CN114750802B - Railway vehicle activation control circuit and method and vehicle - Google Patents
Railway vehicle activation control circuit and method and vehicle Download PDFInfo
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- CN114750802B CN114750802B CN202210273311.XA CN202210273311A CN114750802B CN 114750802 B CN114750802 B CN 114750802B CN 202210273311 A CN202210273311 A CN 202210273311A CN 114750802 B CN114750802 B CN 114750802B
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- 238000000034 method Methods 0.000 title claims abstract description 18
- 210000001503 joint Anatomy 0.000 claims abstract description 20
- 230000003213 activating effect Effects 0.000 claims description 3
- 230000007246 mechanism Effects 0.000 description 6
- 238000010586 diagram Methods 0.000 description 5
- 238000009429 electrical wiring Methods 0.000 description 3
- 238000004891 communication Methods 0.000 description 2
- 230000008569 process Effects 0.000 description 2
- 238000000926 separation method Methods 0.000 description 2
- 230000007547 defect Effects 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 238000003780 insertion Methods 0.000 description 1
- 230000037431 insertion Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
- 238000003466 welding Methods 0.000 description 1
Classifications
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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 train for signalling purposes
- B61L15/0018—Communication with or on the vehicle or train
- B61L15/0036—Conductor-based, e.g. using CAN-Bus, train-line or optical fibres
-
- 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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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Automation & Control Theory (AREA)
- Transportation (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Train Traffic Observation, Control, And Security (AREA)
Abstract
The invention provides a railway vehicle activation control circuit, a railway vehicle activation control method and a railway vehicle, wherein the railway vehicle activation control circuit comprises the following components: the first connecting terminals are arranged on the car body of the railway car and are electrically connected with the first master control handles on the car body in a one-to-one correspondence manner; a second connection terminal for mounting on a chassis of a rail vehicle; the control circuit is arranged on the chassis, is electrically connected with the second connecting terminal and is electrically connected with the second master control handle and the ATO contact on the chassis; the interlocking circuit is arranged on the chassis, and enables the control circuit to activate only one of the first master control handle, the second master 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; in the case that the first connection terminal and the second connection terminal are not butted one by one, the control circuit is caused to activate only one of the second master control handle and the ATO contact. The invention ensures that the chassis can still be activated after the vehicle body is separated from the chassis.
Description
Technical Field
The present invention relates to the field of control circuits, and in particular, to a railway vehicle activation control circuit, a method and a vehicle.
Background
Full-automatic driving is a current development trend, supporting a full-automatic driving mode and a manual driving mode. The vehicle activation is a precondition of vehicle operation, and it is particularly important how to effectively ensure that a full-automatic driving mode and a manual driving mode of a fully-automatic driving vehicle obtain train activation, and that the two driving modes cannot cause vehicle activation conflict.
The prior art ensures that the vehicle is only and only activated in either one of a full automatic driving mode and a manual driving mode by interlocking between the driver and the key. The current railway vehicle body is formed into a whole by welding technology, and the body and the bogie are used for transmitting force through the bogie center pin and the traction pull rod. In some situations, a railway vehicle is required to have the characteristic of detachable vehicle body, namely, the vehicle underframe still has the characteristic of automatic controllable operation after the vehicle body is separated from the vehicle underframe, and the existing railway vehicle activation control method cannot meet the requirement.
Therefore, how to provide a method for controlling the activation of a railway vehicle suitable for a detachable vehicle body, so that the vehicle body can still be activated after being detached from the chassis, is an important topic to be solved in the industry.
Disclosure of Invention
The invention provides a railway vehicle activation control circuit, a railway vehicle activation control method and a vehicle, which are used for solving the defect that the railway vehicle activation control method in the prior art is not suitable for a detachable vehicle body, and realizing the railway vehicle activation control method suitable for the detachable vehicle body, so that the vehicle body can still be activated after being detached from the vehicle underframe.
The invention provides a railway vehicle activation control circuit, comprising:
The first connecting terminals are used for being installed on a car body of the railway car and are electrically connected with the first master control handles on the car body in a one-to-one correspondence manner;
a second connection terminal for mounting on a chassis of the rail vehicle;
The control circuit is arranged on the chassis, is electrically connected with the second connecting terminal and is electrically connected with a second master control handle and an ATO contact on the chassis;
The interlocking circuit is used for being installed on the chassis and enabling the control circuit to activate one of the first master control handle, the second master 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 butt joint one by one, enabling the control circuit to activate one of the second master control handle and the ATO contact.
