CN213633633U - Locomotive passing neutral section automatic test device - Google Patents
Locomotive passing neutral section automatic test device Download PDFInfo
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- CN213633633U CN213633633U CN202022096505.6U CN202022096505U CN213633633U CN 213633633 U CN213633633 U CN 213633633U CN 202022096505 U CN202022096505 U CN 202022096505U CN 213633633 U CN213633633 U CN 213633633U
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Abstract
The utility model relates to a locomotive passing neutral section automatic test device, which comprises a detection control circuit, a locomotive sensor and a passing neutral section device; the detection control circuit comprises an electromagnet YA, a resistor R1, a PLC U1, a power switch S1 and a power source Us; the electromagnet YA is electrically connected with the PLC controller U1, the resistor R1 is connected in parallel with the electromagnet YA, the PLC controller U1 is electrically connected with the power source Us through the power switch S1, and the electromagnet YA and the resistor R1 are respectively electrically connected with the power source Us; the electromagnet YA is arranged on the vehicle sensor and is opposite to a coil in the vehicle sensor, and the vehicle sensor is electrically connected with the phase passing device. The utility model discloses can realize that the locomotive crosses the experimental automation of split phase, experimental success rate is high, and the safe risk is low.
Description
Technical Field
The utility model relates to a passing neutral section debugging technical field especially relates to a locomotive passes automatic test device of neutral section.
Background
The locomotive passing neutral section principle is that when a locomotive passes through a passing neutral section at a certain speed, a locomotive sensor of the locomotive passes through a permanent magnet pre-embedded on a line, an induction coil of the locomotive sensor and the permanent magnet move relatively, the magnetic flux in the induction coil changes, the induction coil generates induction voltage according to the electromagnetic induction law E-N.d phi/dt (N is the number of coil bundles, phi is the magnetic flux, and t is time), and an automatic passing neutral section device receives the induction voltage signal generated by the corresponding locomotive sensor, so that the locomotive is controlled to pass neutral section.
In the debugging operation of the electric locomotive, the passing neutral section test needs to manually move the magnet to simulate the passing neutral section of the locomotive, and each passing neutral section sensor test needs to move the magnet twice, namely, the main breaker of the locomotive is controlled to be turned off once, and the main breaker of the locomotive is controlled to be turned on once.
The success rate of the test mode of simulating the passing of the neutral section of the locomotive by the manually-moved magnet is low, the personal injury risk exists in the test near the bottom of the locomotive under the condition of lifting the pantograph, and the safety risk is higher, so that an automatic test device is urgently needed to replace the manually-moved magnet.
SUMMERY OF THE UTILITY MODEL
In view of this, it is necessary to provide an automatic testing apparatus for locomotive passing neutral section, which is used to solve the problems of low success rate and high safety risk of manually moving the magnet to complete the passing neutral section test.
The utility model provides an automatic test device for passing neutral section of locomotive, which comprises a detection control circuit, a locomotive sensor and a passing neutral section device;
the detection control circuit comprises an electromagnet YA, a resistor R1, a PLC U1, a power switch S1 and a power source Us; the electromagnet YA is electrically connected with the PLC controller U1, the resistor R1 is connected in parallel with the electromagnet YA, the PLC controller U1 is electrically connected with the power source Us through the power switch S1, and the electromagnet YA and the resistor R1 are respectively electrically connected with the power source Us; the electromagnet YA is arranged on the vehicle sensor and is opposite to a coil in the vehicle sensor, and the vehicle sensor is electrically connected with the phase passing device.
Further, the electromagnet YA is electrically connected with an output end Y of the PLC controller U1, and an output end X of the PLC controller U1 is electrically connected with the positive electrode of the power source Us sequentially through a self-reset switch S2 and a power switch S1;
the power supply end V + of the PLC U1 is electrically connected with the anode of the power source Us through the power switch S1, and the power supply end V-of the PLC U1 is electrically connected with the cathode of the power source Us.
Further, still include the casing, detection control circuit installs in the casing.
Further, the electromagnet YA, the resistor R1, the PLC controller U1 and the power source Us are all installed in the housing, one end of the electromagnet YA extends out of the housing and is connected with the vehicle sensor, and the power switch S1 is installed on one side wall of the housing.
