CN216943048U - Train traction cutting control device - Google Patents
Train traction cutting control device Download PDFInfo
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- CN216943048U CN216943048U CN202220104026.0U CN202220104026U CN216943048U CN 216943048 U CN216943048 U CN 216943048U CN 202220104026 U CN202220104026 U CN 202220104026U CN 216943048 U CN216943048 U CN 216943048U
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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Abstract
The utility model provides a train traction cutting control device, which can be used in the technical field of train traction control. The device comprises: the power supply module is used for supplying power to the pulse output module of the inversion control unit of the train traction converter; the power supply circuit comprises a relay combination, is connected between the power supply module and the pulse output module and is used for switching off after the relay combination is switched off so as to cut off the power supply of the power supply module to the pulse output module, wherein the relay combination comprises at least one relay; the first control circuit is connected with the train traction locking hard wire and the relay combination and is used for controlling the working state of the relay combination according to a traction locking hard wire signal, wherein the working state of the relay combination comprises on and off. The train traction cutting control device provided by the embodiment of the utility model can improve the timeliness and reliability of cutting traction under the emergency braking working condition of the train.
Description
Technical Field
The utility model relates to the technical field of train traction control, in particular to a train traction cutting control device.
Background
Generally, a traction control system of a train is mainly divided into 3 levels, namely an inverter control unit, a traction control unit and a train control management system. The lowest level is an inversion control unit which is mainly used for driving a motor to carry out traction or electric braking work according to the instruction of the traction control unit and feeding back a corresponding state to the traction control unit; the middle level is a traction control unit which is mainly used for receiving instructions from a train control management system and state feedback of an inversion control unit to complete the work of the traction unit; the highest level is a train control management system which is mainly used for sending instructions to train subsystems including a traction control unit and receiving state feedback of the subsystems to complete the work of traction, braking and the like of the train. Most of the data interaction between the inverter control unit and the traction control unit is usually performed through a field bus, such as a CAN bus. The traction control unit and the train control management system typically perform data interaction via a train network.
The safe, reliable and stable operation of the train system is very important. Emergency braking refers to braking that rapidly decelerates the train and achieves an emergency stop within a minimum distance. When a train issues an emergency braking command, the train control system needs to respond quickly and reliably and cut off traction. At present, various schemes proposed in the prior art for traction removal during emergency braking of trains mainly have the following defects:
and the traction control unit acquires a traction blocking hard wire signal and sends instruction software to the inversion control unit according to the signal to cut off the train traction. The biggest problem of the scheme is that multi-level software operation exists, data communication interaction is carried out through a field bus, timeliness is low, and the system is difficult to ensure to rapidly cut off traction.
SUMMERY OF THE UTILITY MODEL
In view of the problems in the prior art, an embodiment of the present invention provides a train traction cutting control device, which can at least partially solve the problems in the prior art.
In one aspect, the present invention provides a train traction cutting control device, including:
the power supply module is used for supplying power to a pulse output module of the inversion control unit of the train traction converter;
the power supply circuit comprises a relay combination, is connected between the power supply module and the pulse output module and is used for being disconnected after the relay combination is switched off so as to cut off the power supply of the power supply module to the pulse output module, wherein the relay combination comprises at least one relay;
the first control circuit is connected with a train traction locking hard wire and the relay combination and is used for controlling the working state of the relay combination according to a traction locking hard wire signal, wherein the working state of the relay combination comprises on and off.
Optionally, the apparatus further comprises:
and the second control circuit is connected with the relay combination, the inversion control unit and the first control circuit and is used for controlling the first control circuit to enter normal operation according to the initial working state of the relay combination when receiving the starting signal sent by the inversion control unit.
Optionally, the relay combination includes a first relay and a second relay connected in series;
the first control circuit includes a first control sub-circuit and a second control sub-circuit, wherein,
the first control sub-circuit is connected with a train traction locking hard wire and the first relay and is used for controlling the on-off of the first relay according to a traction locking hard wire signal;
the second control sub-circuit is connected with a train traction locking hard wire and is also connected with the second relay and used for controlling the on and off of the second relay according to a traction locking hard wire signal.
