CN212373391U - Rail transit traction control device - Google Patents
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- CN212373391U CN212373391U CN202020716342.4U CN202020716342U CN212373391U CN 212373391 U CN212373391 U CN 212373391U CN 202020716342 U CN202020716342 U CN 202020716342U CN 212373391 U CN212373391 U CN 212373391U
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Abstract
The embodiment of the utility model provides a rail transit traction control device, including drawing excision unit, being used for to contravariant module output drive signal's drive unit and being used for the power supply of drive unit power supply, draw excision unit includes first drive subelement and first isolator, and the series connection of first isolator is between the direct current output of power supply and the voltage input end of drive unit; and the output end of the first driving subunit is connected to the control end of the first isolating switch, and the on-off control of the first isolating switch is carried out according to the received cutting-off signal. The embodiment of the utility model provides an adopt pure hardware to realize the safety of the highest SIL2 above and draw excision function, not only simple structure, the reliability is high moreover.
Description
Technical Field
The embodiment of the utility model provides a relate to rail transit vehicle control field, more specifically say, relate to a rail transit traction control device.
Background
Urban rail transit is a vehicle transportation system which adopts a rail structure for bearing and guiding, and has the characteristics of energy conservation, land conservation, large transportation volume, all weather, no pollution (or little pollution), safety and the like, so that the urban rail transit is gradually developed into the backbone of urban public transportation, and is particularly suitable for large and medium-sized cities.
With the increasing awareness of the national security and the gradual progress of unmanned driving, the demand of urban rail transit on security is also increasing. For the traction system of rail traffic, the traction cut-off function is undoubtedly one of the most interesting and critical safety functions.
As shown in fig. 1, in the conventional traction cut-off function, a traction Control device 12 receives a cut-off command issued by a VCU (Vehicle Controller Unit)/TCMS (Train Control and Management System) 11 in a Multifunctional Vehicle Bus (MVB) communication manner, and after the cut-off command is decoded and judged by an MVB function module 121 and a main Control Unit 122 in the traction Control device 12, a cut-off signal is sent to a driving signal interface 123 to cut off a driving signal output to a driving Unit 13, so as to achieve the purpose of traction cut-off.
Although the traction excision scheme can realize the normal traction excision function, the whole excision needs communication safety, decoding and logic safety and excision signal circuit safety, the three are all unavailable, the whole realization process is complicated, the participation elements are many, the development investment is large, and the safety integrity level is relatively low.
SUMMERY OF THE UTILITY MODEL
The embodiment of the utility model provides a to the above-mentioned problem that pulls that excision scheme process is complicated, the participation element is many, the safety integrity level is not high, provide a new track traffic traction control device.
The technical solution of the present invention is to provide a rail transit traction control device, which includes a traction cutting unit, a driving unit for outputting a driving signal to an inversion module, and a power supply for supplying power to the driving unit, wherein the traction cutting unit includes a first driving subunit and a first isolating switch, and the first isolating switch is connected in series between a dc output terminal of the power supply and a voltage input terminal of the driving unit; and the output end of the first driving subunit is connected to the control end of the first isolating switch, and the on-off control of the first isolating switch is carried out according to the received cutting-off signal.
Preferably, the first driving subunit comprises a first input circuit and a first constant current circuit, and the first driving subunit receives a cut-off signal from the whole vehicle through the first input circuit; the input end of the first constant current circuit is connected with the first input circuit, the output end of the first constant current circuit is connected with the control end of the first isolating switch, and the first constant current circuit outputs a first level for enabling the first isolating switch to be switched on when the cutting signal is effective and outputs a second level for enabling the first isolating switch to be switched off when the cutting signal is ineffective.
Preferably, the traction cutting unit further comprises a second driving subunit and a second isolating switch, and the second isolating switch is connected in series between the dc output end of the power supply and the voltage input end of the driving unit; and the output end of the second driving subunit is connected to the control end of the second isolating switch, and the second isolating switch is controlled to be switched on or switched off according to the received cutting-off signal.
