CN211710628U - Power-loss bow-reducing protection device for electric locomotive - Google Patents

Abstract

The utility model discloses an electric locomotive loses electric power and falls bow protection device, a serial communication port, which comprises a single chip microcomputer, the singlechip is connected with first power module, net pressure detection module, speed acquisition module, communication module and falls bow control module respectively, first power module communication module with it all connects second power module to fall bow control module. The utility model has the advantages that: need not to rely on attendant's judgement, reduced artifical participation, the precision is higher, has guaranteed that the contact net after the decompression, the pantograph can descend automatically, has ensured driving safety.

Description

Power-loss bow-reducing protection device for electric locomotive

Technical Field

The utility model relates to an electric locomotive's technical field particularly, relates to an electric locomotive loses electric power and falls bow protection device.

Background

When a locomotive encounters a voltage loss (power failure) of a contact network in operation, corresponding measures such as bow reduction and the like need to be taken immediately, or the contact network is powered off when a driver and a crew wait to close, negligence of the driver and the crew causes that the locomotive only disconnects a main circuit breaker but does not have the bow reduction, and when the contact network is powered on, because the bow reduction does not exist, the fault of the locomotive causes a top power accident of the contact network. In practice, the main breaker is disconnected when the main and auxiliary grounding, primary and secondary overcurrent, traction motor overcurrent and other faults occur to the locomotive due to the loss of the voltage of the contact network, and the main breaker is difficult to accurately judge whether the voltage of the contact network is lost or the main breaker is disconnected due to other faults of the locomotive in a short time by a crew, so that corresponding measures such as bow reduction and the like are taken later.

At present, a direct current electric locomotive is in a tripping main-breaking state after voltage loss, but a pantograph does not fall down, or a pipeline of an air bag pantograph has an air leakage fault, an exhaust valve acts to automatically fall down the pantograph, and the protection of the contact net for the voltage loss and the pantograph fall is lacked. The defects are relatively limited and can only be applied to direct current locomotives.

An effective solution to the problems in the related art has not been proposed yet.

SUMMERY OF THE UTILITY MODEL

To the above-mentioned technical problem among the correlation technique, the utility model provides an electric locomotive loses the electricity and falls bow protection device has guaranteed that the contact net after the decompression, and the pantograph can automatic fall, has ensured driving safety.

In order to achieve the technical purpose, the technical scheme of the utility model is realized as follows:

the utility model provides an electric locomotive loses electric current and falls bow protection device which characterized in that, includes the singlechip, the singlechip is connected with first power module, net voltage detection module, speed acquisition module, communication module and bow control module that falls respectively, first power module, communication module with bow control module all connects the second power module that falls.

Furthermore, the single chip microcomputer is also connected with a key module.

Furthermore, the single chip microcomputer is further connected with a liquid crystal display module, and the liquid crystal display module is connected with the second power supply module.

Further, the communication module is an LKJ485 communication module.

Further, the model of singlechip is STM32F103R 2876.

Further, the input voltage of the first power module is 5V, the output voltage of the first power module is 3.3V, the input voltage of the second power module is 110V, and the output voltage of the second power module is 5V.

The utility model has the advantages that: need not to rely on attendant's judgement, reduced artifical participation, the precision is higher, has guaranteed that the contact net after the decompression, the pantograph can descend automatically, has ensured driving safety.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required to be used in the embodiments will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to these drawings without creative efforts.

Fig. 1 is a circuit diagram of a power loss and bow reduction protection device for an electric locomotive according to an embodiment of the present invention;

fig. 2 is a circuit diagram of a second power module according to an embodiment of the present invention;

fig. 3 is a circuit diagram of a liquid crystal display module according to an embodiment of the present invention.

Detailed Description

The technical solutions in the embodiments of the present invention will be described clearly and completely with reference to the accompanying drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments in the present invention, all other embodiments obtained by a person skilled in the art all belong to the protection scope of the present invention.