According to the invention, a railway vehicle activation control circuit is provided, and comprises:
the first control circuits are electrically connected with the first master control handles in a one-to-one correspondence manner and are used for activating the first master control handles corresponding to the first control circuits;
The second control circuits are in one-to-one correspondence with the second master control handles and in one-to-one correspondence with the ATO contacts, and activate the second master control handles and the ATO contacts corresponding to the second control circuits;
The interlocking circuit is used for enabling a single second control circuit to activate a second master control handle or an ATO contact connected with the second control circuit or enabling a single first control circuit to activate a first master control handle connected with the first control circuit under the condition that the first connection terminals are in one-to-one butt joint with the second connection terminals; and under the condition that the first connecting terminal and the second connecting terminal are not in butt joint one by one, enabling a single second control circuit to activate a second master control handle or an ATO contact connected with the second control circuit.
According to the invention, the first control circuit comprises:
The input end of the first relay is electrically connected with the power supply negative electrode 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;
A normally closed auxiliary contact of a second relay in the interlocking circuit is electrically connected with the input end of the first relay;
The negative electrode of the first diode is electrically connected with a first normally open auxiliary contact of the first relay, the negative electrode of the first diode is electrically connected with a normally closed auxiliary contact of the second relay, the positive electrode of the first diode is electrically connected with the second master control handle, and the first master 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 electrode of the first diode in the second control circuit is used for being electrically connected with the second master control handle through a first normally-closed contact in the ATO contact, and the second control handle is electrically connected with the positive electrode of the power supply of the railway vehicle.
According to the railway vehicle activation control circuit provided by the invention, the first relay is further provided with a second normally open auxiliary contact, and the second normally open auxiliary contact is electrically connected with the positive electrode of the power supply;
The input end of the second relay is electrically connected with the power supply negative electrode and all the second normally open auxiliary contacts.
According to the railway 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;
When the number of the second relays is equal to the sum of the numbers of the first control circuits and 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 railway 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 by one, and the third control circuit comprises:
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 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 master 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 the input end of the third relay.
According to the railway vehicle activation control circuit provided by the invention, when the third relays are in one-to-one correspondence with the third control circuits, 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 the other first relays except the first relay in the control circuit are electrically connected in sequence, 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 railway 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 sequentially and electrically connected, 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 each third relay, and the other end of each normally closed auxiliary contact is electrically connected with the negative electrode of the second diode in each third control circuit; the other end is electrically connected with the cathode of a third diode in each third control circuit through normally closed auxiliary contacts of the first relay in all the second control circuits which are electrically connected in sequence;
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 except for the ATO contact corresponding to the second master control handle in the railway vehicle, and the second normally closed contacts of the other ATO contacts are electrically connected in sequence.
The invention provides a railway vehicle activation control method based on any one of the railway vehicle activation control circuits, which comprises the following steps:
When any one of the first master control handles, any one of the second master control handles or any one of the ATO contacts of the railway vehicle is activated under the condition that the first connecting terminals are in one-to-one butt joint with the second connecting terminals, the control circuit does not activate any one of the first master control handles, any one of the second master control handles or any one of the ATO contacts of the railway vehicle, other first master control handles, other second master control handles and other ATO contacts except the activated one of the first master control handles, any one of the second master control handles or any one of the ATO contacts through the interlocking circuit;
When any second master control handle or any ATO contact of the railway vehicle is activated under the condition that the first connecting terminals are not in one-to-one butt joint with the second connecting terminals, the interlocking circuit enables the control circuit not to activate other second master control handles and other ATO contacts except the activated second master control handle or any ATO contact of the railway vehicle.
The vehicle provided by the invention comprises any railway vehicle activation control circuit.
According to the railway vehicle activation control circuit, the railway vehicle activation control method and the railway vehicle, when the vehicle body of the railway vehicle is not separated, the railway vehicle activation circuit activates objects at a plurality of positions on the vehicle and under the vehicle, and only one position can be activated; when the vehicle body is separated from the chassis, the two activatable places of the chassis are interlocked, and only one place can be activated, so that the chassis can still be activated after the vehicle body is separated from the chassis, and the electrical wiring is multiplexed, so that the connecting wires between the vehicle body and the chassis are reduced.
Drawings
In order to more clearly illustrate the invention or the technical solutions of the prior art, the following description will briefly explain the drawings used in the embodiments or the description of the prior art, and it is obvious that the drawings in the following description are some embodiments of the invention, and other drawings can be obtained according to the drawings without inventive effort for a person skilled in the art.