Preferably, the second driving subunit comprises a second input circuit and a second constant current circuit, and the second driving subunit receives a cutting signal from the whole vehicle through the second input circuit; the input end of the second constant current circuit is connected with the second input circuit, the output end of the second constant current circuit is connected with the control end of the second isolating switch, and the second constant current circuit outputs a first level for enabling the second isolating switch to be switched on when the cutting signal is effective and outputs a second level for enabling the second isolating switch to be switched off when the cutting signal is ineffective.
Preferably, the first input circuit or the second input circuit respectively includes a reverse connection prevention circuit and a filtering surge absorption circuit, the reverse connection prevention circuit is connected in series to the positive dc bus, and the filtering surge absorption circuit is connected between the positive dc bus and the negative dc bus.
Preferably, the cut-off signal is a high-level effective signal, the first isolation switch includes a first optocoupler, a primary side of the first optocoupler is connected with the first constant current circuit, and a secondary side of the first optocoupler is connected in series between the dc output terminal of the power supply and the voltage input terminal of the driving unit;
the second isolating switch comprises a second optocoupler, the primary side of the second optocoupler is connected with the second constant current circuit, and the secondary side of the second optocoupler is connected in series between the direct current output end of the power supply and the voltage input end of the driving unit.
Preferably, the first driving subunit includes a first positive direct-current bus and a first negative direct-current bus, the first constant-current circuit includes a first voltage-stabilizing sub-circuit, a first constant-current sub-circuit and a first under-voltage turn-off sub-circuit, and a voltage difference between the first positive direct-current bus and the first negative main-current bus is converted into a constant current through the first voltage-stabilizing sub-circuit, the first constant-current sub-circuit and the first under-voltage turn-off sub-circuit, and is output to the secondary side of the first optocoupler;
the second driving subunit comprises a second positive direct current bus and a second negative direct current bus, the second constant current circuit comprises a second voltage stabilizing sub-circuit, a second constant current sub-circuit and a second under-voltage turn-off sub-circuit, and the voltage difference between the second positive direct current bus and the second negative main current bus is converted into constant current through the second voltage stabilizing sub-circuit, the second constant current sub-circuit and the second under-voltage turn-off sub-circuit and is output to the secondary side of the second optocoupler.
Preferably, the first voltage-stabilizing sub-circuit comprises a first resistor and a first voltage-stabilizing diode, the first constant-current sub-circuit comprises a second resistor, a second voltage-stabilizing diode, a first amplifying element and a first sampling resistor, and the first under-voltage turn-off sub-circuit comprises a third voltage-stabilizing diode;
the first amplifying element, the first sampling resistor and the primary side of the first optocoupler are connected in series between the first positive direct current bus and the first negative direct current bus, the third voltage stabilizing diode is connected in series between the first amplifying element and the first sampling resistor in a reverse direction, a connection point of the anode of the third voltage stabilizing diode and the first sampling resistor forms a first potential point, and a connection point of the first sampling resistor and the primary side of the first optocoupler forms a second potential point;
the first resistor and the first voltage stabilizing diode are connected in series between a first potential point and the first positive direct current bus, and a connecting point of the cathode of the first voltage stabilizing diode and the first resistor forms a third potential point; the second zener diode and the second resistor are connected in series between the second potential point and a third potential point, and a connection point of the second zener diode and the second resistor is connected to the control terminal of the first amplifying element;
the second voltage-stabilizing sub-circuit comprises a third resistor and a fourth voltage-stabilizing diode, the second constant-current sub-circuit comprises a fourth resistor, a fifth voltage-stabilizing diode, a second amplifying element and a second sampling resistor, and the second under-voltage turn-off sub-circuit comprises a sixth voltage-stabilizing diode;
the second amplifying element, the second sampling resistor and the primary side of the second optocoupler are connected in series between the second positive direct current bus and the second negative direct current bus, the sixth voltage stabilizing diode is connected in series between the second amplifying element and the second sampling resistor in a reverse direction, a connection point of the anode of the sixth voltage stabilizing diode and the second sampling resistor forms a fourth potential point, and a connection point of the second sampling resistor and the primary side of the second optocoupler forms a fifth potential point;
the third resistor and the fourth voltage stabilizing diode are connected in series between a fourth potential point and the second positive direct current bus, and a connection point of a cathode of the fourth voltage stabilizing diode and the third resistor forms a sixth potential point; the fifth zener diode and the fourth resistor are connected in series between the fifth potential point and the sixth potential point, and a connection point of the fifth zener diode and the fourth resistor is connected to the control terminal of the second amplifying element.