As shown in FIGS. 1-3, according to the utility model discloses an electric locomotive lose electricity bow reduction protection device, a serial communication port, including the singlechip, the singlechip is connected with first power module, net voltage detection module, speed acquisition module, communication module and bow control module that falls respectively, first power module communication module with bow control module all connects the second power module that falls.

In a specific embodiment of the present invention, the single chip is further connected to a key module.

In a specific embodiment of the present invention, the single chip is further connected to a liquid crystal display module, and the liquid crystal display module is connected to the second power module.

In a specific embodiment of the present invention, the communication module is an LKJ485 communication module.

In a specific embodiment of the utility model, the model of singlechip is STM32F103R 2876.

In a specific embodiment of the present invention, the input voltage of the first power module is 5V, the output voltage of the first power module is 3.3V, the input voltage of the second power module is 110V, and the output voltage of the second power module is 5V.

For the convenience of understanding the above technical solutions of the present invention, the above technical solutions of the present invention will be described in detail through specific use modes.

Electric locomotive lose electricity bow reduction protection device (hereinafter simply referred to as device) structurally adopt the modularization, the device is whole less, be convenient for wiring and installation. The device integrates the calculation control and execution parts into a whole, thereby reducing the potential safety hazard caused by external equipment lines and being beneficial to the judgment and the maintenance of device faults. In addition, the device is provided with the key module, so that when the device fails, the device can be completely cut off through the key module, and the normal operation of the locomotive cannot be influenced. Functionally, the device is only put into operation in a static state of the locomotive, and faults are convenient to judge.

The device is divided into 9 modules, namely a first power supply module, a second power supply module, an LKJ458 communication module, a network pressure detection module, a single chip microcomputer, a pantograph control module, a speed acquisition module, a key module and a liquid crystal display module.

The model of the singlechip is STM32F103R2876, and the singlechip has the advantages of multiple interfaces, high operation speed, capability of reaching 70M/S and low power consumption.

The second power supply module is used for converting 110V voltage into 5V voltage, and the second power supply module is used for supplying power to the first power supply module, the LKJ458 communication module, the liquid crystal display module and the pantograph lowering control module respectively.

The first power module is used for converting 5V voltage into 3.3V voltage and provides power for the single chip microcomputer.

The network voltage detection module is used for sensing the voltage of a contact network, the voltage is reduced by T1 and rectified by DZ1 and then sent to the single chip microcomputer, and the network voltage detection adjustable range is 16KV-30KV according to the actual condition of the network voltage of each line.

The LKJ458 communication module is used for providing line kilometer sign data and phase separation area positions for the single chip microcomputer.

And the bow-lowering control module is used for executing a bow-lowering instruction given by the singlechip.

The speed acquisition module is used for acquiring speed signals, processing the speed signals and sending the speed signals to the single chip microcomputer.

The liquid crystal display module is used for displaying the current data parameters (such as network pressure values, speed values and the like) of the device.

The key module is used for cutting off the device when the equipment fails and is subjected to low-voltage test.

The working process is as follows: 1) firstly, the network voltage detection module acquires signals of the voltage loss condition (namely whether the voltage is lost) of the contact network and sends the acquired signals to the singlechip.

2) The locomotive running condition is judged through the speed acquisition module, when the locomotive runs, the acquired signal is 1, when the locomotive is parked in a garage or on line, the acquired signal is 0, and the speed signal is sent to the single chip microcomputer.

3) The LKJ485 communication module exchanges data with the single chip microcomputer to determine the position of the locomotive, so that the error judgment of the locomotive during the passing phase separation period is avoided; when the locomotive is in the phase separation central area, the locomotive meets the partial automatic bow reduction condition, but when the locomotive is in the running state, the introduction of kilometer standard data enables the single chip microcomputer to judge whether the locomotive is in the phase separation central area, and the bow reduction of the locomotive in the phase separation central area is avoided.