Optionally, the second control circuit comprises a third relay and a fourth relay, wherein,
the inversion control unit is connected with a coil of the fourth relay, and the power supply module is connected with one contact of a set of normally open contacts of the fourth relay;
a group of normally closed contacts of the first relay and a group of normally closed contacts of the second relay are connected in series and then are connected in parallel to a group of normally open contacts of the third relay to form a first parallel circuit, and the first end of the first parallel circuit is connected to the other contact of the group of normally open contacts of the fourth relay;
and the second end of the first parallel circuit is connected with one end of the coil of the third relay, and the other end of the coil of the third relay is connected with the loop of the power supply module.
Optionally, the first control sub-circuit includes a second parallel circuit formed by connecting in parallel a set of normally open contacts of the first relay and a set of normally open contacts of the third relay, one end of the second parallel circuit is connected to the pull-lock hard wire, the other end of the second parallel circuit is connected to one end of the coil of the first relay, and the other end of the coil of the first relay is connected to the loop of the pull-lock hard wire; and/or
The second control sub-circuit comprises a third parallel circuit formed by connecting a group of normally open contacts of the second relay and a group of normally open contacts of the third relay in parallel, one end of the third parallel circuit is connected with the traction blocking hard wire, the other end of the third parallel circuit is connected with one end of a coil of the second relay, and the other end of the coil of the second relay is connected with a loop of the traction blocking hard wire.
Optionally, a set of normally closed contacts of the third relay is further connected to the power supply circuit, and in the power supply circuit, the set of normally closed contacts of the third relay is connected in series with a set of normally open contacts of the first relay and a set of normally open contacts of the second relay.
Optionally, the first relay, the second relay, and the third relay are contact forced guiding relays, respectively.
Optionally, the power supply circuit further includes a first fuse, and the first fuse, the first relay, and the second relay are connected in series; and/or
The first control sub-circuit further comprises a second fuse connected in series with the second parallel circuit; and/or
The second control sub-circuit further comprises a third fuse connected in series with the third parallel circuit.
On the other hand, the utility model provides a train traction cutting control method, which is based on the train traction cutting control device in any one of the embodiments, and the method comprises the following steps:
the first control circuit controls the relay combination to be switched on or switched off according to the train traction locking hard wire signal;
when the relay combination is turned off, the power supply circuit is switched off to cut off the power supply of the power supply module to the pulse output module of the inversion control unit.
Optionally, the controlling, by the first control circuit, the relay combination to be turned on or off according to the train traction locking hard wire signal includes:
when the second control circuit receives a starting signal sent by the inversion control unit, the first control circuit is controlled to enter normal operation according to the initial working state of the relay combination;
and when the first control circuit works normally, the relay combination is controlled to be switched on or switched off according to the train traction blocking hard wire signal.
Optionally, when the second control circuit receives a start signal sent by the inverter control unit, the step of controlling the first control circuit to enter normal operation according to the initial operating state of the relay combination includes:
when a fourth relay receives a starting signal sent by the inversion control unit, a coil of the fourth relay is electrified, and a normally open contact of the fourth relay is conducted;
when the normally closed contact of the first relay and the normally closed contact of the second relay in the relay combination are switched on, the coil of the third relay is electrified, the normally open contact of the third relay is switched on, and the first control circuit works normally.
Optionally, when the normally closed contact of the first relay and/or the normally closed contact of the second relay in the relay combination are/is opened, the coil of the third relay cannot be electrified, the normally open contact of the third relay is kept turned off, and the first control circuit stops working.
Optionally, when the first control circuit works normally, according to the train traction locking hard wire signal, the step of controlling the relay combination to turn on or off the traction locking hard wire includes:
for the first control sub-circuit, after the normally open contact of the third relay is conducted, when the train is not subjected to traction blocking, the coil of the first relay is electrified from the traction blocking hard wire, and the normally open contact of the first relay is conducted; when the train is blocked by traction, the coil of the first relay is powered off, and the normally open contact of the first relay is turned off;
for the second control sub-circuit, after the normally open contact of the third relay is conducted, when the train is not subjected to traction blocking, the coil of the second relay is electrified from the traction blocking hard wire, and the normally open contact of the second relay is conducted; when the train is blocked by traction, the coil of the second relay is powered off, and the normally open contact of the second relay is turned off.
Optionally, when the inverter control unit stops outputting the start signal, the coil of the fourth relay loses power, and then the normally open contact of the fourth relay is turned off, the coil of the third relay loses power, and the normally open contact of the third relay is turned off and the normally closed contact is turned on.
