sum of the number of the first control circuits and the number of the second control circuits, the normally closed auxiliary contact of each second relay corresponds to one first control circuit or one second control circuit.
According to the rail vehicle activation control circuit provided by the invention, the control circuit further comprises a third control circuit and a third relay;
the input end of the third relay is electrically connected with the negative electrode of the power supply;
the third control circuit corresponds to the second control circuit one to one, and the third control circuit includes:
the normally closed auxiliary contact of the third relay is electrically connected with the first normally open auxiliary contact of the first relay in the second control circuit corresponding to the third control circuit, the normally closed auxiliary contact of the second relay is electrically connected with the normally open auxiliary contact in the ATO contact, and the normally open contact in the ATO contact is electrically connected with the positive electrode of the power supply;
The anode of the second diode is electrically connected with the second main control handle through a first normally closed contact of an ATO contact in a second control circuit corresponding to the control circuit, and the cathode of the second diode is electrically connected with the input end of the third relay;
and the anode of the third diode is electrically connected with the second connecting terminal, and the cathode of the third diode is electrically connected with the cathode of the second diode and is electrically connected with the input end of the third relay.
According to the rail vehicle activation control circuit provided by the invention, when the third relay corresponds to the third control circuit in one-to-one manner, the negative electrode of the third diode in each third control circuit is electrically connected with the normally closed auxiliary contact of the first relay in the second control circuit corresponding to the third control circuit;
the normally closed auxiliary contact of the first relay is electrically connected with the cathode of the second diode;
and after other first relays except the first relay are sequentially and electrically connected in the control circuit, one end of the control circuit is electrically connected with the normally closed auxiliary contact of the first relay, and the other end of the control circuit is electrically connected with the cathode of the second diode.
According to the rail vehicle activation control circuit provided by the invention, when the number of the third relays is one, after the normally closed auxiliary contacts of the first relays in all the second control circuits are electrically connected in sequence, one end of each normally closed auxiliary contact is electrically connected with the cathode of the third diode in each third control circuit, and the other end of each normally closed auxiliary contact is electrically connected with the cathode of the second diode in each third control circuit;
after the normally closed auxiliary contacts of the first relays in all the first control circuits are electrically connected in sequence, one end of each normally closed auxiliary contact is electrically connected with the input end of the corresponding third relay, and the other end of each normally closed auxiliary contact is electrically connected with the cathode of the corresponding second diode in each third control circuit; the other end of the second control circuit is electrically connected with the cathodes of the third diodes in each third control circuit through the normally closed auxiliary contacts of the first relays in all the second control circuits which are electrically connected in sequence;
and each second main control handle is electrically connected with the positive electrode of the power supply through second normally closed contacts of other ATO contacts except the ATO contact corresponding to the second main control handle in the rail vehicle, and the second normally closed contacts of other ATO contacts are sequentially and electrically connected.
The invention provides a rail vehicle activation control method based on any one rail vehicle activation control circuit, which comprises the following steps:
Under the condition that the first connecting terminals are in one-to-one butt joint with the second connecting terminals, when any first main control handle, any second main control handle or any ATO contact of the railway vehicle is activated, the control circuit does not activate other first main control handles, other second main control handles and other ATO contacts in the railway vehicle except for any activated first main control handle, any second main control handle or any ATO contact through an interlocking circuit;
under the condition that the first connecting terminals are not in one-to-one butt joint with the second connecting terminals, when any second main control handle or any ATO contact of the railway vehicle is activated, the control circuit does not activate other second main control handles and other ATO contacts except the activated any second main control handle or any ATO contact in the railway vehicle through the interlocking circuit.
The invention provides a vehicle which comprises any one of the rail vehicle activation control circuits.
According to the rail vehicle activation control circuit, the rail vehicle activation control method and the rail vehicle, when the vehicle body of the rail vehicle is not separated, a plurality of activated objects are arranged on the vehicle and are arranged on the vehicle, and only one of the activated objects can be activated; after the automobile body separates from the vehicle bottom frame, the places that the vehicle bottom frame both ends can be activated need the interlocking in addition, can only have one and can activate, realize guaranteeing that the vehicle bottom frame still can activate after the automobile body separates from the vehicle bottom frame, and multiplexing electric wiring reduces the connecting wire between automobile body and the vehicle bottom frame.
Drawings
In order to more clearly illustrate the technical solutions of the present invention or the prior art, the drawings needed for the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and those skilled in the art can also obtain other drawings according to the drawings without creative efforts.
FIG. 1 is a schematic diagram of a rail vehicle activation control circuit according to one embodiment of the present invention;
FIG. 2 is a schematic structural diagram of a detachable car body in the rail vehicle activation control circuit provided by the invention;
FIG. 3 is a second schematic diagram of the activation control circuit of the rail vehicle according to the present invention;
FIG. 4 is a third schematic diagram of the activation control circuit of the rail vehicle according to the present invention;
FIG. 5 is a fourth schematic diagram of the activation control circuit of the rail vehicle according to the present invention;
fig. 6 is a schematic structural diagram of a rail vehicle activation control method provided by the invention.