FIG. 1 is a schematic diagram of a railway vehicle activation control circuit provided by the present invention;
FIG. 2 is a schematic diagram of the structure of a detachable car body in the railway car activation control circuit provided by the invention;
FIG. 3 is a second schematic diagram of a rail vehicle activation control circuit according to the present invention;
FIG. 4 is a third schematic diagram of the rail vehicle activation control circuit provided by the present invention;
FIG. 5 is a schematic diagram of a railway vehicle activation control circuit according to the present invention;
fig. 6 is a schematic structural view of a railway vehicle activation control method provided by the present invention.
Reference numerals:
1: a vehicle body; 2: a chassis; 3: positioning and connecting mechanisms.
Detailed Description
For the purpose of making the objects, technical solutions and advantages of the present invention more apparent, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings, and it is apparent that the described embodiments are some embodiments of the present invention, not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
A rail vehicle activation control circuit of the present invention is described below in conjunction with fig. 1 and 2, including: the first connecting terminals are used for being installed on a car body 1 of the railway car and are electrically connected with first master control handles on the car body 1 in a one-to-one correspondence manner;
in fig. 1, the vehicle body 1 is provided with two first connection terminals, which are electrically connected with the first master control handles MC1 and MC3 on the vehicle body 1 in a one-to-one correspondence.
A second connection terminal for mounting on a chassis 2 of the rail vehicle;
The second connecting terminals are located on the chassis 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 chassis, the positioning and connecting mechanism 3 between the vehicle body 1 and the chassis 2 is separated. Optionally, the positioning connection mechanism 3 comprises a locking mechanism and an electric centralized plug, and the vehicle body does not have a power supply characteristic. When the vehicle body 1 and the chassis 2 are assembled, the corresponding first connecting terminal and second connecting terminal are locked by the locking mechanism, the corresponding first connecting terminal and second connecting terminal are electrically connected by electric centralized insertion, the circuit is connected, and the vehicle body 1 has the power supply characteristic.
The railway vehicle activation control circuit in the embodiment can be applied to a single carriage of a railway vehicle, and independent activation of each carriage is realized.
The control circuit is positioned on the chassis, is electrically connected with the second connecting terminal and is electrically connected with a second master control handle and an ATO contact on the chassis;
The control circuit and the interlocking circuit are both arranged on the chassis, and the vehicle body only provides a first connecting terminal to be in butt joint with the chassis.
The railway vehicle activation in this embodiment supports two activation modes, one is manual activation by the driver and one is automatic control activation by ATO (Automatic Train Operation).
The car body and the car underframe are provided with master control handles for manual activation by a driver. The ATO contacts on the chassis are 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 master control handle on the vehicle body. Whether or not the first connection terminal and the second connection terminal are correspondingly connected, the second master control handle or the ATO contact on the vehicle body can be activated.
The interlocking circuit is positioned on the underframe and used for enabling the control circuit to activate one of the first master control handle, the second master 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 butt joint one by one, enabling the control circuit to activate one of the second master control handle and the ATO contact.
When the vehicle body and the vehicle underframe are not separated, a plurality of activated objects are arranged on the vehicle body and the vehicle underframe. When one place on the vehicle body or the vehicle underframe is activated, the control circuits on the vehicle body and the other places on the vehicle underframe are disconnected at the same time, so that the activation of one place is ensured,
When the vehicle body is separated from the chassis, a plurality of activated objects on the chassis are interlocked, namely, when one place on the chassis is activated, the control circuits on other places on the chassis are simultaneously disconnected.
Whether the driver activates manually or the ATO automatically controls the activation, there is and only one place to activate. And the two activation modes are interlocked, i.e. only one activation mode can be used at a time for activation. For example, if the ATO controls train operation, other modes of activation need to be masked.
As shown in fig. 1, in the manual activation mode of the driver, when the vehicle body and the chassis are assembled without separation, four master control handles are used as activation objects, one of the master control handles is activated, such as MC2, and the other three master control handles cannot be activated.
When the car body is separated, only one of the two master control handles on the car underframe can be activated, such as MC2, and finally, the rail car can be activated only in one place, and the operation conditions are also provided, so that the device can be applied to independent operation of a single car of the 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 railway vehicle is not separated, the railway vehicle activation circuit in the embodiment activates objects at a plurality of positions on the vehicle and under the vehicle, and only one position can be activated; when the vehicle body is separated from the chassis, the two activatable places of the chassis are interlocked, and only one place can be activated, so that the chassis can still be activated after the vehicle body is separated from the chassis, and the electrical wiring is multiplexed, so that the connecting wires between the vehicle body and the chassis are reduced.