Optionally, when the relay combination is turned off, the switching off of the power supply circuit to cut off the power supply from the power supply module to the pulse output module of the inverter control unit includes:
when the normally open contact of the first relay and/or the normally open contact of the second relay are/is switched off, the power supply circuit is switched off so as to cut off the power supply of the power supply module to the pulse output module of the inversion control unit.
According to the train traction cutting control device and the train traction cutting control method provided by the embodiment of the utility model, a first control circuit controls the relay combination to be switched on or off according to the train traction locking hard wire signal; when the relay combination is conducted, the power supply circuit is conducted, so that the power supply module supplies power to the pulse output module of the inversion control unit; when the relay combination is turned off, the power supply circuit is switched off, the pulse output module loses power, and the traction capacity of the traction converter is cut off. Therefore, the signal for cutting off the traction during the emergency braking of the train is judged without any software control algorithm in the inversion control unit, the traction control unit and the train control management system, the traction cutting-off work is directly finished by hardware, and the timeliness and the reliability for cutting off the traction under the emergency braking working condition of the train are improved.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, 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 the drawings without creative efforts. In the drawings:
fig. 1 is a schematic diagram of a connection relationship between a train traction cutting control device, a train traction converter inversion control unit and a train traction locking hard wire according to an embodiment of the present invention.
Fig. 2 is a schematic structural diagram of a train traction cutting control device according to an embodiment of the present invention.
Fig. 3 is a schematic structural diagram of a power supply circuit, a first control circuit, and a second control circuit of the train traction cutting control device according to an embodiment of the present invention.
Fig. 4 is a schematic flow chart of a train traction cutting control method according to an embodiment of the present invention.
Fig. 5 is a partial schematic flow chart of a train traction cutting control method according to an embodiment of the present invention.
Fig. 6 is a partial schematic flow chart of a train traction cutting control method according to an embodiment of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention more apparent, the embodiments of the present invention are further described in detail below with reference to the accompanying drawings. The exemplary embodiments and descriptions of the present invention are provided to explain the present invention, but not to limit the present invention. It should be noted that the embodiments and features of the embodiments in the present application may be arbitrarily combined with each other without conflict.
As shown in fig. 1, the train traction cutting control device 1 provided by the embodiment of the present invention may be disposed inside a train traction converter 2; fig. 2 is a schematic structural diagram of a train traction cutting control device 1 according to an embodiment of the present invention, and as shown in fig. 1, fig. 2, and fig. 3, the device includes:
the power module 11 is used for supplying power to the pulse output module 211 of the train traction converter 2 inversion control unit 21;
a power supply circuit 12, including a relay assembly 121, where the power supply circuit 12 is connected between the power module 11 and the pulse output module 211, and is configured to be disconnected after the relay assembly 121 is turned off, so as to cut off the power supply from the power module 11 to the pulse output module 211, where the relay assembly 121 includes at least one relay;
the first control circuit 13 is connected with the train traction locking hard wire 3 and the relay combination 121, and is used for controlling the working state of the relay combination 121 according to a traction locking hard wire signal, wherein the working state of the relay combination 121 comprises on and off.
In this embodiment, the pulse output module 211 of the inverter control unit 21 is configured to convert the control signal generated by the inverter control unit 21 into a pulse signal and output the pulse signal to the driving device, when the pulse output module 211 is powered, the pulse output module 211 converts the control signal generated by the inverter control unit 21 into a pulse signal and outputs the pulse signal, and when the pulse output module 211 is powered off, no matter what kind of control signal the inverter control unit 21 outputs, the pulse output module 211 has no output, that is, the traction capability of the traction converter 2 is cut off.
The power supply circuit 12 is connected to the power supply module 11 and the pulse output module 211, when the power supply circuit 12 is turned on, the power supply module 11 supplies power to the pulse output module 211, and the pulse output module 211 is powered on; when the power supply circuit 12 is disconnected, the pulse output module 211 loses power. The on or off of the power supply circuit 12 is related to the working state of the relay assembly 121, and after the relay assembly 121 is turned on, the power supply circuit 12 is turned on, so that the power module 11 supplies power to the pulse output module 211.
