CN217753757U

CN217753757U - Guide rail type rubber wheel system vehicle awakening and sleeping circuit

Info

Publication number: CN217753757U
Application number: CN202221633660.XU
Authority: CN
Inventors: 林健; 赵俊朋; 赵晨; 王嘉鑫
Original assignee: CRRC Puzhen Alstom Transportation Systems Ltd
Current assignee: CRRC Puzhen Alstom Transportation Systems Ltd
Priority date: 2022-06-27
Filing date: 2022-06-27
Publication date: 2022-11-08
Anticipated expiration: 2032-06-27

Abstract

The utility model discloses a guide tracked rubber tyer system vehicle awakens up and dormancy circuit, including automatic train control system ATC, WUCR relay, train power supply contactor TSK, the output of automatic train control system ATC is connected with the control end of WUCR relay, and the power positive pole is connected to reserve voltage activation train line through the normally open contact WUCR1 of WUCR relay, follows draw ground connection behind binding post through train power supply contactor TSK's the coil on the reserve voltage activation train line, train power supply contactor TSK's normally open contact concatenates the setting in the power supply circuit of train. The utility model has the advantages that: the circuit structure is simple and reliable, the operation is simple, the sleeping and awakening control of the rail transit vehicle can be met, and the sleeping or awakening control action can be accurately and reliably completed in a full-automatic mode or a manual mode.

Description

Guide rail type rubber wheel system vehicle awakening and sleeping circuit

Technical Field

The utility model relates to a control circuit field of rail transit vehicle, in particular to guide tracked rubber tyer system vehicle awakens up and dormancy circuit.

Background

The guide rail type rubber wheel system vehicle is a low-traffic-volume rail transit vehicle with a brand-new design, and most of the existing low-traffic-volume rail transit vehicles are not provided with complete dormancy awakening circuits, so that the vehicle cannot automatically awaken to the dormancy when running in a full-automatic mode, and the dormancy awakening state cannot be switched by a special switch when the vehicle is driven manually, so that the economy of vehicle running is not facilitated, and inconvenience is brought to daily operation and maintenance of the vehicle.

SUMMERY OF THE UTILITY MODEL

An object of the utility model is to overcome prior art's not enough, provide a guide tracked rubber tyer system vehicle awakens up and dormancy circuit for realize through simple and reliable circuit that the rail is handed over awakening up and dormancy control of vehicle.

In order to realize the purpose, the utility model discloses a technical scheme be: the utility model provides a guide tracked rubber tyer system vehicle awakens up and dormancy circuit, includes automatic train control system ATC, WUCR relay, train power supply contactor TSK, the output of automatic train control system ATC is connected with the control end of WUCR relay, and the power positive pole is connected to reserve voltage activation train line through the normally open contact WUCR1 of WUSLCB circuit breaker, WUCR relay, follows it connects to ground after binding post passes through train power supply contactor TSK's coil to draw forth on the reserve voltage activation train line, train power supply contactor TSK's normally open contact concatenates and sets up in the power supply circuit of train.

The circuit further comprises a train awakening switch TAS1, and the train awakening switch TAS1 is connected in parallel to two ends of the normally open contact WUCR1 of the WUCR relay.

Leading out a terminal on the standby voltage activated train line to one end of a coil of the wake-up relay WUDYR, and connecting the other end of the coil with the negative electrode of a power supply; and a normally open contact WUDRY1 of the wake-up relay WUDYR is connected in parallel at two ends of a train wake-up switch TAS 1.

The circuit further comprises a full-automatic driving mode relay FAMR2, the output end of the automatic train control system ATC is connected with a coil of a sleep relay SLR through a normally open contact FAMR21 of the full-automatic driving mode relay FAMR2, and a normally closed contact SLR1 of the sleep relay SLR is connected in series with a loop between a coil of a wake-up relay WUDYR and a reserve voltage activated train line.

An output terminal TCMSOUT1 of the train management control system TCMS is connected with a normally closed contact of a full-automatic driving mode relay FAMR2 through a normally open contact of a cab activation relay COR2 and a normally closed contact KSLR1 of a key interlocking relay KSLR, and a common end of the full-automatic driving mode relay FAMR2 is connected to a sleep relay SLR.

The circuit further comprises a sleep switch TAS2, one end of the sleep switch is connected to the preparation voltage activation train line, the other end of the sleep switch is connected to the collection end of the train control management system TCMS, and the output end TCMSOUT1 of the train control management system TCMS is used for outputting a sleep control electric signal.