4) The single chip microcomputer is used for carrying out data processing and issuing instructions to the pantograph control module, and the pantograph control module controls the operation locomotive to automatically pantograph after 30s intervals when the non-phase central area contact network is in voltage loss.

5) The liquid crystal display module displays the process data and carries out self-checking on all links of the device.

7) The key module is used for resetting and cutting off the device when the device is subjected to self-checking alarm.

The working mode of the device is as follows: the contact net is in a power-on state and a power-off state.

When the contact net is electrified, the net pressure detection device detects that the net is electrified and then transmits signals to the single chip microcomputer, and the single chip microcomputer receives data of the LKJ485 communication module. When the locomotive enters the cross-span section, the single chip microcomputer does not send a bow reduction instruction according to the data of the LKJ485 communication module.

When the contact net is in power failure, the single chip microcomputer receives signals of the speed acquisition module and data of the LKJ485 communication module, when speed signals are input, the single chip microcomputer judges whether the single chip microcomputer is in a phase separation area (namely a phase separation central area) or not by combining the data of the LKJ485 communication module, if the single chip microcomputer does not work in the phase separation area, if the single chip microcomputer is not in the phase separation area, after 10S delay, if a crew does not perform pantograph lowering operation, the single chip microcomputer sends a pantograph lowering instruction, the pantograph lowering control module acts, and a pantograph power supply circuit is cut off to enable the pantograph lowering. When no speed signal is input, the locomotive is possibly overhauled in a phase separation area or a non-electricity area, the singlechip defaults to a pantograph descending instruction, and if the pantograph ascending is needed, a crew can cut off or hit a test position through the key module. The device works after being confirmed by workers, and the top electricity accident caused by sudden power on of the contact network and non-pantograph descending of the locomotive is prevented.

When the device is used specifically, after the SS4G locomotive is installed, when an operator meets the condition that a contact net is in power failure on the way, the locomotive is in a static state, at the moment, the locomotive only disconnects a main circuit breaker because of zero-voltage protection, but a pantograph cannot fall down, if the operator neglects a moment, the pantograph does not fall down, and after the time delay of 30s, if the operator does not perform corresponding operation, the device acts, so that the pantograph automatically falls down. And when the contact net is electrified, the top electricity accident of the contact net can not be caused by the sudden failure of the locomotive. If the device has a fault, the key module can be pressed down to be self-locked and cut off. The normal operation of the locomotive is not affected.

To sum up, with the help of the above technical scheme of the utility model, need not to rely on attendant's judgement, reduced artifical the participation, the precision is higher, has guaranteed that the contact net loses the voltage after, and the pantograph can fall automatically, has ensured driving safety.

The above description is only a preferred embodiment of the present invention, and should not be taken as limiting the invention, and any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims (6)

1. The utility model provides an electric locomotive loses electric current and falls bow protection device which characterized in that, includes the singlechip, the singlechip is connected with first power module, net voltage detection module, speed acquisition module, communication module and bow control module that falls respectively, first power module, communication module with bow control module all connects the second power module that falls.

2. The power loss and bow reduction protection device for the electric locomotive according to claim 1, wherein the single chip microcomputer is further connected with a key module.

3. The electric locomotive power loss and pantograph reduction protection device according to claim 1, wherein the single chip microcomputer is further connected with a liquid crystal display module, and the liquid crystal display module is connected with the second power supply module.

4. The electric locomotive power loss and pantograph reduction protection device according to claim 1, wherein said communication module is an LKJ485 communication module.

5. The electric locomotive power loss and pantograph reduction protection device according to claim 1, wherein the single chip microcomputer is STM32F103R 2876.

6. The electric locomotive power loss and pantograph reduction protection device according to claim 1, wherein the input voltage of the first power module is 5V, the output voltage of the first power module is 3.3V, the input voltage of the second power module is 110V, and the output voltage of the second power module is 5V.

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