Reference numerals:
1: a vehicle body; 2: a vehicle underframe; 3: and positioning the connecting mechanism.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention clearer, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings, 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.
A rail vehicle activation control circuit of the present invention is described below in conjunction with fig. 1 and 2, and includes: the first connecting terminal is used for being installed on a vehicle body 1 of a railway vehicle and is electrically connected with first main control handles on the vehicle body 1 in a one-to-one correspondence manner;
in fig. 1, two first connecting terminals are arranged on the vehicle body 1 and electrically connected with the first main control handles MC1 and MC3 on the vehicle body 1 in a one-to-one correspondence manner.
The second connecting terminal is used for being installed on a vehicle underframe 2 of the railway vehicle;
the second connecting terminals are positioned on the vehicle underframe 2 and correspond to the first connecting terminals one by one. The corresponding first connecting terminal and the second connecting terminal are connected or separated through the positioning connecting mechanism 3, so that the connection or separation between the vehicle body 1 and the vehicle underframe 2 is realized.
As shown in fig. 2, after the vehicle body is separated from the vehicle chassis, the positioning connecting mechanism 3 between the vehicle body 1 and the vehicle chassis 2 is separated. Alternatively, the positioning connection mechanism 3 includes a locking mechanism and an electric centralizing jack, and the vehicle body does not have a power supply characteristic. After the vehicle body 1 and the vehicle chassis 2 are assembled, the corresponding first connecting terminal and the corresponding second connecting terminal are locked by the locking mechanism, the corresponding first connecting terminal and the corresponding second connecting terminal are electrically connected in an electric centralized manner, a circuit is connected, and the vehicle body 1 has power supply characteristics.
The rail vehicle activation control circuit in the embodiment can be applied to a single carriage of a rail vehicle to realize independent activation of each carriage.
The control circuit is positioned on the vehicle underframe, is electrically connected with the second connecting terminal and is electrically connected with a second main control handle and an ATO contact on the vehicle underframe;
the control circuit and the interlocking circuit are both arranged on the vehicle underframe, and only the first connecting terminal is provided on the vehicle body to be butted with the vehicle underframe.
The rail vehicle in this embodiment supports two activation modes, one is manual activation by a driver, and the other is automatic ato (automatic Train operation) automatic control activation.
The vehicle body and the vehicle bottom frame are both provided with a main control handle for manual activation of a driver. And an ATO contact on the vehicle chassis is used for ATO automatic control activation.
The control circuit is electrically connected with the second connecting terminal, and under the condition that the first connecting terminal is correspondingly connected with the second connecting terminal, the control circuit on the chassis can activate the first main control handle on the vehicle body. And whether the first connecting terminal and the second connecting terminal are correspondingly connected or not, a second main control handle or an ATO contact on the vehicle body can be activated.
The interlocking circuit is positioned on the vehicle chassis and used for enabling the control circuit to activate one of the first main control handle, the second main control handle and the ATO contact under the condition that the first connecting terminal and the second connecting terminal are in one-to-one butt joint; and under the condition that the first connecting terminal is not in butt joint with the second connecting terminal one by one, enabling the control circuit to activate one position of the second main control handle and the ATO contact.
When the vehicle body and the vehicle bottom frame are not separated, a plurality of activated objects are arranged on the vehicle body and the vehicle bottom frame. When one part of the vehicle body or the vehicle chassis is activated, the control circuits of the vehicle body and other parts of the vehicle chassis are simultaneously disconnected to ensure that only one part can be activated,
when the vehicle body is separated from the vehicle chassis, a plurality of activated objects on the vehicle chassis are also interlocked, namely when one part on the vehicle chassis is activated, the control circuits on other parts on the vehicle chassis are simultaneously disconnected.
There is one and only one place to activate, whether the driver is activated manually or by ATO automatic control. And the two activation modes are interlocked, namely, only one activation mode can be used for activation at a time. For example, if the ATO controls train operation, other activation methods need to be masked.
As shown in figure 1, under the manual activation mode of a driver, when a vehicle body and a vehicle chassis are assembled and are not separated, four main control handles are used as activation objects, one of the main control handles is activated as MC2, and the other three positions can not be activated.
After the car body is separated, only one main control handle on the car underframe can be activated, such as MC2, so that the rail car can be activated at one position, the operation condition is also met, and the vehicle can be applied to the independent operation of a single car.
If the ATO controls the train to run, only one of the two activatable places on the underframe can be activated, such as ATO-1, and other activation modes are shielded.
When the vehicle body of the rail vehicle is not separated, the rail vehicle activation circuit activates objects at a plurality of places, namely one place and one place, on and off the vehicle; after the automobile body separates from the vehicle bottom frame, the places that the vehicle bottom frame both ends can be activated need the interlocking in addition, can only have one and can activate, realize guaranteeing that the vehicle bottom frame still can activate after the automobile body separates from the vehicle bottom frame, and multiplexing electric wiring reduces the connecting wire between automobile body and the vehicle bottom frame.