Further, the electromagnet YA is detachably mounted in the housing.
Further, the electromagnet YA is detachably mounted on the vehicle sensor.
Further, the electromagnet YA is a dc electromagnet.
Has the advantages that: the utility model discloses a PLC controller U1 control electromagnet YA's the circular telegram that switches on or off, act on the coil of car sensor through electromagnet YA to produce on the coil of car sensor and cross the induced voltage that the looks process corresponds, carry out the automatic phase splitting simulation of crossing through induced voltage to crossing the looks device at last, accomplish the disconnected and closed of locomotive main circuit breaker. The utility model discloses a detection control circuit removes the manual work from and carries out this process of passing through the phase separation test at locomotive below manual movement permanent magnet, only needs fix detection control circuit in advance and start during the experiment, personnel alright with withdraw the locomotive bottom and carry out other operations, improved experimental security, saved the human cost, experimental stability is far more than artifical, greatly increased experimental success rate simultaneously.
Drawings
Fig. 1 is a circuit diagram of a detection control circuit according to a first embodiment of the locomotive passing neutral section automatic testing device provided by the present invention;
FIG. 2a is an equivalent circuit diagram of the detection control circuit in FIG. 1 when the electromagnet is turned on;
FIG. 2b is an equivalent circuit diagram of the detection control circuit in FIG. 1 when the electromagnet is turned off;
fig. 3 is a schematic view of the installation structure of the first embodiment of the locomotive passing neutral section automatic testing device provided by the present invention.
Detailed Description
The following detailed description of the preferred embodiments of the invention, which is to be read in connection with the accompanying drawings, forms a part of this application, and together with the embodiments of the invention, serve to explain the principles of the invention and not to limit its scope.
Example 1
As shown in fig. 1, embodiment 1 of the present invention provides an automatic testing apparatus for locomotive passing neutral section, which includes a detection control circuit, a vehicle sensor 2, and a passing neutral section apparatus;
the detection control circuit comprises an electromagnet YA, a resistor R1, a PLC U1, a power switch S1 and a power source Us; the electromagnet YA is electrically connected with the PLC controller U1, the resistor R1 is connected in parallel with the electromagnet YA, the PLC controller U1 is electrically connected with the power source Us through the power switch S1, and the electromagnet YA and the resistor R1 are respectively electrically connected with the power source Us; the electromagnet YA is mounted on the vehicle sensor 2 and is arranged opposite to the coil in the vehicle sensor 2, and the vehicle sensor 2 is electrically connected with the phase passing device.
In the detection control circuit of the embodiment, the PLC controller U1 is configured to control the power on/off of the electromagnet YA, the power supply Us is a 24V dc power supply Us, the power supply Us is configured to supply power to the detection control circuit, the power switch S1 controls the on/off of the entire detection control circuit, and the resistor R1 is configured to consume a jump current after the electromagnet YA is powered off.
In the embodiment, the detection and control circuit is used for simulating the passing neutral section condition of the locomotive, when in use, the detection and control circuit is fixed below a locomotive sensor coil and is fixed, as known from the Biot-Saval law, the magnetic induction intensity of any fixed position outside the electromagnet YA is strongThe magnetic flux phi in the coil of the vehicle sensor is equal to sigma Bi·ΔSiAnd is also proportional to the current I in the coil YA of the electromagnet, and the proportion is set as follows:
N＝Φ/I；
wherein phi is the magnetic flux in the vehicle sensor coil, I is the current of the electromagnet YA coil, and N is the proportion.
As shown in fig. 2a, in the equivalent circuit diagram when the electromagnet YA is energized, the equivalent switch S is closed, the equivalent inductance L and the equivalent resistance R of the coil of the electromagnet YA are connected in series with the power source Us to form the zero-state response of the RL circuit, and the loop current is:
wherein i (t) is a loop current value at the time t, Us is a voltage value of a power source Us, R is a resistance value of an equivalent resistor R, L is an inductance value of an equivalent inductor, and e is a natural constant;
since the time for the electromagnet YA to reach the steady state is short, we can consider the transient process of the loop current increase as a linear change. After reaching the steady state, the current of the coil of the electromagnet YA:
assume that the time to reach steady state is t0Then, then
d represents the differential.