And a normally open contact SLR2 of the sleep relay SLR is connected in parallel with two ends of the sleep switch TAS 2.

The circuit also comprises an emergency traction mode selection switch EMTS, one end of which is connected to TAS2 and the other end is connected between COR2 and TCMSOUT 1.

The TCMS acquires the electric quantity of the power module through the acquisition module, and the output end TCMSOUT2 of the TCMS is connected to the control end of the sleep relay SLR through the normally closed contact of the full-automatic driving mode relay FAMR 2.

The wake-up relay WUDYR is a time delay relay.

The utility model has the advantages that: the circuit structure is simple and reliable, the operation is simple, the sleeping and awakening control of the rail transit vehicle can be met, and the sleeping or awakening control action can be accurately and reliably completed in a full-automatic mode or a manual mode.

Drawings

The contents expressed by the attached figures and the marks in the figures of the present invention are briefly described as follows:

fig. 1 is a schematic diagram of the circuit structure of the present invention.

Detailed Description

The following description of preferred embodiments of the invention will be made in further detail with reference to the accompanying drawings.

The purpose of the application is to realize automatic sleep awakening and manual sleep awakening of a vehicle under automatic operation and manual operation modes of the vehicle aiming at the railway vehicle in the prior art. When the automatic mode operates, the vehicle is triggered to wake up and sleep by the ATC, and when the manual mode operates, the sleep wake-up state is switched by the switch, so that the optimal balance of the working state of the vehicle is realized, the energy consumption of the vehicle is saved, and the service life of vehicle equipment is prolonged. Therefore, the vehicle sleep wake-up control circuit is designed.

Thereby this application mainly adopts on-off control and relay control's mode to realize the on-off of circuit and control the on-off of vehicle and then realize dormancy and awaken up control, and concrete circuit is as shown in figure 1:

the storage battery is a 24V storage battery, and two interface terminals of 24V + and 24V-are provided so as to supply power. The 24V + permanent electricity is connected with a WUSLCU breaker, the other end of the WUSLCU breaker is connected with the anode of a diode D1, the cathode of the diode D1 is connected with a train wake-up switch TAS1, the D1 starts the function of anti-reverse voltage stabilization protection, the other end of the TAS1 is connected to one end of a WUDYR coil of the wake-up relay through a normally closed contact SLR1 of a sleep relay SLR, and the other end of the WUDYR coil is connected with the 24V-permanent electricity;

a normally open contact WUCR1 of an ATC wake-up relay WUCR is arranged at two ends of a TAS1 in parallel, a leading-out terminal is connected to a reserve voltage activated train line between the TAS1 and an SLR1 to serve as a power supply bus, 24V + input voltage is led out to a distant place, a resistor is led out from the reserve voltage activated train line to be connected to one end of a coil of a train power supply relay TSK, and the other end of the coil is grounded or a power negative electrode based on a DIS terminal 24V-.

The two ends of the TAS1 are provided with a normally open contact WUDYR1 of a wake-up relay WUDYR in parallel, one end of the WUDYR2 is connected to a cathode of the D1, the other end of the WUDYR2 is connected to one end of a dormant switch TAS2, the other end of the TAS2 is connected to a normally open contact COR21 through EMTS, the other end of the COR21 is connected to a normally closed contact FAMR2 through a KSLR1 normally closed contact, the normally open contact of the FAMR2 is connected to ATC, a common end of the FAMR2 is connected to one end of a coil of the dormant relay SLR, and the other end of the coil is connected with 24-. The normally open contact SLR2 of the sleep relay is connected in parallel at two ends of the TAS2, one end of the TCMS is connected between the TAS and the EMTS through the acquisition end, and the other end of the TCMS outputs a driving control signal through the output terminal of the TCMSOUT 1.

The TCMS is a train control management system, acquires the electric quantity of a 24V storage battery through an acquisition circuit, and can actively control the coil of the sleep relay SLR to be electrified by outputting a driving control signal through a TCMSOUT2 terminal when the electric quantity is lower than a set threshold value, so that the power supply of a vehicle can be automatically switched off in a sleep mode under the condition of low electric quantity.