On the basis of the above embodiment, the control circuit in this embodiment includes: the first control circuit is electrically connected with the first main control handle in a one-to-one correspondence manner and is used for activating the first main control handle corresponding to the first control circuit;
the first control circuit is used for carrying out activation control on a first main control handle on the vehicle body connected through the second connecting terminal. For example, MC1 and MC3 correspond to a first control circuit, respectively.
The second control circuit corresponds to the second main control handle one by one and the ATO contact one by one, and is used for activating the second main control handle and the ATO contact corresponding to the second control circuit;
And the second control circuit is used for activating and controlling a second main control handle and an ATO contact on the vehicle underframe. For example, the second master control handle MC2 and the ATO contact ATO-1 correspond to the same second control circuit, and the second master control handle MC4 and the ATO contact ATO-2 correspond to the same second control circuit.
The interlock circuit is used for enabling a single second control circuit to activate a second main control handle or an ATO contact connected with the second control circuit or enabling a single first control circuit to activate a first main control handle connected with the first control circuit under the condition that the first connecting terminal and the second connecting terminal are in one-to-one butt joint; and under the condition that the first connecting terminal and the second connecting terminal are not in one-to-one butt joint, enabling a single second control circuit to activate a second main control handle or an ATO contact connected with the second control circuit.
As shown in fig. 1, when the vehicle body and the vehicle chassis are not separated, only one first main control handle corresponding to one first control circuit can be activated through one of the two first control circuits, one second main control handle corresponding to one second control circuit can be activated through one of the two second control circuits, or one ATO contact corresponding to one second control circuit can be activated through one of the two second control circuits, and the other positions cannot be activated.
When the vehicle body is separated from the vehicle chassis, the corresponding second main control handle can be activated only through one circuit in the two second control circuits, or the corresponding ATO contact can be activated through one circuit in the two second control circuits, and the other places cannot be activated.
When the vehicle body of the rail vehicle is not separated, the rail vehicle activation circuit activates objects at a plurality of places, namely one place and one place, on and off the vehicle; after the automobile body separates from the vehicle underframe, the places that the vehicle underframe both ends can be activated need the interlocking in addition, can only have one to activate, realize guaranteeing that the vehicle underframe can still activate after the automobile body separates from the vehicle underframe.
On the basis of the above embodiment, the first control circuit in this embodiment includes: the input end of the first relay is electrically connected with the power supply negative electrode OV of the railway vehicle;
there are 4 first relays in fig. 1, namely K11, K21, K31 and K41. The input end of the first relay is positioned on the working circuit of the first relay, and the output end of the first relay is positioned on the control circuit of the first relay and is connected with the auxiliary contact of the first relay.
The first normally open auxiliary contact of the first relay is electrically connected with the input end of the first relay;
The first auxiliary contact that normally opens of first relay K11 is K111 in FIG. 1, and the first auxiliary contact that normally opens of first relay K31 is K311, and the first auxiliary contact that normally opens of first relay K21 is K211, and the first auxiliary contact that normally opens of first relay K41 is K411.
The normally closed auxiliary contact of a second relay in the interlock circuit is electrically connected with the input end of the first relay;
the second relay in the interlock circuit in fig. 1 includes K01, K02, K03, and K04, the normally closed auxiliary contact of the second relay K01 is K011, the normally closed auxiliary contact of the second relay K02 is K021, the normally closed auxiliary contact of the second relay K03 is K031, and the normally closed auxiliary contact of the second relay K04 is K041.
The negative electrode of the first diode is electrically connected with the first normally-open auxiliary contact of the first relay, the negative electrode of the first diode is electrically connected with the normally-closed auxiliary contact of the second relay, the positive electrode of the first diode is used for being electrically connected with the second main control handle, and the first main control handle is electrically connected with the positive electrode of the power supply of the railway vehicle;
the first diode in fig. 1 includes VD11, VD12, VD13, and VD 14.
The structure of the second control circuit is the same as that of the first control circuit;
and the positive electrode of a first secondary tube in the second control circuit is used for being electrically connected with the second main control handle through a first normally closed contact in the ATO contacts, and the second control handle is electrically connected with the positive electrode of the power supply of the rail vehicle.
For example, the anode of the first diode VD12 in fig. 1 is electrically connected to the second master handle MC2 through an ATO contact ATO-1 normally closed contact.
When the body of the rail vehicle is not separated, the rail vehicle activation circuit activates a plurality of objects, one and only one of the objects can be activated; after the vehicle body is separated from the vehicle bottom frame, the two ends of the vehicle bottom frame can be activated in an interlocking manner, and only one of the two ends can be activated, so that the vehicle bottom frame can be still activated after the vehicle body is separated from the vehicle bottom frame.