When the electromagnet YA is conducted, the vehicle sensor coil has induced voltage
When the parameter of the electromagnet YA is fixed, the induction voltage E of the induction coil of the vehicle sensor 2 is a fixed value. It can be known that when the electromagnet YA is turned on, a width t and an amplitude t are generated at two ends of the coil of the vehicle sensor
Square wave pulses of (2). Different electromagnets YA are selected and the resistance value of the resistor R is adjusted, so that the amplitude and the pulse width of the induction voltage of the vehicle sensor 2 can be identified by the phase passing device, and the automatic phase passing function can be realized.
As shown in fig. 2b, when the electromagnet YA is turned off, the current jumps to 0 due to the sudden open circuit, and as can be seen from the above equation of the induced voltage, an impulse voltage with a width of 0 and an infinite amplitude is generated in the induction coil of the vehicle sensor 2. In order to identify the induced voltage generated by the control inductor 2 by the phase-splitting device, a resistor R1 functioning as a freewheeling resistor is connected in parallel across the electromagnet YA. According to the relationship between the voltage and the current of the inductive element, when t equals t1When the electromagnet YA is turned off, the current before and after turning off has the following relationship:
wherein, i (t)1 -) Is t before turn-off1 -Current at time i (t)1 +) To be turned off t1 +The current at a time;
the inductor current does not jump but continuously drops to 0, which can also be regarded as a linear change. The magnitude of the resistor R1 is adjusted to control the rate of change of current so that the amplitude and pulse width of the voltage induced by the sensor 2 during shutdown can be identified by the phase splitter interface.
In summary, by adjusting various parameters of the electromagnet YA, the on-off process of the electromagnet YA can be realized by controlling the on-off of the electromagnet YA through the PLC controller U1 after the vehicle sensor coil generates the recognizable square wave voltage signal, and the simulation of the passing phase process can be realized, thereby realizing the automation of the test process.
Specifically, the PLC controller U1 first closes the self-reset switch S2, the input terminal is energized and activated, the output terminal outputs the power source Us, the electromagnet YA is energized to operate, at this time, magnetic flux changes in the sensor coil of the locomotive generate induced voltage (approximately a square wave), the passing phase separation device receives a voltage signal, the locomotive starts a passing phase separation test, the time is set, for example, after 40S, the PLC controller U1 controls the electromagnet YA to be turned off, the passing phase separation device also receives a square wave voltage signal, and the locomotive finishes passing phase separation and completes the test. PLC controller U1 adopt current PLC controller realize can, PLC controller U1 is very simple break-make electric control to the control of electro-magnet YA, adopt current control logic to realize can, the utility model discloses do not relate to the improvement to this, no longer give unnecessary details here.
The utility model discloses the car sensor passes the phase separation device to adopt prior art to realize, for example, can adopt GFX3S type electric locomotive to pass the phase separation system automatically and realize, GFX3S type electric locomotive passes the phase separation system automatically and includes induction receiver (i.e. the car sensor) and passes the signal processor automatically (i.e. passing the phase separation device). The utility model discloses a detection control circuit removes the manual work from and carries out this process of passing through the phase separation test at locomotive below manual movement permanent magnet, only needs fix detection control circuit in advance and start during the experiment, personnel alright with withdraw the locomotive bottom and carry out other operations, improved experimental security, saved the human cost, experimental stability is far more than artifical, greatly increased experimental success rate simultaneously. The utility model discloses mainly be applied to in the harmonious locomotive debugging operation, can effectively improve harmonious locomotive and cross phase splitting test success rate and test efficiency.
Preferably, as shown in fig. 1, the electromagnet YA is electrically connected to an output terminal Y of the PLC controller U1, and an output terminal X of the PLC controller U1 is electrically connected to a positive electrode of the power source Us through a self-reset switch S2 and a power switch S1 in this order;
the power supply end V + of the PLC U1 is electrically connected with the anode of the power source Us through the power switch S1, and the power supply end V-of the PLC U1 is electrically connected with the cathode of the power source Us.
Preferably, as shown in fig. 3, the detection device further includes a housing 11, and the detection control circuit is mounted in the housing 11.
The housing 11 is used to provide a stable installation space for the detection control circuit.