The train traction locking hard wire 3 is used for transmitting a traction locking signal, for example, when the train is not subjected to traction locking, the traction locking hard wire transmits a 110V voltage signal, and when the train is subjected to traction locking, the traction locking hard wire transmits a 0V voltage signal (namely, the traction locking signal); the first control circuit 13 is configured to control an operating state of the relay combination 121 according to a signal transmitted by the pull-lock hard wire 3, for example, when the pull-lock hard wire signal is a 110V voltage signal, the relay combination 121 is controlled to be turned on, and when the pull-lock hard wire signal is a 0V voltage signal, the relay combination 121 is controlled to be turned off.
According to the train traction cutting-off control device provided by the embodiment of the utility model, the first control circuit 13 controls the relay combination 121 to be switched on or switched off according to the signal of the train traction locking hard wire 3; when the relay combination 121 is turned on, the power supply circuit 12 is turned on, so that the power module 11 supplies power to the pulse output module 211 of the inverter control unit 21; when the relay combination 121 is turned off, the power supply circuit 12 is turned off, the pulse output module 211 loses power, and the traction capacity of the traction converter 2 is cut off. Therefore, the signal for cutting off the traction during the emergency braking of the train is judged without any software control algorithm in the inversion control unit, the traction control unit and the train control management system, the traction cutting-off work is directly finished by hardware, and the timeliness and the reliability for cutting off the traction under the emergency braking working condition of the train are improved.
As shown in fig. 1, 2 and 3, optionally, the apparatus may further include: and the second control circuit 14 is connected to the relay assembly 121, the inverter control unit 21 and the first control circuit 13, and configured to control a working state of the first control circuit 13 according to a working state of the relay assembly 121 when receiving a start signal sent by the inverter control unit 21, where the working state of the first control circuit 13 includes normal operation and stop operation. In this embodiment, the inverter control unit 21 may send a start signal to the second control circuit 14 once after each power-on start and before outputting a control signal, where the start signal may be a pulse signal with a duration of T, for example, T ═ 1 second; the second control circuit 14 detects whether the relay combination 121 fails within a time T that the start signal lasts, and specifically, the second control circuit 14 may detect whether a normally closed contact is closed or a normally open contact is turned on or the like when a coil of each relay in the relay combination 121 is not energized. When the working state of the relay combination 121 is normal, the first control circuit 13 is controlled to start normal operation, and when the working state of the relay combination 121 is abnormal, the first control circuit 13 is controlled to keep a state of stopping operation. Therefore, the train traction cutting control device has a power-on self-detection function, and the reliability of the train traction cutting control device is further ensured.
As shown in fig. 2 and fig. 3, optionally, in any of the above embodiments, the relay combination 121 may include a first relay 1211 and a second relay 1212 connected in series, and the power supply circuit 12 is turned on after the first relay 1211 and the second relay 1212 are turned on;
the first control circuit 13 comprises a first control sub-circuit 131 and a second control sub-circuit 132, wherein,
the first control sub-circuit 131 is connected with the train traction locking hard wire 3, and is also connected with the first relay 1211, and is used for controlling the on and off of the first relay 1211 according to a traction locking hard wire signal;
the second control sub-circuit 132 is connected to the train traction blocking hard wire 3, and is further connected to the second relay 1212, and is configured to control on and off of the second relay 1212 according to a traction blocking hard wire signal.
In this embodiment, the train traction locking hard line 3 may have dual redundancy, and the first control sub-circuit 131 and the second control sub-circuit 132 are respectively connected to two train traction locking hard lines 3; if the train traction locking hard wire 3 has only one signal, the signal can be divided into two redundant signals and respectively input to the first control sub-circuit 131 and the second control sub-circuit 132.
Due to the dual redundancy of the traction locking hard wire 3, namely the dual redundancy of the first control sub-circuit 131 and the second control sub-circuit 132, during emergency braking, as long as one or two of the first relay 1211 and the second relay 1212 are turned off, the power supply circuit 12 is disconnected, the pulse output module 211 loses power, and traction is cut off. Further improving the reliability of cutting off traction under the emergency braking condition of the train. And when any one or two of the dual redundant first control circuits 13 has a fault, the fault can be found and traction is cut off, so that the system is ensured to start and operate without the fault.