On the basis of the above embodiment, in this embodiment, the first relay further has a second normally open auxiliary contact, and the second normally open auxiliary contact is electrically connected to the positive electrode of the power supply;
the second normally-open auxiliary contact of the first relay K11 is K112, the second normally-open auxiliary contact of the first relay K31 is K312, the second normally-open auxiliary contact of the first relay K21 is K212, and the second normally-open auxiliary contact of the first relay K41 is K412.
And the input end of the second relay is electrically connected with the negative electrode of the power supply and is electrically connected with all the second normally-open auxiliary contacts.
The second relay includes K01, K02, K03, and K04.
When the body of the rail vehicle is not separated, the rail vehicle activation circuit activates a plurality of objects, one and only one of the objects can be activated; after the vehicle body is separated from the vehicle bottom frame, the two ends of the vehicle bottom frame can be activated in an interlocking manner, and only one of the two ends can be activated, so that the vehicle bottom frame can be still activated after the vehicle body is separated from the vehicle bottom frame.
On the basis of the above embodiment, in this embodiment, the number of the second relays is one, or is equal to the sum of the numbers of the first control circuit and the second control circuit;
the number of second relays in fig. 1 is equal to the sum of the number of first control circuits and second control circuits. The number of the second relays in fig. 3 is one, and only one second relay K01 is used.
When the number of the second relays is equal to the sum of the number of the first control circuits and the number of the second control circuits, the normally closed auxiliary contact of each second relay corresponds to one first control circuit or one second control circuit;
In fig. 1, there are four second relays, the first control circuit of MC1 corresponds to second relay K01, the first control circuit of MC2 corresponds to second relay K02, the first control circuit of MC3 corresponds to second relay K03, and the first control circuit of MC4 corresponds to second relay K04.
In the first control circuit of fig. 1, the normally closed auxiliary contact of the second relay K01 is K011, and the normally closed auxiliary contact of the second relay K03 is K031.
In the second control circuit of fig. 1, the normally closed auxiliary contact of the second relay K02 is K021, and the normally closed auxiliary contact of the second relay K04 is K041.
When the body of the rail vehicle is not separated, the rail vehicle activation circuit activates a plurality of objects, one and only one of the objects can be activated; after the vehicle body is separated from the vehicle bottom frame, the two ends of the vehicle bottom frame can be activated in an interlocking manner, and only one of the two ends can be activated, so that the vehicle bottom frame can be still activated after the vehicle body is separated from the vehicle bottom frame.
On the basis of the above embodiments, the control circuit in this embodiment further includes a third control circuit and a third relay;
the third relay as in 1 has two, namely K1 and K2. Each of MC2 and MC4 has a third control circuit.
The input end of the third relay is electrically connected with the negative electrode of the power supply;
the third control circuit corresponds to the second control circuit one to one, and the third control circuit includes:
the normally closed auxiliary contact of the third relay is electrically connected with the first normally open auxiliary contact of the first relay in the second control circuit corresponding to the third control circuit, the normally closed auxiliary contact of the second relay is electrically connected with the normally open auxiliary contact in the ATO contact, and the normally open auxiliary contact in the ATO contact is electrically connected with the positive electrode of the power supply;
in fig. 1, the normally closed auxiliary contact of the third relay K1 is K10, and is electrically connected to the first normally open auxiliary contact K211 of the first relay K21, the normally closed auxiliary contact K021 of the second relay K02, and the normally open contact in the ATO contact ATO-1. The normally closed auxiliary contact of the third relay K2 is K20.
The anode of the second diode is electrically connected with the second main control handle through a first normally closed contact of an ATO contact in a second control circuit corresponding to the control circuit, and the cathode of the second diode is electrically connected with the input end of the third relay;
In fig. 1, the second diode in the third control circuit corresponding to MC2 is VD22, and the second diode in the third control circuit corresponding to MC4 is VD 24.
And the anode of the third diode is electrically connected with the second connecting terminal, and the cathode of the third diode is electrically connected with the cathode of the second diode and is electrically connected with the input end of the third relay.
In fig. 1, the third diode in the third control circuit corresponding to MC2 is VD32, and the third diode in the third control circuit corresponding to MC4 is VD 34.
When the vehicle body of the rail vehicle is not separated, the rail vehicle activation circuit activates objects at a plurality of places, namely one place and one place, on and off the vehicle; after the automobile body separates from the vehicle underframe, the places that the vehicle underframe both ends can be activated need the interlocking in addition, can only have one to activate, realize guaranteeing that the vehicle underframe can still activate after the automobile body separates from the vehicle underframe.
On the basis of the above embodiment, in this embodiment, when the third relay corresponds to the third control circuits in a one-to-one manner, the cathode of the third diode in each third control circuit is electrically connected to the normally closed auxiliary contact of the first relay in the second control circuit corresponding to the third control circuit; the normally closed auxiliary contact of the first relay is electrically connected with the cathode of the second diode; after the normally closed auxiliary contacts of other first relays except the first relay in the control circuit are sequentially and electrically connected, one end of the control circuit is electrically connected with the normally closed auxiliary contact of the first relay, and the other end of the control circuit is electrically connected with the negative electrode of the second diode.