Preferably, as shown in fig. 3, the electromagnet YA, the resistor R1, the PLC controller U1 and the power source Us are all installed in the housing 11, one end of the electromagnet YA extends out of the housing 11 and is connected to the sensor 2, and the power switch S1 is installed on one side wall of the housing 11.
Specifically, as shown in fig. 3, the locomotive 10 runs on a track 20, the sensor 2 is mounted on the locomotive 10, and the detection control circuit is fixed to the sensor 2 through the electromagnet YA and the housing 11. The resistor R1, the PLC controller U1 and the power source Us are mounted on a circuit board 12.
The power switch S1 and the self-reset switch S2 are both mounted on a side wall of the housing 11 for easy pressing by an operator.
Preferably, the electromagnet YA is detachably mounted in the housing 11.
Because the parameter of electro-magnet YA and the resistance of resistance R1 can influence the amplitude of the induced voltage signal that produces in car sensor 2, need make electro-magnet YA turn on the shutoff process all can produce recognizable square wave voltage signal at car sensor coil through adjusting each item parameter of electro-magnet YA and the resistance of resistance R1, consequently, set up electro-magnet YA to detachable connections and demountable installation structure, make things convenient for its dismouting and change regulation. Similarly, the electrical connection between the resistor R1 and the electromagnet YA may be realized by a connector or the like, so as to realize the detachable connection.
Preferably, the electromagnet YA is detachably mounted on the sensor 2.
The electromagnet YA is detachably connected with the vehicle sensor 2, so that the detection and control circuit is convenient to detach and install. When a test is needed, the electromagnet YA is installed on the vehicle sensor 2, and after the test is completed, the electromagnet YA can be detached.
Preferably, the electromagnet YA is a dc electromagnet.
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.
Claims (7)
1. The locomotive passing neutral section automatic test device is characterized by comprising a detection control circuit, a locomotive sensor and a passing neutral section device;
the detection control circuit comprises an electromagnet YA, a resistor R1, a PLC U1, a power switch S1 and a power source Us; the electromagnet YA is electrically connected with the PLC controller U1, the resistor R1 is connected in parallel with the electromagnet YA, the PLC controller U1 is electrically connected with the power source Us through the power switch S1, and the electromagnet YA and the resistor R1 are respectively electrically connected with the power source Us; the electromagnet YA is arranged on the vehicle sensor and is opposite to a coil in the vehicle sensor, and the vehicle sensor is electrically connected with the phase passing device.
2. The locomotive passing neutral section automatic test device according to claim 1, wherein the electromagnet YA is electrically connected with the output end Y of the PLC U1, and the output end X of the PLC U1 is electrically connected with the positive pole of the power source Us through a self-reset switch S2 and a power switch S1 in sequence;
the power supply end V + of the PLC U1 is electrically connected with the anode of the power source Us through the power switch S1, and the power supply end V-of the PLC U1 is electrically connected with the cathode of the power source Us.
3. The locomotive passing phase automatic test device according to claim 1, further comprising a housing, wherein the detection control circuit is mounted in the housing.
4. The locomotive passing phase automatic test device according to claim 3, wherein the electromagnet YA, the resistor R1, the PLC U1 and the power source Us are all installed in the housing, one end of the electromagnet YA extends out of the housing and is connected with the sensor, and the power switch S1 is installed on one side wall of the housing.
5. The locomotive passing phase automatic test device according to claim 4, wherein the electromagnet YA is detachably mounted in the housing.
6. The locomotive passing phase automatic test device according to claim 1, wherein the electromagnet YA is detachably mounted on the sensor.
7. The locomotive passing neutral section automatic test device according to claim 1, wherein the electromagnet YA is a DC electromagnet.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202022096505.6U CN213633633U (en) | 2020-09-22 | 2020-09-22 | Locomotive passing neutral section automatic test device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202022096505.6U CN213633633U (en) | 2020-09-22 | 2020-09-22 | Locomotive passing neutral section automatic test device |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN213633633U true CN213633633U (en) | 2021-07-06 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202022096505.6U Active CN213633633U (en) | 2020-09-22 | 2020-09-22 | Locomotive passing neutral section automatic test device |
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| CN (1) | CN213633633U (en) |
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- 2020-09-22 CN CN202022096505.6U patent/CN213633633U/en active Active
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