On the basis of the above embodiment, the control circuit in this embodiment includes: the first control circuits are electrically connected with the first master control handles in a one-to-one correspondence manner and are used for activating the first master control handles corresponding to the first control circuits;
The first control circuit is used for performing activation control on a first master control handle on a vehicle body connected through the second connecting terminal. Such as MC1 and MC3, respectively, correspond to a first control circuit.
The second control circuits are in one-to-one correspondence with the second master control handles and in one-to-one correspondence with the ATO contacts, and activate the second master control handles and the ATO contacts corresponding to the second control circuits;
the second control circuit is used for performing activation control on a second master control handle and an ATO contact on the chassis. If the second master control handle MC2 and the ATO contact ATO-1 correspond to the same second control circuit, the second master control handle MC4 and the ATO contact ATO-2 correspond to the same second control circuit.
The interlocking circuit is used for enabling a single second control circuit to activate a second master control handle or an ATO contact connected with the second control circuit or enabling a single first control circuit to activate a first master control handle connected with the first control circuit under the condition that the first connection terminals are in one-to-one butt joint with the second connection terminals; and under the condition that the first connecting terminal and the second connecting terminal are not in butt joint one by one, enabling a single second control circuit to activate a second master control handle or an ATO contact connected with the second control circuit.
As shown in fig. 1, when the vehicle body and the vehicle underframe are not separated, the corresponding one first master control handle can be activated only by one of the two first control circuits, the corresponding one second master control handle can be activated by one of the two second control circuits, or the corresponding one ATO contact can be activated by one of the two second control circuits, and the other places cannot be activated.
When the vehicle body and the vehicle underframe are separated, the corresponding one second master control handle can be activated only through one of the two second control circuits, or the corresponding one ATO contact can be activated through one of the two second control circuits, and the other parts cannot be activated.
When the vehicle body of the railway vehicle is not separated, the railway vehicle activation circuit in the embodiment activates objects at a plurality of positions on the vehicle and under the vehicle, and only one position can be activated; when the vehicle body is separated from the chassis, the two activatable places of the chassis are interlocked, and only one place can be activated, so that the chassis can still be activated after the vehicle body is separated from the chassis.
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 in the working circuit of the first relay, the output end of the first relay is positioned in 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;
In fig. 1, the first normally open auxiliary contact of the first relay K11 is K111, the first normally open auxiliary contact of the first relay K31 is K311, the first normally open auxiliary contact of the first relay K21 is K211, and the first normally open auxiliary contact of the first relay K41 is K411.
A normally closed auxiliary contact of a second relay in the interlocking circuit is electrically connected with the input end of the first relay;
The second relay in the interlocking circuit in fig. 1 comprises 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 a first normally-open auxiliary contact of the first relay, the negative electrode of the first diode is electrically connected with a normally-closed auxiliary contact of the second relay, the positive electrode of the first diode is electrically connected with the second master control handle, and the first master 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 VD14.
The structure of the second control circuit is the same as that of the first control circuit;
The positive electrode of the first diode in the second control circuit is used for being electrically connected with the second master control handle through a first normally-closed contact in the ATO contact, and the second control handle is electrically connected with the positive electrode of the power supply of the railway vehicle.
For example, the anode of the first diode VD12 in fig. 1 is electrically connected to the second master control handle MC2 through an ATO contact ATO-1 normally closed contact.
When the vehicle body of the railway vehicle is not separated, the railway vehicle activation circuit in the embodiment activates objects at a plurality of positions on the vehicle and under the vehicle, and only one position can be activated; when the vehicle body is separated from the chassis, the two activatable places of the chassis are interlocked, and only one place can be activated, so that the chassis can still be activated after the vehicle body is separated from the chassis.
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.
The input end of the second relay is electrically connected with the power supply negative electrode and all the second normally open auxiliary contacts.
The second relay includes K01, K02, K03, and K04.
When the vehicle body of the railway vehicle is not separated, the railway vehicle activation circuit in the embodiment activates objects at a plurality of positions on the vehicle and under the vehicle, and only one position can be activated; when the vehicle body is separated from the chassis, the two activatable places of the chassis are interlocked, and only one place can be activated, so that the chassis can still be activated after the vehicle body is separated from the chassis.
On the basis of the above embodiment, the number of the second relays in this embodiment 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 and second control circuits. The number of the second relays is one in fig. 3, and only one second relay K01 is used.