As shown in fig. 1 and 3, when the number of the third relays is the same as that of the third control circuits, the cathode of the third diode VD32 is electrically connected to the normally closed auxiliary contact K213 of the first relay K21, and K213 is electrically connected to the cathode of the second diode VD 22. Normally closed auxiliary contacts K113, K313 and K413 corresponding to the first relays K11, K31 and K41 are electrically connected with K213 and VD22 in sequence. The normally closed auxiliary contacts corresponding to the first relays K11, K21, K31 and K41 are also K114, K214, K314 and K414 respectively.
When the vehicle body of the rail vehicle is not separated, the rail vehicle activation circuit activates objects at a plurality of places, namely one place and one place, on and off the vehicle; after the vehicle body is separated from the vehicle bottom frame, the two ends of the vehicle bottom frame can be activated in an interlocking manner, and only one of the two ends can be activated, so that the vehicle bottom frame can be still activated after the vehicle body is separated from the vehicle bottom frame.
On the basis of the above embodiment, in this embodiment, when the number of the third relays is one, after the normally-closed auxiliary contacts of the first relays in all the second control circuits are electrically connected in sequence, one end of each normally-closed auxiliary contact is electrically connected to the cathode of the third diode in each third control circuit, and the other end of each normally-closed auxiliary contact is electrically connected to the cathode of the second diode in each third control circuit;
As shown in FIGS. 4 and 5, the number of the third relays in FIGS. 4 and 5 is one, only one third relay K1 is used, and the normally closed contact of ATO-2 and the normally closed contact of ATO-1 are respectively added at the two positions of MC2 and MC 4. And the number of the second relays in fig. 5 is one, only one second relay K01 is used.
For example, after the normally closed auxiliary contacts K213 and K413 corresponding to the first relays K21 and K41 are electrically connected in sequence, the normally closed auxiliary contacts are electrically connected to the cathodes of the third diodes VD32 and VD13, and are electrically connected to the cathodes of the second diodes VD22 and VD 24.
After the normally closed auxiliary contacts of the first relays in all the first control circuits are electrically connected in sequence, one end of each normally closed auxiliary contact is electrically connected with the input end of the corresponding third relay, and the other end of each normally closed auxiliary contact is electrically connected with the cathode of the corresponding second diode in each third control circuit;
normally closed auxiliary contacts K313 and K113 corresponding to the first relays K31 and K11 are electrically connected in sequence, and then are electrically connected with the cathodes of the second diodes VD22 and VD24, and are electrically connected with the input end of the third relay K1.
All the other ends of the first control circuits are electrically connected with the cathodes of the third diodes in each third control circuit through the normally closed auxiliary contacts of the first relays in all the second control circuits which are electrically connected in sequence;
Normally closed auxiliary contacts K313 and K113 corresponding to the first relays K31 and K11 are electrically connected in sequence and then are electrically connected with VD32 and VD34 through K413 and K213.
And each second master control handle is electrically connected with the positive electrode of the power supply through second normally closed contacts of other ATO contacts in the rail vehicle except the ATO contact corresponding to the second master control handle, and the second normally closed contacts of other ATO contacts are sequentially and electrically connected.
And a normally closed contact of ATO-2 is added at the second master control handle MC2, and a normally closed contact of ATO-1 is added at the second master control handle MC 4.
When the body of the rail vehicle is not separated, the rail vehicle activation circuit activates a plurality of objects, one and only one of the objects can be activated; after the vehicle body is separated from the vehicle bottom frame, the two ends of the vehicle bottom frame can be activated in an interlocking manner, and only one of the two ends can be activated, so that the vehicle bottom frame can be still activated after the vehicle body is separated from the vehicle bottom frame.
The rail vehicle activation control method provided by the invention is described below, and the rail vehicle activation control method described below and the rail vehicle activation control circuit described above can be referred to correspondingly.
As shown in fig. 6, the rail vehicle activation control method provided in this embodiment includes: step 601, under the condition that the first connecting terminals are in one-to-one butt joint with the second connecting terminals, when any first main control handle, any second main control handle or any ATO contact of the rail vehicle is activated, the control circuit does not activate other first main control handles, other second main control handles and other ATO contacts in the rail vehicle except for any activated first main control handle, any second main control handle or any ATO contact through an interlocking circuit;
After the vehicle body falls and the vehicle underframe is well matched, taking the activation of the master control handle MC2 in fig. 1 as an example, the vehicle activation control and interlocking process is as follows:
1. the driver controller is arranged at the position of the MC2, an activation key on the driver controller is rotated, and the MC2 is closed after the handle MC2 is operated to activate.
2. The circuit is divided into two paths after passing through nodes 16, 17, MC2 and the normally closed contact of ATO-1, one path sequentially passes through a first diode VD12, a first diode K021 and a first relay K21, and the relay K21 is powered; the other path of the current flows through second diodes VD22, K413, K313 and K113 and a relay K1 in sequence, and the relay K1 is powered.