Implement the utility model discloses rail transit traction control device has following beneficial effect: the safe traction cutting function above the highest SIL2 is realized by adopting pure hardware, and the structure is simple and reliable. The embodiment of the utility model provides an it realizes the safe excision that pulls still to adopt the independent binary channels structure of physics, can overcome the tradition and pull excision scheme excision process complicacy, design and development degree of difficulty are big, the not high shortcoming of safety integrity level.
Drawings
FIG. 1 is a schematic illustration of a prior art rail traffic traction cut-out scheme;
fig. 2 is a schematic view of a rail transit traction control device provided by an embodiment of the present invention;
fig. 3 is a schematic circuit topology diagram of a traction cutting unit in a rail transit traction control device according to an embodiment of the present invention;
fig. 4 is a schematic view of a rail transit traction control apparatus according to another embodiment of the present invention;
fig. 5 is a schematic circuit topology diagram of a traction cutting unit in a rail transit traction control device according to another embodiment of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more clearly understood, the present invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.
As shown in fig. 2, the schematic diagram of the rail transit traction control device provided by the embodiment of the present invention is that the rail transit traction control device can be applied to a rail transit traction system, and realizes safe traction and cutting. The rail transit traction control device of the embodiment includes a traction cutting unit 21, a driving unit 23 (the cover driving unit 23 may be located on the same circuit board as the traction cutting unit 21, or may be independent of the circuit board where the traction cutting unit 21 is located) for outputting a driving signal to the inverter module, and a power supply 22 for supplying power to the driving unit 23, where the traction cutting unit 21 may be integrated into a main control board of the rail transit traction control device, and the traction cutting unit 21 includes a first driving subunit 211 and a first isolating switch 212. The first isolating switch 212 is connected in series between the dc output terminal of the power supply 22 and the voltage input terminal of the driving unit 23, that is, when the first isolating switch 212 is turned off, the driving unit 23 is powered off, and cannot output a PWM (Pulse Width Modulation) driving signal to each power module of the inverter; when the first isolating switch 212 is turned on, the driving unit 23 is powered on, and may generate a PWM driving signal according to a PWM control signal (for example, the PWM control signal is generated by a main control board of the rail transit traction control device according to a control signal, a feedback signal, and the like), and drive each power module of the inverter to operate through the PWM driving signal.
The output end of the first driving subunit 211 is connected to the control end of the first isolating switch 212, and the on-off control is performed on the first isolating switch 212 according to the received cut-off signal. Specifically, the cut-off signal can be directly from the VCU/TCMS of the traction system of the whole machine, that is, the VCU/TCMS of the traction system directly outputs the control level to the traction cut-off unit 21 without complex codec processing.
According to the rail transit traction control device, the power supply loop of the power module driver 23 is controlled to be on and off through the first isolating switch 212, namely, the safety traction cutting-off function of the highest SIL2 is realized through a physically independent pure hardware mode, so that the rail transit traction control device is simple in structure and high in reliability.
In practical application, the cutting-off signal may also be sent from a main control board of the traction control device, that is, the cutting-off signal is transmitted between the VCU/TCMS of the traction system and the traction control device in a communication manner, the main control board generates a control level and sends the control level to the traction cutting-off unit 21, and the traction cutting-off unit 21 controls the on/off of the first isolating switch 212, so as to finally realize the power supply control of the driving unit 23. But this solution obviously affects the complexity and reliability of the traction resection function.
In an embodiment of the present invention, the first driving subunit 211 includes a first input circuit and a first constant current circuit, and the first driving subunit 211 receives the cut-off signal from the powertrain controller through the first input circuit. The input end of the first constant current circuit is connected with the first input circuit, the output end of the first constant current circuit is connected with the control end of the first isolating switch, the first constant current circuit outputs a first level for enabling the first isolating switch 212 to be conducted when the cutting-off signal is effective, and outputs a second level for enabling the first isolating switch 212 to be disconnected when the cutting-off signal is ineffective. Accordingly, the first isolation switch 212 is turned on when the powertrain controller outputs an effective cut-off signal, and accordingly, the power supply 22 supplies power to the driving unit 23, so that the driving unit 23 can output a PWM driving signal and the inverter operates; the first isolation switch 212 is turned off when the powertrain controller outputs the disable signal, and accordingly, the power supply 22 stops supplying power to the driving unit 23, so that the driving unit 23 cannot output the PWM driving signal and the inverter stops.