When the number of the second relays is equal to the sum of the numbers of the first control circuits and 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 the second relay K01, the first control circuit of MC2 corresponds to the second relay K02, the first control circuit of MC3 corresponds to the second relay K03, and the first control circuit of MC4 corresponds to the 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 vehicle body of the railway vehicle is not separated, the railway vehicle activation circuit in the embodiment activates objects at a plurality of positions on the vehicle and under the vehicle, and only one position can be activated; when the vehicle body is separated from the chassis, the two activatable places of the chassis are interlocked, and only one place can be activated, so that the chassis can still be activated after the vehicle body is separated from the chassis.
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, K1 and K2.MC2 and MC4 are respectively corresponding to 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 by one, and the third control circuit comprises:
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 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;
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, to the normally closed auxiliary contact K021 of the second relay K02, and to 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 master 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 VD24.
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 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 VD34.
When the vehicle body of the railway vehicle is not separated, the railway vehicle activation circuit in the embodiment activates objects at a plurality of positions on the vehicle and under the vehicle, and only one position can be activated; when the vehicle body is separated from the chassis, the two activatable places of the chassis are interlocked, and only one place can be activated, so that the chassis can still be activated after the vehicle body is separated from the chassis.
On the basis of the above embodiment, in this embodiment, when the third relay corresponds to the third control circuits one by one, the negative electrode 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; and after the normally closed auxiliary contacts of other first relays except the first relay in the control circuit are electrically connected in sequence, one end of the normally closed auxiliary contact is electrically connected with the normally closed auxiliary contacts of the first relay, and the other end of the normally closed auxiliary contact is electrically connected with the cathode of the second diode.
As shown in fig. 1 and 3, when the number of third relays is the same as the number of third control circuits, the negative electrode 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 negative electrode 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 with VD22 after being sequentially and electrically connected. Normally closed auxiliary contacts corresponding to the first relays K11, K21, K31 and K41 also include K114, K214, K314 and K414, respectively.
When the vehicle body of the railway vehicle is not separated, the railway vehicle activation circuit in the embodiment activates objects at a plurality of positions on the vehicle and under the vehicle, and only one position can be activated; when the vehicle body is separated from the chassis, the two activatable places of the chassis are interlocked, and only one place can be activated, so that the chassis can still be activated after the vehicle body is separated from the chassis.
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 the normally closed auxiliary contacts is electrically connected to the cathode of the third diode in each third control circuit, and the other end of the normally closed auxiliary contacts is electrically connected to the cathode of the second diode in each third control circuit;
As shown in fig. 4 and 5, the number of the third relays in fig. 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 two places of MC2 and MC 4. And the number of the second relays is one in fig. 5, only one second relay K01 is used.
For example, normally closed auxiliary contacts K213 and K413 corresponding to the first relays K21 and K41 are electrically connected in order, and then electrically connected to the cathodes of the third diodes VD32 and VD13 and 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 each third relay, and the other end of each normally closed auxiliary contact is electrically connected with the negative electrode of the second diode in each third control circuit;
The normally closed auxiliary contacts K313 and K113 corresponding to the first relays K31 and K11 are electrically connected in sequence, and then electrically connected with the cathodes of the second diodes VD22 and VD24, and electrically connected with the input end of the third relay K1.
All the other ends are electrically connected with the cathodes of the third diodes in each third control circuit through normally closed auxiliary contacts of the first relays in all the second control circuits which are electrically connected in sequence;
The normally closed auxiliary contacts K313 and K113 corresponding to the first relays K31 and K11 are electrically connected in sequence, and then electrically connected with the VD32 and VD34 through K413 and K213.
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 except for the ATO contact corresponding to the second master control handle in the railway vehicle, and the second normally closed contacts of the other ATO contacts are electrically connected in sequence.
The normally closed contact of ATO-2 is added at the second master control handle MC2, and the normally closed contact of ATO-1 is added at the second master control handle MC 4.
When the vehicle body of the railway vehicle is not separated, the railway vehicle activation circuit in the embodiment activates objects at a plurality of positions on the vehicle and under the vehicle, and only one position can be activated; when the vehicle body is separated from the chassis, the two activatable places of the chassis are interlocked, and only one place can be activated, so that the chassis can still be activated after the vehicle body is separated from the chassis.
The method for controlling the activation of the railway vehicle provided by the invention is described below, and the method for controlling the activation of the railway vehicle described below and the circuit for controlling the activation of the railway vehicle described above can be referred to correspondingly.