As shown in fig. 1 and 3, alternatively, in the above embodiment, the second control circuit 14 may include a third relay 141 and a fourth relay 142, wherein,
the inverter control unit 21 is connected to a coil of the fourth relay 142, and the power module 11 is connected to one of a set of normally open contacts of the fourth relay 142;
a set of normally closed contacts of the first relay 1211 and a set of normally closed contacts of the second relay 1212 are connected in series and then are connected in parallel to a set of normally open contacts of the third relay 141 to form a first parallel circuit, and a first end of the first parallel circuit is connected to the other contact of the set of normally open contacts of the fourth relay 142;
a second end of the first parallel circuit is connected to one end of the coil of the third relay 141, and the other end of the coil of the third relay 141 is connected to the loop of the power module 11.
In this embodiment, when the coil of each relay is not energized, the normally closed contact is in the on state, and the normally open contact is in the off state. When the inverter control unit 21 outputs the start signal (which may be a pulse signal and has a duration of T), the coil of the fourth relay 142 is energized, and the normally open contact of the fourth relay 142 is turned on.
At this time, if the power module 11 makes the coil of the third relay 141 energized through the loop composed of the fourth relay 142, the normally closed contact of the first relay 1211, the normally closed contact of the second relay 1212, the coil of the third relay 141, and the loop of the power module 11, the normally open contact of the third relay 141 is turned on, the normally closed contact of the third relay 141 is turned off, and the third relay 141 is self-locked, it is described that the normally closed contact of the first relay 1211 and the normally closed contact of the second relay 1212 are in a conductive state when the coil is not energized, and it can be preliminarily determined that the first relay 1211 and the second relay 1212 are not faulty.
If the coil of the third relay 141 cannot be energized and the normally open contact of the third relay 141 maintains the normally open state, it may be determined that the first relay 1211 and/or the second relay 1212 are malfunctioning.
In the above embodiment, the fourth relay 142 is configured to turn on the power module 11, the fourth relay 142, the normally closed contact of the first relay 1211, the normally closed contact of the second relay 1212, the coil of the third relay 141, and the loop of the power module 11 after receiving the start signal of the inverter control unit 21, and the fourth relay 142 may also be a solid-state relay.
As shown in fig. 3, optionally, the first control sub-circuit 131 includes a second parallel circuit formed by connecting in parallel a set of normally open contacts of the first relay 1211 and a set of normally open contacts of the third relay 141, one end of the second parallel circuit is connected to the traction lockout hard wire 3, the other end of the second parallel circuit is connected to one end of the coil of the first relay 1211, and the other end of the coil of the first relay 1211 is connected to the loop of the traction lockout hard wire 3; and/or
The second control sub-circuit 132 includes a third parallel circuit formed by connecting a set of normally open contacts of the second relay 1212 and a set of normally open contacts of the third relay 141 in parallel, one end of the third parallel circuit is connected to the pull-off hard wire 3, the other end of the third parallel circuit is connected to one end of the coil of the second relay 1212, and the other end of the coil of the second relay 1212 is connected to the loop of the pull-off hard wire 3.
In this embodiment, when the first relay 1211 and the second relay 1212 have no fault, since the group of normally open contacts of the third relay 141 in the first control sub-circuit 131 is turned on, when the train is not in the emergency braking condition, the traction blocking hard wire 3, the group of normally open contacts of the third relay 141, the coil of the first relay 1211, and the loop of the traction blocking hard wire 3 form a loop, the coil of the first relay 1211 is energized, the normally open contact of the first relay 1211 is turned on, the normally closed contact of the first relay 1211 is turned off, and the first relay 1211 realizes self-locking.
Similarly, when the train is not in the emergency braking working condition, the second control sub-circuit 132 controls the normally open contact of the second relay 1212 to be turned on, the normally closed contact of the second relay 1212 is turned off, and the second relay 1212 realizes self-locking.
After the normally open contacts of the first relay 1211 and the second relay 1212 are turned on, the relay combination 121 formed by connecting the first relay 1211 and the second relay 1212 in series is turned on, so that the power module 11 supplies power to the pulse output module 211.
As shown in fig. 3, optionally, a set of normally closed contacts of the third relay 141 is further connected to the power supply circuit 12, and in the power supply circuit 12, the set of normally closed contacts of the third relay 141 is connected in series with a set of normally open contacts of the first relay 1211 and a set of normally open contacts of the second relay 1212.