Referring to fig. 3, the cut-off signal is an active high-level signal, the first isolation switch 212 includes a first optocoupler K1, a primary side of the first optocoupler K1 is connected to the first constant current circuit, and a secondary side of the first optocoupler is connected in series between the dc output terminal of the power supply 22 and the voltage input terminal of the driving unit. Of course, in practical applications, the first optocoupler K1 may be replaced by a relay, a contactor, or the like.
In another embodiment of the present invention, the first driving subunit 211 specifically includes a first positive dc bus and a first negative dc bus, the first constant current circuit includes a first voltage-stabilizing sub-circuit, a first constant current sub-circuit and a first under-voltage turn-off sub-circuit, and the voltage difference between the first positive dc bus and the first negative dc bus is converted into a constant current through the first voltage-stabilizing sub-circuit, the first constant current sub-circuit and the first under-voltage turn-off sub-circuit, and then outputted to the secondary side of the first optical coupler K1. Through the first constant current circuit, the primary side of the first optocoupler K1 can be ensured to be provided with constant current under a wider voltage range.
Specifically, as shown in fig. 3, the first voltage regulation sub-circuit includes a first resistor R1 and a first voltage regulation diode D3, the first constant current sub-circuit includes a second resistor R2, a second voltage regulation diode D4, a first amplification element V1 (for example, the first amplification element V1 may employ an NPN triode), and a first sampling resistor R3, and the first undervoltage shutdown sub-circuit includes a third voltage regulation diode D2.
The primary sides of the first amplifying element V1, the first sampling resistor R3 and the first optocoupler K1 are connected in series between a first positive direct current bus and a first negative direct current bus, the third voltage stabilizing diode D2 is connected in series in reverse between the first amplifying element V1 and the first sampling resistor R3 (namely, the anode of the third voltage stabilizing diode D2 is connected with the first sampling resistor R3, and the cathode of the third voltage stabilizing diode D2 is connected with the first amplifying element V1), a connection point a of the anode of the third voltage stabilizing diode D2 and the first sampling resistor R3 forms a first potential point, and a connection point b of the first sampling resistor R3 and the primary side of the first optocoupler K1 forms a second potential point. The first resistor R1 and the first zener diode D3 are connected in series between the first potential point and the first positive direct current bus, and the cathode of the first zener diode D3 and the connection point c of the first resistor R1 form a third potential point; the second zener diode D4 and the second resistor R2 are connected in series between the second potential point and the third potential point, and a connection point of the second zener diode D4 and the second resistor R2 is connected to the control terminal of the first amplifying element V1.
In the circuit, the second resistor R2 and the second zener diode D4 output the voltage at the first potential point as a reference source to the control end of the first amplifying element V1, and form a closed-loop control loop together with the first amplifying element V1 and the first sampling resistor R3, so as to control the current of the first sampling resistor R3 within an accurate working range, thereby ensuring that the current of the primary side of the first optocoupler K1 is constant when the cut-off signal is valid. When the input voltage of the third zener diode D2 is less than a preset value (e.g., 5V), the internal dynamic resistance thereof is rapidly increased, so that when the input voltage is lower than a specified minimum voltage, the circuit is cut off stably and reliably, and the safety is improved. In addition, capacitors C2 and C3 can be respectively added between two pins of the primary side of the first optocoupler K1 and between the control end of the first amplifying element V1 and the second negative direct current bus so as to improve the anti-interference capability.
The first input circuit comprises a first anti-reverse sub-circuit and a first filtering and surge absorbing sub-circuit, the first anti-reverse sub-circuit is connected to the first positive direct current bus in series, and the first filtering and surge absorbing sub-circuit is connected between the first positive direct current bus and the first negative direct current bus.