As shown in fig. 6, the method for controlling activation of a railway vehicle provided in this embodiment includes: step 601, under the condition that the first connection terminals and the second connection terminals are in one-to-one butt joint, when any one first master control handle, any one second master control handle or any ATO contact point of a railway vehicle is activated, enabling a control circuit to not activate other first master control handles, other second master control handles and other ATO contact points except for the activated first master control handle, any one second master control handle or any ATO contact point in the railway vehicle through an interlocking circuit;
When the vehicle body falls and the chassis is matched, taking activation of the MC2 master control handle in fig. 1 as an example, the vehicle activation control and interlocking process is as follows:
1. The driver is arranged at the MC2, an activation key on the driver is turned, and the MC2 is closed after the MC2 handle is operated to activate.
2. The circuit is divided into two paths after passing through normally closed contacts of nodes 16, 17, MC2 and ATO-1, and one path of the circuit passes through first diodes VD12, K021 and a relay K21 in sequence, and the relay K21 is powered; the other path sequentially passes through the second diodes VD22, K413, K313, K113 and the relay K1, and the relay K1 is electrified.
3. After the relay K21 is powered on, 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, relays K01 through K04 are powered on, then auxiliary contact K011 of relay K01 is opened, auxiliary contact K031 of relay K03 is opened, auxiliary contact K021 of relay K02 is opened, and auxiliary contact K041 of relay K04 is opened.
5. Because the normally open auxiliary contact K211 of the relay K21 is closed, the relay K21 is continuously electrified through the circuit maintaining paths of the VD12, the K211 and the K21 relay, and the MC2 is kept activated.
6. After the relay K1 is electrified, the normally closed auxiliary contact K10 of the relay K1 is disconnected, so that even if the ATO-1 contact is activated, the ATO-1 activation failure can be caused because the K10 is in a disconnected state. And when the ATO-1 contact is activated, the ATO-1 normally-closed contact is disconnected, so that when the master control handle is activated, if the ATO contact is reactivated, the master control handle is activated and disconnected, and the vehicle is in an inactive state.
7. Because the auxiliary contact K011 of the relay K01 is disconnected, the normally closed auxiliary contact K213 of the relay K21 is disconnected, and the MC1 is ensured to be unable to be activated.
8. Since auxiliary contact K031 of relay K03 is opened, normally closed auxiliary contact K414 of relay K41 is opened, ensuring that MC3 cannot be activated.
9. Because auxiliary contact K041 of relay K04 is opened, normally closed auxiliary contact K214 of relay K21 is opened, ensuring that MC4 and ATO-2 cannot be activated.
Thus, after MC2 is activated, MC1, MC3 and MC4 cannot be activated, and AT0 cannot activate either end, so that only one place can activate the vehicle.
Similarly, if MC4 is activated, MC1, MC2 and MC3 cannot be activated, and AT0 cannot activate either end, ensuring that only one location can activate the vehicle.
Taking the activation of the MC1 master control handle 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 powered through the circuit communication of MC1, VD11, K011 and relay K11 in sequence.
The relay K1 is powered by the MC1, the third diodes VD32, K213, K413, K313 and K113 and the relay K1.
2. After the relay K11 is energized, the auxiliary contacts K111 and K112 of K11 are closed.
3. K111 is closed, and the relay K11 is continuously electrified through the circuit communication of the nodes MC1, VD11, K111 and K11 relay, and MC1 is kept in an activated state.
4. Auxiliary contact K112 of relay K11 is closed, relays K01 to K04 are energized, and then K011, K021, K031 and K041 are opened.
5. As the relay K11 is continuously energized, the auxiliary contacts K113 and K114 of K11 are opened.
6. As auxiliary contact K031 of relay K03 opens, auxiliary contact K114 of relay K11 opens, ensuring that MC3 cannot be activated.
7. Since auxiliary contact K041 of relay K04 is open, auxiliary contact K114 of relay K11 is open, ensuring that neither MC4 nor ATO-2 is activated.
8. Because auxiliary contact K021 of relay K02 is disconnected, auxiliary contact K113 of relay K11 is disconnected, and MC2 and ATO-1 can not be activated.
Thus, after MC1 is activated, MC2, MC3 and MC4 cannot be activated, and AT0 cannot activate either end, so that only one place can activate the vehicle.
Similarly, if MC3 is activated, neither MC1, MC2, nor MC4 can be activated, nor AT0 can activate either end, ensuring that only one location can activate the vehicle.
The analysis described above is that one of the controls is activated, interlocking the other controls with the ATO. ATO activation, which does not distinguish between on-board and off-board, is described below. Also illustrated by way of example in fig. 2, the steps are as follows:
1. when the ATO at the MC2 end 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 auxiliary contact K021 of the relay K02 and the relay K21 are communicated sequentially through the ATO-1 normally open contact, the K10 and the circuit of the relay K21, and the relay K21 is electrified.