3. After the relay K21 is electrified, the normally open auxiliary contact K211 of the relay K21 is closed, the normally closed auxiliary contact K213 of the relay K21 is opened, the normally open auxiliary contact K212 of the relay K21 is closed, and the normally closed auxiliary contact K214 of the relay K21 is opened.
4. Normally open auxiliary contact K212 of relay K21 is closed, and relay K01 to K04 get electricity, and then relay K01's auxiliary contact K011 disconnection, relay K03's auxiliary contact K031 disconnection, relay K02's auxiliary contact K021 disconnection, relay K04's auxiliary contact K041 disconnection.
5. Since the normally open auxiliary contact K211 of the relay K21 is closed, the circuit of the VD12, the K211 and the K21 relays is kept in a path in sequence, the K21 relay is continuously electrified, and the MC2 is kept activated.
6. After the relay K1 is electrified, the normally closed auxiliary contact K10 of the relay K1 is opened, so that even if the ATO-1 contact is activated, the ATO-1 activation failure can be caused because the K10 is in an open state. And when the ATO-1 contact is activated, the ATO-1 normally closed contact is disconnected, so that when the main control handle is activated, if the ATO contact is reactivated, the main control handle is activated and disconnected, and the vehicle is in a non-activated state.
7. Since the auxiliary contact K011 of the relay K01 is opened, the normally closed auxiliary contact K213 of the relay K21 is opened, and the MC1 cannot be activated.
8. Since the auxiliary contact K031 of the relay K03 is open, the normally closed auxiliary contact K414 of the relay K41 is open, ensuring that MC3 cannot be activated.
9. Since the auxiliary contact K041 of relay K04 is open, the normally closed auxiliary contact K214 of relay K21 is open, ensuring that neither MC4 nor ATO-2 can activate.
Thus, after MC2 is activated, MC1, MC3 and MC4 cannot be activated, and AT0 cannot activate any end, ensuring that only one place can activate the vehicle.
Similarly, if MC4 is activated, MC1, MC2, and MC3 cannot be activated, and AT0 cannot activate any end, ensuring that only one can activate the vehicle.
Taking the MC1 master control handle activation in fig. 1 as an example, the vehicle activation control and interlock process is as follows:
1. If MC1 is activated, the relay K11 is electrified through the circuit communication of MC1, VD11, K011 and relay K11 in turn.
The relay K1 is electrified through circuit communication of the MC1, the third diodes VD32, the K213, the K413, the K313 and the K113 and the relay K1 in sequence.
2. When the relay K11 is electrified, the auxiliary contacts K111 and K112 of the K11 are closed.
3. K111 is closed, and is communicated with a circuit of the relay through nodes MC1, VD11, K111 and K11 in sequence, the relay K11 is continuously electrified, and MC1 keeps an activated state.
4. The auxiliary contact K112 of the relay K11 is closed, the relays K01 to K04 are electrified, and then K011, K021, K031 and K041 are opened.
5. Since the relay K11 is continuously energized, the auxiliary contacts K113 and K114 of K11 are opened.
6. Since the auxiliary contact K031 of the relay K03 is open, the auxiliary contact K114 of the relay K11 is open, ensuring that the MC3 cannot be activated.
7. Since the auxiliary contact K041 of the relay K04 is open, the auxiliary contact K114 of the relay K11 is open, ensuring that neither MC4 nor ATO-2 can be activated.
8. Since the auxiliary contact K021 of the relay K02 is opened and the auxiliary contact K113 of the relay K11 is opened, it is ensured that neither MC2 nor ATO-1 can be activated.
Thus, after MC1 is activated, MC2, MC3 and MC4 cannot be activated, and AT0 cannot activate any end, ensuring that only one place can activate the vehicle.
Similarly, if MC3 is active, none of MC1, MC2, and MC4 are active, and AT0 is also inactive on either side, ensuring that only one can activate the vehicle.
The analysis is that one driver is activated, and other drivers and ATOs are interlocked. The following describes ATO activation, interlocking driver activation, and ATO activation without distinguishing getting on and off of the vehicle. Also illustrated in FIG. 2 is the following steps:
1. when the ATO at the end of the MC2 activates the vehicle, the ATO-1 normally closed contact is opened, and the ATO-1 normally open contact is closed.
2. Because the ATO-1 normally open contact is closed, the relay K21 is electrified through the circuit communication of the ATO-1 normally open contact, the K10, the auxiliary contact K021 of the relay K02 and the relay K21 in sequence.
3. Since the relay K21 is energized, the auxiliary contact K211 is closed, the relays K01 to K04 are energized, and the auxiliary contacts K011, K021, K031, and K041 are opened.