Specifically, the first anti-reverse sub-circuit may include a first diode D1, and the first filtering and surge absorbing sub-circuit may include a resistor R4, a first capacitor C1, and a first fast transient suppression tube V2. The first anti-reverse diode D1 is connected in series with the first positive direct current bus, and can prevent the hidden trouble of circuit failure caused by reverse connection of input signals; the resistor R4, the first capacitor C1 and the first fast transient suppression tube V3 jointly form the functions of input filtering and surge voltage suppression, so that circuit damage and misoperation caused by input interference are prevented, and the effectiveness of cutting action is ensured.
As shown in fig. 4, in another embodiment of the present invention, the traction cutting unit 21 includes a second driving subunit 213 and a second isolating switch 214 in addition to the first driving subunit 211 and the first isolating switch 212, and constitutes a physically independent dual-channel pure hardware circuit.
Specifically, the second isolation switch 214 is connected in series between the dc output terminal of the power supply 22 and the voltage input terminal of the driving unit 23; the output end of the second driving subunit 213 is connected to the control end of the second isolating switch 214, and performs on-off control on the second isolating switch 214 according to the received cutting-off signal.
Similarly, the second driving subunit comprises a second input circuit and a second constant current circuit, and the second driving subunit receives the cut-off signal from the powertrain controller through the second input circuit; the input end of the second constant current circuit is connected with the second input circuit, the output end of the second constant current circuit is connected with the control end of the second isolating switch 214, and the second constant current circuit outputs a first level for turning on the second isolating switch 214 when the cutting-off signal is effective and outputs a second level for turning off the second isolating switch 214 when the cutting-off signal is ineffective.
As shown in fig. 5, the second isolating switch 214 includes a second optical coupler K2, a primary side of the second optical coupler K2 is connected to the second constant current circuit, and a secondary side of the second optical coupler K2 is connected in series between the dc output terminal of the power supply 22 and the voltage input terminal of the driving unit 23, that is, the secondary sides of the first optical coupler K1 and the second optical coupler K2 are connected in series. Of course, in practical applications, the first optocoupler K1 may be replaced by a relay, a contactor, or the like.
The second driving subunit comprises a second positive direct current bus and a second negative direct current bus, the second constant current circuit comprises a second voltage stabilizing sub-circuit, a second constant current sub-circuit and a second undervoltage turn-off sub-circuit, and the voltage difference between the second positive direct current bus and the second negative main current bus is converted into constant current through the second voltage stabilizing sub-circuit, the second constant current sub-circuit and the second undervoltage turn-off sub-circuit and is output to the secondary side of the second optocoupler.
Specifically, the second voltage-stabilizing sub-circuit comprises a fourth resistor R8 and a fourth voltage-stabilizing diode D7, the second constant-current sub-circuit comprises a fourth resistor R10, a fifth voltage-stabilizing diode D8, a second amplifying element V5 and a second sampling resistor R9, and the second undervoltage shutdown sub-circuit comprises a sixth voltage-stabilizing diode D6. The primary sides of the second amplifying element V5, the second sampling resistor R9 and the second optocoupler K2 are respectively connected in series between a second positive direct current bus and a second negative direct current bus, the sixth voltage stabilizing diode D6 is reversely connected in series between the second amplifying element V5 and the second sampling resistor R9, the connection point of the anode of the sixth voltage stabilizing diode D6 and the second sampling resistor R9 forms a fourth potential point, and the connection point of the second sampling resistor R9 and the primary side of the second optocoupler K2 forms a fifth potential point; the third resistor R8 and the fourth zener diode D7 are connected in series between the fourth potential point and the second positive direct current bus, and the connection point of the cathode of the fourth zener diode D7 and the third resistor R8 forms a sixth potential point; the fifth zener diode D8 and the fourth resistor R10 are connected in series between the fifth potential point and the sixth potential point, and the connection point of the fifth zener diode D8 and the fourth resistor R10 is connected to the control terminal of the second amplifying element V5.
Similar to the first input circuit, the second input circuit includes a second anti-reverse sub-circuit and a second filtering and surge absorbing sub-circuit, and the second anti-reverse sub-circuit is connected in series on the second positive dc bus, and the second filtering and surge absorbing sub-circuit is connected between the second positive dc bus and the second negative dc bus.