3. Since the K21 relay is energized, auxiliary contact K211 is closed, relays K01 to K04 are energized, and auxiliary contacts K011, K021, K031 and K041 are opened.
4. Because the relay K21 is powered on, the auxiliary contact K211 is closed, and the current passes through the MC2, the ATO-1 normally closed contact, the auxiliary contact K211 of the relay K21 and the current holding passage of the K21 relay in sequence, and the K21 relay is continuously powered on;
5. since the auxiliary contact K011 of the relay K01 is opened, the auxiliary contact K213 of the relay K21 is opened, ensuring that MC1 cannot be activated.
6. The ATO-1 normally closed contact is opened, and MC2 cannot be activated.
7. Auxiliary contact K031 of relay K03 opens, and auxiliary contact K214 of relay K21 opens, ensuring MC3 cannot be activated.
8. Since auxiliary contact K041 of relay K04 is open, auxiliary contact K214 of relay K21 is open, ensuring that neither MC4 nor ATO-2 is activated.
Thus, after ATO-1 is activated, MC1, MC2, MC3 and MC4 are not activated, and AT0-2 is not activated, ensuring that only one location can activate the vehicle.
Similarly, after ATO-2 is activated, MC1, MC2, MC3 and MC4 are not activated, and AT0-1 is not activated, ensuring that only one location can activate the vehicle.
When manual activation is required, the key activation is at the highest priority, even under the ATO activation condition, when the driver operates the key activation, the ATO cannot be activated, and the vehicle is controlled by the key activation.
When the analysis shows that the vehicle body is not separated, the railway vehicle can be activated by only one place.
In step 602, when any one of the second master control handles or any one of the ATO contacts of the railway vehicle is activated, the control circuit is made to deactivate the other second master control handles and other ATO contacts of the railway vehicle except for the activated one of the second master control handles or any one of the ATO contacts by the interlocking circuit under the condition that the first connecting terminals are not in one-to-one butt joint with the second connecting terminals.
When the vehicle body is separated, only the under-vehicle circuit in fig. 1 can be conducted, and only two MC2 and MC4 and two ATO contacts can be activated. When one of the two is activated, the other activation modes can be interlocked as the vehicle body is not separated.
When the vehicle body of the railway vehicle is not separated, the railway vehicle activation circuit in the embodiment activates objects at a plurality of positions on the vehicle and under the vehicle, and only one position can be activated; when the vehicle body is separated from the chassis, the two activatable places of the chassis are interlocked, and only one place can be activated, so that the chassis can still be activated after the vehicle body is separated from the chassis.
The embodiment provides a railway vehicle, which comprises any railway vehicle activation control circuit.
The rail vehicle activation control circuit is electrically connected with the master control handle and the 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 on the vehicle and under the vehicle, and only one place can be activated; when the vehicle body is separated from the chassis, the two activatable places of the chassis are interlocked, and only one place can be activated, so that the chassis can still be activated after the vehicle body is separated from the chassis, and the electrical wiring is multiplexed, so that the connecting wires between the vehicle body and the chassis are reduced.
Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present invention, and are not limiting; although the invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present invention.
Claims (8)
1. A railway vehicle activation control circuit, comprising:
The first connecting terminals are used for being installed on a car body of the railway car and are electrically connected with the first master control handles on the car body in a one-to-one correspondence manner;
a second connection terminal for mounting on a chassis of the rail vehicle;
The control circuit is arranged on the chassis, is electrically connected with the second connecting terminal and is electrically connected with a second master control handle and an ATO contact on the chassis;
the interlocking circuit is used for being installed on the chassis, and enabling the control circuit to activate one of the first master control handle, the second master 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; under the condition that the first connecting terminal and the second connecting terminal are not in butt joint one by one, enabling the control circuit to activate one of the second master control handle and the ATO contact;
The control circuit includes:
The first control circuits are in one-to-one correspondence with the first master control handles and are used for activating the first master control handles corresponding to the first control circuits;
The second control circuits are in one-to-one correspondence with the second master control handles and in one-to-one correspondence with the ATO contacts, and activate the second master control handles and the ATO contacts corresponding to the second control circuits;
the interlocking circuit is used for enabling a single second control circuit to activate a second master control handle or an ATO contact connected with the second control circuit or enabling a single first control circuit to activate a first master control handle connected with the first control circuit under the condition that the first connection terminals are in one-to-one butt joint with the second connection terminals; under the condition that the first connecting terminal and the second connecting terminal are not in butt joint one by one, enabling a single second control circuit to activate a second master control handle or an ATO contact connected with the second control circuit;
the first control circuit includes:
The input end of the first relay is electrically connected with the power supply negative electrode 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;
A normally closed auxiliary contact of a second relay in the interlocking circuit is electrically connected with the input end of the first relay;
The negative electrode of the first diode is electrically connected with a first normally open auxiliary contact of the first relay, the negative electrode of the first diode is electrically connected with a normally closed auxiliary contact of the second relay, the positive electrode of the first diode is electrically connected with the second master control handle, and the first master 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 electrode of the first diode in the second control circuit is used for being electrically connected with the second master control handle through a first normally closed contact in the ATO contact, and the second master control handle is electrically connected with the positive electrode of the power supply of the railway vehicle.