4. Because the relay K21 is electrified, the auxiliary contact K211 is closed, the current keeps passing through the MC2, the ATO-1 normally closed contact, the auxiliary contact K211 of the relay K21 and the current keeping passage of the relay K21 in sequence, and the relay K21 is continuously electrified;
5. since the auxiliary contact K011 of the relay K01 is opened, the auxiliary contact K213 of the relay K21 is opened, ensuring that the MC1 cannot be activated.
6. The ATO-1 normally closed contact opens and MC2 fails to activate.
7. The auxiliary contact K031 of relay K03 opens and the auxiliary contact K214 of relay K21 opens, ensuring that MC3 cannot be activated.
8. Since the auxiliary contact K041 of the relay K04 is open, the auxiliary contact K214 of the relay K21 is open, ensuring that neither MC4 nor ATO-2 can activate.
Therefore, after ATO-1 is activated, MC1, MC2, MC3 and MC4 cannot be activated, and AT0-2 cannot be activated, so that only one place can be activated for the vehicle.
Similarly, after ATO-2 is activated, MC1, MC2, MC3 and MC4 cannot be activated, and AT0-1 cannot be activated, so that only one place can be activated for activating the vehicle.
When manual activation is required, key activation is highest priority, even under ATO activation conditions, when a driver operates the key activation, the ATO cannot be activated, and the vehicle is switched to control the vehicle by the key activation.
The analysis shows that when the vehicle body is not separated, the activation process of the rail vehicle can activate the vehicle at one or only one position.
When the vehicle body is separated, only the under-vehicle circuit in fig. 1 can be conducted, and only the ATO contacts at two positions and two ends of the MC2 and the MC4 can be activated. When one of the two parts is activated, the other activation modes can be interlocked as the vehicle body is not separated.
When the vehicle body of the rail vehicle is not separated, the rail vehicle activation circuit activates objects at a plurality of places, namely one place and one place, on and off the vehicle; after the automobile body separates from the vehicle underframe, the places that the vehicle underframe both ends can be activated need the interlocking in addition, can only have one to activate, realize guaranteeing that the vehicle underframe can still activate after the automobile body separates from the vehicle underframe.
The embodiment provides a rail vehicle, which comprises any one of the rail vehicle activation control circuits.
The rail vehicle activation control circuit is electrically connected with a main control handle and an ATO contact of the rail vehicle.
In the embodiment, when the vehicle body of the railway vehicle is not separated, a plurality of objects are activated at the upper part and the lower part of the vehicle, and only one of the objects can be activated; after the automobile body separates from the vehicle underframe, the place that the vehicle underframe both ends can be activated is in order to interlock, can only have one to activate, realizes guaranteeing that the vehicle underframe still can activate after the automobile body separates from the vehicle underframe, and multiplexing electrical wiring reduces the connecting wire between automobile body and the vehicle underframe.
Finally, it should be noted that: the above examples are only intended to illustrate the technical solution of the present invention, and not to limit it; although the present invention has been described in detail with reference to the foregoing embodiments, it should be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions of the embodiments of the present invention.
Claims (10)
1. A rail vehicle activation control circuit, comprising:
the first connecting terminal is used for being installed on a vehicle body of a railway vehicle and is electrically connected with first main control handles on the vehicle body in a one-to-one correspondence manner;
the second connecting terminal is used for being mounted on a chassis of the railway vehicle;
the control circuit is used for being installed on the vehicle underframe, is electrically connected with the second connecting terminal and is electrically connected with a second main control handle and an ATO contact on the vehicle underframe;
the interlocking circuit is used for being installed on the vehicle underframe, and enables the control circuit to activate one of the first main control handle, the second main control handle and the ATO contact under the condition that the first connecting terminal and the second connecting terminal are in one-to-one butt joint; and under the condition that the first connecting terminal and the second connecting terminal are not in one-to-one butt joint, enabling the control circuit to activate one of the second main control handle and the ATO contact.
2. The rail vehicle activation control circuit of claim 1, wherein the control circuit comprises:
the first control circuits correspond to the first main control handles one by one and are used for activating the first main control handles corresponding to the first control circuits;
the second control circuit corresponds to the second master control handle one to one and the ATO contact one to one, and is used for activating the second master control handle and the ATO contact corresponding to the second control circuit;
the interlock circuit is used for enabling a single second control circuit to activate a second main control handle or an ATO contact connected with the second control circuit or enabling a single first control circuit to activate a first main control handle connected with the first control circuit under the condition that the first connecting terminal and the second connecting terminal are in one-to-one butt joint; and under the condition that the first connecting terminal and the second connecting terminal are not in one-to-one butt joint, enabling a single second control circuit to activate a second main control handle or an ATO contact connected with the second control circuit.