Specifically, the second anti-reverse sub-circuit may include a second diode D5, and the second filtering and surge absorbing sub-circuit may include a resistor R7, a second capacitor C5, and a second fast transient suppression tube V7. The second anti-reverse diode D5 is connected in series with the second positive direct current bus, and can prevent the hidden trouble of circuit failure caused by reverse connection of input signals; the resistor R7, the second capacitor C5 and the second fast transient suppression tube V7 jointly form the functions of input filtering and surge voltage suppression, so that circuit damage and misoperation caused by input interference are prevented, and the effectiveness of cutting action is ensured.
Above-mentioned track traffic traction control device through constructing the independent binary channels excision circuit of physics, can effectively reduce the dangerous failure rate of whole safe excision function, realizes the high safety integrality grade of highest SIL 4.
The above description is only for the preferred embodiment of the present invention, but the scope of the present invention is not limited thereto, and any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope of the present invention should be covered by the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.
Claims (8)
1. A rail transit traction control device is characterized by comprising a traction cutting-off unit, a driving unit and a power supply, wherein the driving unit is used for outputting a driving signal to an inversion module, the power supply is used for supplying power to the driving unit, the traction cutting-off unit comprises a first driving subunit and a first isolating switch, and the first isolating switch is connected between a direct current output end of the power supply and a voltage input end of the driving unit in series; and the output end of the first driving subunit is connected to the control end of the first isolating switch, and the on-off control of the first isolating switch is carried out according to the received cutting-off signal.
2. The rail transit traction control device of claim 1, wherein the first driving subunit comprises a first input circuit and a first constant current circuit, and the first driving subunit receives a cut-off signal from the entire vehicle through the first input circuit; the input end of the first constant current circuit is connected with the first input circuit, the output end of the first constant current circuit is connected with the control end of the first isolating switch, and the first constant current circuit outputs a first level for enabling the first isolating switch to be switched on when the cutting signal is effective and outputs a second level for enabling the first isolating switch to be switched off when the cutting signal is ineffective.
3. The rail transit traction control device of claim 2, wherein the traction cutting unit further comprises a second driving subunit and a second isolating switch, and the second isolating switch is connected in series between the direct current output end of the power supply and the voltage input end of the driving unit; and the output end of the second driving subunit is connected to the control end of the second isolating switch, and the second isolating switch is controlled to be switched on or switched off according to the received cutting-off signal.
4. The rail transit traction control device of claim 3, wherein the second driving subunit comprises a second input circuit and a second constant current circuit, and the second driving subunit receives a cut-off signal from the whole vehicle through the second input circuit; the input end of the second constant current circuit is connected with the second input circuit, the output end of the second constant current circuit is connected with the control end of the second isolating switch, and the second constant current circuit outputs a first level for enabling the second isolating switch to be switched on when the cutting signal is effective and outputs a second level for enabling the second isolating switch to be switched off when the cutting signal is ineffective.
5. The rail transit traction control device of claim 3, wherein the first input circuit or the second input circuit respectively comprises a reverse prevention circuit and a filtering surge absorption circuit, and the reverse prevention circuit is connected in series to a positive direct current bus, and the filtering surge absorption circuit is connected between the positive direct current bus and a negative direct current bus.
6. The rail transit traction control device according to claim 4, wherein the cut-off signal is an active high-level signal, the first isolating switch comprises a first optocoupler, a primary side of the first optocoupler is connected with the first constant current circuit, and a secondary side of the first optocoupler is connected in series between a direct current output end of the power supply and a voltage input end of the driving unit;
the second isolating switch comprises a second optocoupler, the primary side of the second optocoupler is connected with the second constant current circuit, and the secondary side of the second optocoupler is connected in series between the direct current output end of the power supply and the voltage input end of the driving unit.