2. The railway vehicle activation control circuit of claim 1, wherein the first relay further has a second normally open auxiliary contact electrically connected to the power supply positive electrode;
The input end of the second relay is electrically connected with the power supply negative electrode and all the second normally open auxiliary contacts.
3. The railway vehicle activation control circuit of claim 2, wherein the number of second relays is one or equal to the sum of the number of first and second control circuits;
When the number of the second relays is equal to the sum of the numbers of the first control circuits and the second control circuits, the normally closed auxiliary contact of each second relay corresponds to one first control circuit or one second control circuit.
4. A rail vehicle activation control circuit as claimed in any one of claims 1 to 3, 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 by one, and the third control circuit comprises:
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, is electrically connected with the normally closed auxiliary contact of the second relay, is electrically connected with the normally open contact in the ATO contact, and is electrically connected with the positive electrode of the power supply;
The anode of the second diode is electrically connected with the second master 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 the input end of the third relay.
5. The railway vehicle activation control circuit of claim 4, wherein when the third relays are in one-to-one correspondence with the third control circuits, the negative pole 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;
the normally closed auxiliary contact of the first relay is electrically connected with the cathode of the second diode;
and after the normally closed auxiliary contacts of other first relays except the first relay in the control circuit are electrically connected in sequence, one end of the normally closed auxiliary contact is electrically connected with the normally closed auxiliary contacts of the first relay, and the other end of the normally closed auxiliary contact is electrically connected with the cathode of the second diode.
6. The railway vehicle activation control circuit according to claim 4, 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 contacts is electrically connected with the negative electrode of the third diode in each third control circuit, and the other end of the normally closed auxiliary contacts is electrically connected with the negative electrode 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 the normally closed auxiliary contacts is electrically connected with the input end of the third relay, the other end of the normally closed auxiliary contacts is electrically connected with the negative electrode of the second diode in each third control circuit, and the other end of the normally closed auxiliary contacts is electrically connected with the negative electrode of the third diode 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;
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 except for the ATO contact corresponding to the second master control handle in the railway vehicle, and the second normally closed contacts of the other ATO contacts are electrically connected in sequence.
7. A railway vehicle activation control method based on a railway vehicle activation control circuit according to any one of claims 1 to 6, characterized by comprising:
When any one of the first master control handles, any one of the second master control handles or any one of the ATO contacts of the railway vehicle is activated under the condition that the first connecting terminals are in one-to-one butt joint with the second connecting terminals, the control circuit does not activate any one of the first master control handles, any one of the second master control handles or any one of the ATO contacts of the railway vehicle, other first master control handles, other second master control handles and other ATO contacts except the activated one of the first master control handles, any one of the second master control handles or any one of the ATO contacts through the interlocking circuit;
When any second master control handle or any ATO contact of the railway vehicle is activated under the condition that the first connecting terminals are not in one-to-one butt joint with the second connecting terminals, the interlocking circuit enables the control circuit not to activate other second master control handles and other ATO contacts except the activated second master control handle or any ATO contact of the railway vehicle.
8. A rail vehicle characterized by comprising a rail vehicle activation control circuit as claimed in any one of claims 1-6.
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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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| WO2003013911A1 (en) * | 2001-08-09 | 2003-02-20 | Toyota Jidosha Kabushiki Kaisha | Activation control unit and control method thereof for occupant protection apparatus |
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| WO2003013911A1 (en) * | 2001-08-09 | 2003-02-20 | Toyota Jidosha Kabushiki Kaisha | Activation control unit and control method thereof for occupant protection apparatus |
| CN101449085A (en) * | 2006-02-24 | 2009-06-03 | 斯蒂利扬·措涅夫·甘切夫 | Torsional control for torque distribution |
| CN112706784A (en) * | 2021-01-13 | 2021-04-27 | 中车青岛四方机车车辆股份有限公司 | Full-automatic driving vehicle activation and interlocking control circuit, control method and vehicle |
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