In this embodiment, since the start signal (pulse control signal) sent by the inverter control unit 21 only lasts for T time, after the pulse is ended, the fourth relay 142 is turned off due to power loss, the coil of the third relay 141 is turned off due to power loss, the normally open contact of the third relay 141 is turned off, and the normally closed contact of the third relay 141 is turned on. If the second control circuit 14 is always powered on, the normally closed contact of the third relay 141 will be in an off state, the power supply circuit 12 is disconnected, the pulse output module 211 loses power, and the system power-on self-test is not passed.
After the first control sub-circuit 131 and the second control sub-circuit 132 are turned on and the normally closed contact of the third relay 141 is turned on, the power supply circuit 12 is turned on, the power supply module 11 supplies power to the pulse output module 211 through the normally open contact of the first relay 1211, the normally open contact of the second relay 1212 and the normally closed contact of the third relay 141, the train traction system can normally output traction force, the power-on self-test of the train traction cutting-off control device is completed, and a safety protection function of hardware cutting-off traction under an emergency braking condition is established.
When the train is emergently braked, the traction locking hard wire 3 loses power, the coil of the first relay 1211 and the coil of the second relay 1212 lose power, the normally open contact of the first relay 1211 and the normally open contact of the second relay 1212 are turned off, the pulse output module 211 loses power immediately, the train traction system loses output capacity, and the train cuts off the train traction.
As shown in fig. 3, the first relay 1211, the second relay 1212, and the third relay 141 may be contact forced guiding relays, respectively.
In the embodiment, the contact forced guide type relay has low failure rate and a forced guide contact structure, can ensure that the self normally open contact and the normally closed contact cannot be conducted simultaneously, and further can improve the reliability of the train traction cutting control device.
As shown in fig. 3, optionally, the power supply circuit 12 further includes a first fuse 122, and the first fuse 122, the first relay 1211 and the second relay 1212 are connected in series; and/or
The first control sub-circuit 131 further comprises a second fuse 1311, the second fuse 1311 being connected in series with the second parallel circuit; and/or
The second control sub-circuit 132 further comprises a third fuse 1321, the third fuse 1321 being connected in series with the third parallel circuit.
In this embodiment, when the power supply circuit 12 has a short-circuit fault, the overcurrent will blow the first fuse 122, the power supply circuit 12 is disconnected, the pulse output module 211 loses power, and the traction is cut off.
When the first control sub-circuit 131 or the second control sub-circuit 132 has a short-circuit fault, the second fuse 1311 or the third fuse 1321 is blown by overcurrent, the first control sub-circuit 131 or the second control sub-circuit 132 is turned off, the normally open contact of the first relay 1211 or the normally open contact of the second relay 1212 is turned off, the power supply circuit 12 is turned off, the pulse output module 211 is powered off, and the traction is cut off. The design of the fuse further improves the reliability of the train traction cutting control device.
Fig. 4 is a schematic flow chart of a train traction cutting control method according to an embodiment of the present invention, and as shown in fig. 4, the train traction cutting control method according to the embodiment of the present invention is based on the train traction cutting control device according to any one of the embodiments, and the method includes:
s201, the first control circuit controls the relay combination to be switched on or switched off according to the train traction blocking hard line signal;
in this step, when the train is not blocked by traction, the traction blocking hard wire signal may be a 110V voltage signal, and when the train is blocked by traction, the traction blocking hard wire signal may be a 0V voltage signal (i.e., a traction blocking signal); when the train is not blocked by traction, the first control circuit can control the relay combination to be conducted according to the traction blocking hard wire signal; when the train is blocked by traction, the first control circuit can control the relay combination to be switched off according to the traction blocking hard wire signal.
S202, when the relay combination is turned off, the power supply circuit is switched off so as to cut off the power supply of the power supply module to the pulse output module of the inversion control unit.
In the step, when the train is not blocked by traction, the first control circuit can control the relay combination to be switched on according to the traction blocking hard wire signal, so that the power supply circuit is switched on, the power supply module supplies power to the pulse output module of the inversion control unit, and the pulse output module of the inversion control unit normally outputs pulse signals. When the relay combination is turned off, the power supply circuit is switched off, the pulse output module loses power, and the traction capacity of the traction converter is cut off.