7. The rail transit traction control device of claim 6, wherein the first driving subunit comprises a first positive direct current bus and a first negative direct current bus, the first constant current circuit comprises a first voltage-stabilizing sub-circuit, a first constant current sub-circuit and a first under-voltage turn-off sub-circuit, and a voltage difference between the first positive direct current bus and the first negative main current bus is converted into a constant current through the first voltage-stabilizing sub-circuit, the first constant current sub-circuit and the first under-voltage turn-off sub-circuit and is output to a secondary side of the first optocoupler;
the second driving subunit comprises a second positive direct current bus and a second negative direct current bus, the second constant current circuit comprises a second voltage stabilizing sub-circuit, a second constant current sub-circuit and a second under-voltage turn-off sub-circuit, and the voltage difference between the second positive direct current bus and the second negative main current bus is converted into constant current through the second voltage stabilizing sub-circuit, the second constant current sub-circuit and the second under-voltage turn-off sub-circuit and is output to the secondary side of the second optocoupler.
8. The rail transit traction control device of claim 7, wherein the first voltage-stabilizing sub-circuit comprises a first resistor and a first voltage-stabilizing diode, the first constant-current sub-circuit comprises a second resistor, a second voltage-stabilizing diode, a first amplifying element and a first sampling resistor, and the first under-voltage turn-off sub-circuit comprises a third voltage-stabilizing diode;
the first amplifying element, the first sampling resistor and the primary side of the first optocoupler are connected in series between the first positive direct current bus and the first negative direct current bus, the third voltage stabilizing diode is connected in series between the first amplifying element and the first sampling resistor in a reverse direction, a connection point of the anode of the third voltage stabilizing diode and the first sampling resistor forms a first potential point, and a connection point of the first sampling resistor and the primary side of the first optocoupler forms a second potential point;
the first resistor and the first voltage stabilizing diode are connected in series between a first potential point and the first positive direct current bus, and a connecting point of the cathode of the first voltage stabilizing diode and the first resistor forms a third potential point; the second zener diode and the second resistor are connected in series between the second potential point and a third potential point, and a connection point of the second zener diode and the second resistor is connected to the control terminal of the first amplifying element;
the second voltage-stabilizing sub-circuit comprises a third resistor and a fourth voltage-stabilizing diode, the second constant-current sub-circuit comprises a fourth resistor, a fifth voltage-stabilizing diode, a second amplifying element and a second sampling resistor, and the second under-voltage turn-off sub-circuit comprises a sixth voltage-stabilizing diode;
the second amplifying element, the second sampling resistor and the primary side of the second optocoupler are connected in series between the second positive direct current bus and the second negative direct current bus, the sixth voltage stabilizing diode is connected in series between the second amplifying element and the second sampling resistor in a reverse direction, a connection point of the anode of the sixth voltage stabilizing diode and the second sampling resistor forms a fourth potential point, and a connection point of the second sampling resistor and the primary side of the second optocoupler forms a fifth potential point;
the third resistor and the fourth voltage stabilizing diode are connected in series between a fourth potential point and the second positive direct current bus, and a connection point of a cathode of the fourth voltage stabilizing diode and the third resistor forms a sixth potential point; the fifth zener diode and the fourth resistor are connected in series between the fifth potential point and the sixth potential point, and a connection point of the fifth zener diode and the fourth resistor is connected to the control terminal of the second amplifying element.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202020716342.4U CN212373391U (en) | 2020-04-30 | 2020-04-30 | Rail transit traction control device |
Applications Claiming Priority (1)
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN114162149A (en) * | 2022-01-14 | 2022-03-11 | 中国铁道科学研究院集团有限公司 | Train traction cutting control device and traction cutting control method |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN114162149A (en) * | 2022-01-14 | 2022-03-11 | 中国铁道科学研究院集团有限公司 | Train traction cutting control device and traction cutting control method |
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Effective date of registration: 20231130 Address after: 2188 Songwei Road, Guoxiang Street, Wuzhong Economic Development Zone, Suzhou City, Jiangsu Province, 215124 Patentee after: JIANGSU JINGWEI RAIL TRAFFIC EQUIPMENT Co.,Ltd. Address before: 215000 building 13, 338 suwang Road, Yuexi street, Wuzhong Economic Development Zone, Suzhou City, Jiangsu Province Patentee before: JIANGSU JINGWEI RAIL TRAFFIC EQUIPMENT Co.,Ltd. Patentee before: SUZHOU JINGWEI TRACK CONTROL TECHNOLOGY CO.,LTD. |