3. The rail vehicle activation control circuit of claim 2, wherein the first control circuit comprises:
The input end of the first relay is electrically connected with the negative electrode of the power supply of the railway vehicle;
the first normally open auxiliary contact of the first relay is electrically connected with the input end of the first relay;
the normally closed auxiliary contact of a second relay in the interlock circuit is electrically connected with the input end of the first relay;
the negative electrode of the first diode is electrically connected with the first normally-open auxiliary contact of the first relay, the negative electrode of the first diode is electrically connected with the normally-closed auxiliary contact of the second relay, the positive electrode of the first diode is used for being electrically connected with the second main control handle, and the first main control handle is electrically connected with the positive electrode of the power supply of the railway vehicle;
the structure of the second control circuit is the same as that of the first control circuit;
the positive pole of first secondary tube is used for passing through among the second control circuit first normally closed contact in the ATO contact with the second master control handle electricity is connected, second control handle with rail vehicle's power positive electricity is connected.
4. The rail vehicle activation control circuit of claim 3, wherein the first relay further has a second normally open auxiliary contact in electrical connection with the positive power supply;
And the input end of the second relay is electrically connected with the negative electrode of the power supply and is electrically connected with all the second normally-open auxiliary contacts.
5. The rail vehicle activation control circuit of claim 4, wherein the number of second relays is one, or equal to the sum of the number of first and second control circuits;
and when the number of the second relays is equal to the sum of the number of the first control circuits and the number of the second control circuits, the normally closed auxiliary contact of each second relay corresponds to one first control circuit or one second control circuit.
6. The rail vehicle activation control circuit of any one of claims 3-5, wherein the control circuit further comprises a third control circuit and a third relay;
the input end of the third relay is electrically connected with the negative electrode of the power supply;
the third control circuit corresponds to the second control circuit one to one, and the third control circuit includes:
the normally closed auxiliary contact of the third relay is electrically connected with the first normally open auxiliary contact of the first relay in the second control circuit, the normally closed auxiliary contact of the third relay is electrically connected with the normally closed auxiliary contact of the second relay and is electrically connected with the normally open contact in the ATO contacts, and the normally open contact in the ATO contacts is electrically connected with the positive electrode of the power supply;
The anode of the second diode is electrically connected with the second main control handle through a first normally closed contact of an ATO contact in the second control circuit, and the cathode of the second diode is electrically connected with the input end of the third relay;
and the anode of the third diode is electrically connected with the second connecting terminal, and the cathode of the third diode is electrically connected with the cathode of the second diode and is electrically connected with the input end of the third relay.
7. The rail vehicle activation control circuit of claim 6, wherein when the third relay corresponds to one of the third control circuits, the cathode of the third diode in each third control circuit is electrically connected to the normally closed auxiliary contact of the first relay in the second control circuit;
the normally closed auxiliary contact of the first relay is electrically connected with the cathode of the second diode;
and after normally closed auxiliary contacts of other first relays except the first relay are sequentially and electrically connected in the control circuit, one end of the control circuit is electrically connected with the normally closed auxiliary contact of the first relay, and the other end of the control circuit is electrically connected with the cathode of the second diode.
8. The railway vehicle activation control circuit as claimed in claim 6, wherein when the number of the third relays is one, after the normally-closed auxiliary contacts of the first relays in all the second control circuits are electrically connected in sequence, one end of the normally-closed auxiliary contact is electrically connected with the cathode of the third diode in each third control circuit, and the other end of the normally-closed auxiliary contact is electrically connected with the cathode of the second diode in each third control circuit;
after the normally closed auxiliary contacts of the first relays in all the first control circuits are electrically connected in sequence, one end of each normally closed auxiliary contact is electrically connected with the input end of the corresponding third relay, the other end of each normally closed auxiliary contact is electrically connected with the cathode of the corresponding second diode in each third control circuit, and the other end of each normally closed auxiliary contact of the first relays in all the second control circuits which are electrically connected in sequence is electrically connected with the cathode of the corresponding third diode in each third control circuit;
and each second master control handle is electrically connected with the positive electrode of the power supply through second normally closed contacts of other ATO contacts in the rail vehicle except the ATO contact corresponding to the second master control handle, and the second normally closed contacts of other ATO contacts are sequentially and electrically connected.
9. A rail vehicle activation control method based on a rail vehicle activation control circuit according to any one of claims 1 to 8, comprising:
Under the condition that the first connecting terminals are in one-to-one butt joint with the second connecting terminals, when any first main control handle, any second main control handle or any ATO contact of the railway vehicle is activated, the control circuit does not activate other first main control handles, other second main control handles and other ATO contacts in the railway vehicle except for any activated first main control handle, any second main control handle or any ATO contact through an interlocking circuit;
under the condition that the first connecting terminals are not in one-to-one butt joint with the second connecting terminals, when any second main control handle or any ATO contact of the railway vehicle is activated, the control circuit does not activate other second main control handles and other ATO contacts except the activated any second main control handle or any ATO contact in the railway vehicle through the interlocking circuit.
10. A rail vehicle, characterized in that it comprises a rail vehicle activation control circuit according to any one of claims 1 to 8.
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| CN202210273311.XA CN114750802B (en) | 2022-03-18 | 2022-03-18 | Railway vehicle activation control circuit and method and vehicle |
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