According to the train traction cut-off control method provided by the embodiment of the utility model, a first control circuit controls the relay combination to be switched on or switched off according to a signal of a train traction blocking hard wire; when the relay combination is turned off, the power supply circuit is switched off, the pulse output module loses power, and the traction capacity of the traction converter is cut off. Therefore, signals for cutting off traction during emergency braking of the train do not need to be judged by any software control algorithm in the inversion control unit, the traction control unit and the train control management system, traction cutting-off work is directly finished by hardware, and timeliness and reliability for cutting off traction under the working condition of emergency braking of the train are improved.
As shown in fig. 5, optionally, the controlling, by the first control circuit, the relay combination to be turned on or off according to the train traction locking hard line signal includes:
s2011, when the second control circuit receives a starting signal sent by the inversion control unit, the first control circuit is controlled to enter normal work according to the initial working state of the relay combination;
in this step, the start signal may be a pulse signal with a duration of T, and during the duration of the pulse signal, the second control circuit may control the operating state of the first control circuit according to the operating state of the relay combination, for example, when the operating state of the relay combination is normal (i.e., when the relay combination is not in fault), the first control circuit is controlled to start normal operation, and when the operating state of the relay combination is abnormal (i.e., when the relay combination is in fault), the first control circuit is controlled to start to maintain a stop operating state or stop operating. S2012, when the first control circuit works normally, the relay combination is controlled to be switched on or switched off according to the train traction blocking hard line signal.
In this step, the specific step of controlling the on or off of the relay combination according to the train traction blocking hard wire signal when the first control circuit works normally may be referred to in the description of the above device embodiment, and is not described herein again.
As shown in fig. 6, optionally, when receiving the start signal sent by the inverter control unit, the second control circuit controls the first control circuit to enter normal operation according to the initial operating state of the relay combination:
s20111, when a fourth relay receives a starting signal sent by the inversion control unit, a coil of the fourth relay is electrified, and a normally open contact of the fourth relay is conducted;
s20112, when the normally closed contact of the first relay and the normally closed contact of the second relay in the relay combination are switched on, the coil of the third relay is electrified, the normally open contact of the third relay is switched on, and the first control circuit works normally.
In this embodiment, when the second control circuit receives the start signal sent by the inverter control unit, the specific step of controlling the first control circuit to enter the normal operation according to the initial operating state of the relay combination may be referred to in the detailed description of the above device embodiment, and is not described herein again.
Optionally, in the above embodiment, the method further includes: when the normally closed contact of the first relay and/or the normally closed contact of the second relay in the relay combination are/is disconnected, the coil of the third relay cannot be electrified, the normally open contact of the third relay keeps being turned off, and the first control circuit stops working.
Optionally, when the first control circuit works normally, the controlling the relay combination to turn on or off according to the train traction blocking hard line signal includes:
for the first control sub-circuit, after the normally open contact of the third relay is conducted, when the train is not subjected to traction blocking, the coil of the first relay is electrified from the traction blocking hard wire, and the normally open contact of the first relay is conducted; when the train is blocked by traction, the coil of the first relay is powered off, and the normally open contact of the first relay is turned off;
for the second control sub-circuit, after the normally open contact of the third relay is conducted, when the train is not subjected to traction blocking, the coil of the second relay is electrified from the traction blocking hard wire, and the normally open contact of the second relay is conducted; when the train is blocked by traction, the coil of the second relay is powered off, and the normally open contact of the second relay is turned off.
Optionally, when the inversion control unit stops outputting the start signal, the coil of the fourth relay loses power, and then the normally open contact of the fourth relay is turned off, the coil of the third relay loses power, and the normally open contact of the third relay is turned off and the normally closed contact of the third relay is turned on.
Optionally, when the relay combination is turned off, the switching off of the power supply circuit to cut off the power supply from the power supply module to the pulse output module of the inverter control unit includes:
when the normally open contact of the first relay and/or the normally open contact of the second relay are/is switched off, the power supply circuit is switched off so as to cut off the power supply of the power supply module to the pulse output module of the inversion control unit.
The embodiment of the method provided by the embodiment of the present invention may be specifically applied to the above apparatus embodiment, and the specific flow thereof is not described herein again, and reference may be made to the detailed description of the above apparatus embodiment.
In the description herein, reference to the description of the terms "one embodiment," "a particular embodiment," "some embodiments," "for example," "an example," "a particular example," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the utility model. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.
The above-mentioned embodiments are intended to illustrate the objects, technical solutions and advantages of the present invention in further detail, and it should be understood that the above-mentioned embodiments are only exemplary embodiments of the present invention, and are not intended to limit the scope of the present invention, and any modifications, equivalent substitutions, improvements and the like made within the spirit and principle of the present invention should be included in the scope of the present invention.
Claims (8)
1. A train traction cut control device, comprising:
the power supply module is used for supplying power to a pulse output module of the inversion control unit of the train traction converter;
the power supply circuit comprises a relay combination, is connected between the power supply module and the pulse output module and is used for being disconnected after the relay combination is switched off so as to cut off the power supply of the power supply module to the pulse output module, wherein the relay combination comprises at least one relay;
the first control circuit is connected with a train traction locking hard wire and the relay combination and is used for controlling the working state of the relay combination according to a traction locking hard wire signal, wherein the working state of the relay combination comprises on and off.
2. The apparatus of claim 1, further comprising:
and the second control circuit is connected with the relay combination, the inversion control unit and the first control circuit and is used for controlling the first control circuit to enter normal operation according to the initial working state of the relay combination when receiving the starting signal sent by the inversion control unit.
3. The apparatus of claim 2, wherein the relay combination comprises a first relay and a second relay in series with each other;
the first control circuit includes a first control sub-circuit and a second control sub-circuit, wherein,
the first control sub-circuit is connected with a train traction locking hard wire and the first relay and is used for controlling the on and off of the first relay according to a traction locking hard wire signal;
the second control sub-circuit is connected with a train traction locking hard wire and is also connected with the second relay and used for controlling the on and off of the second relay according to a traction locking hard wire signal.
4. The apparatus of claim 3, wherein the second control circuit comprises a third relay and a fourth relay, wherein,
the inversion control unit is connected with a coil of the fourth relay, and the power supply module is connected with one contact of a group of normally open contacts of the fourth relay;
a group of normally closed contacts of the first relay and a group of normally closed contacts of the second relay are connected in series and then are connected in parallel to a group of normally open contacts of the third relay to form a first parallel circuit, and the first end of the first parallel circuit is connected to the other contact of the group of normally open contacts of the fourth relay;
and the second end of the first parallel circuit is connected with one end of the coil of the third relay, and the other end of the coil of the third relay is connected with the loop of the power supply module.
5. The device according to claim 4, wherein the first control sub-circuit comprises a second parallel circuit formed by connecting a group of normally open contacts of the first relay and a group of normally open contacts of the third relay in parallel, one end of the second parallel circuit is connected with the traction blocking hard wire, the other end of the second parallel circuit is connected with one end of a coil of the first relay, and the other end of the coil of the first relay is connected with a loop of the traction blocking hard wire; and/or
The second control sub-circuit comprises a third parallel circuit formed by connecting a group of normally open contacts of the second relay and a group of normally open contacts of the third relay in parallel, one end of the third parallel circuit is connected with the traction blocking hard wire, the other end of the third parallel circuit is connected with one end of a coil of the second relay, and the other end of the coil of the second relay is connected with a loop of the traction blocking hard wire.
6. The apparatus of claim 5, wherein the set of normally closed contacts of the third relay is further connected to the power supply circuit in which the set of normally closed contacts of the third relay is in series with the set of normally open contacts of the first relay and the set of normally open contacts of the second relay.
7. The apparatus of claim 6, wherein the first relay, the second relay, and the third relay are each a contact force guided relay.
8. The apparatus of claim 6, wherein the power supply circuit further comprises a first fuse, the first relay, and the second relay being connected in series; and/or
The first control sub-circuit further comprises a second fuse connected in series with the second parallel circuit; and/or
The second control sub-circuit further comprises a third fuse connected in series with the third parallel circuit.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202220104026.0U CN216943048U (en) | 2022-01-14 | 2022-01-14 | Train traction cutting control device |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202220104026.0U CN216943048U (en) | 2022-01-14 | 2022-01-14 | Train traction cutting control device |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| 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 (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| 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 |
| CN114162149B (en) * | 2022-01-14 | 2024-07-05 | 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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