In the present application, the English letters and Chinese meaning of each technical noun are compared as follows:

english abbreviation	Description of the invention
		WUSLCB	Wake-up dormancy circuit breaker
TAS	Train activation switch
		WUDYR	Wake-up relay
WUCR	ATC awakening relay
		SLR	Dormancy relay
TCMS	Train control management system
		EMTS	Emergency traction mode selection switch
FAMR2	Full-automatic driving mode relay 2
		ATC	Automatic train control system
TSK	Train power supply contactor
		COR2	Cab activation relay 2
KSLR	Key interlocking relay

The circuit principle is specifically introduced as follows:

automatic awakening:

the corresponding circuit is as follows: the automatic train control system ATC, the WUCR relay, the train power supply contactor TSK, the output end of the automatic train control system ATC is connected with the control end of the WUCR relay, the positive pole of a power supply is connected to a reserve voltage activation train line through the WUCR circuit breaker and the normally open contact WUCR1 of the WUCR relay, a wiring terminal is led out from the reserve voltage activation train line and grounded after passing through a coil of the train power supply contactor TSK, and the normally open contact of the train power supply contactor TSK is connected in series in a power supply loop of a train.

The working principle is as follows: when the train needs to be awakened to work, the WUSLCB circuit breaker in the whole circuit is closed manually or in a system control mode, the ATC serves as an automatic train control system of the system, and when the train needs to be awakened automatically or under the condition that a certain condition is met, for example, the ATC VATC equipment awakens the train at a specific moment according to a given timetable; the ATC drives the coil of the WUCR relay to be electrified, so that a WUCR normally open contact in the circuit is closed, after the WUCR normally open contact is closed, 24V + is communicated with a reserve voltage activated train line through the WUCLCB, the diode D1 and the WUCR1, so that the reserve voltage activated train line of the vehicle is electrified, and the coils of the vehicle power supply contactors TSK1 and TSK2 connected with the reserve voltage activated train line of the vehicle are electrified, and because the coils of the vehicle power supply contactors TSK1 and TSK2 are electrified, the relevant contacts in a vehicle power supply loop are closed, and the whole vehicle is electrified and awakened. The normally open contact of the TSK is arranged in a power supply loop of the vehicle, and the TSK can comprise a plurality of normally open contacts according to the number and requirements of marshalling vehicles, such as TSK1 and TSK2 in the application shown in figure 1, so that automatic awakening is realized.

Manual awakening:

the corresponding circuit is as follows: the train wake-up relay system comprises a train wake-up switch TAS1, wherein the train wake-up switch TAS1 is connected to two ends of a normally open contact WUCR1 of the WUCR relay in parallel. Leading out a terminal on the standby voltage activated train line to one end of a coil of the wake-up relay WUDYR, and connecting the other end of the coil with the negative electrode of a power supply; and a normally open contact WUDRY1 of the wake-up relay WUDYR is connected in parallel at two ends of a train wake-up switch TAS 1.

The working principle is as follows: the manual awakening adopts an awakening switch TAS1, actually the awakening switch TAS1 and a dormant switch TAS2 are integrated three-position switches (self-resetting), and after the awakening/sleeping switch is switched to an awakening position and a sleeping position, different contact switches are closed. When the vehicle needs to be awakened, the WUSLCB circuit breaker in the whole circuit is closed in a manual or system control mode, then the manual awakening is realized, 24V + and the reserve voltage are activated by manually closing the TAS1 to switch on the train line for power supply, so that the TSK1 and the TSK2 coils are obtained, and further the awakening of the vehicle is realized. Meanwhile, the relay WUDYR coil is electrified due to the closing of the TAS, the SLR relay is powered off at the moment, the normally closed contact SLR1 is closed, and after the WUDYR is electrified, the normally closed contact WUDYR1 is driven to be closed, so that the standby voltage activates the train line to realize a power-obtaining self-holding loop, the TSK is kept to be continuously electrified, and the work of the TSK is continuously awakened.

Automatic dormancy: the automatic train control system comprises a full-automatic driving mode relay FAMR2, wherein the output end of an automatic train control system ATC is connected with a coil of a sleep relay SLR through a normally open contact FAMR21 of the full-automatic driving mode relay FAMR2, and a normally closed contact SLR1 of the sleep relay SLR is connected in series with a loop between a coil of a wakeup relay WUDYR and a standby voltage activated train line. An output terminal TCMSOUT1 of the train management control system TCMS is connected with a normally closed contact of a full-automatic driving mode relay FAMR2 through a normally open contact of a cab activation relay COR2 and a normally closed contact KSLR1 of a key interlock relay KSLR, and a common end of the full-automatic driving mode relay FAMR2 is connected to a sleep relay SLR.

The working principle is as follows: when the vehicle is in an automatic mode, the FAMR2 full-automatic driving mode relay is electrified (driven and controlled by TCMS or ATC), a normally open contact of the relay is closed, namely the ATC is connected to one end of the SLR coil through the normally open contact FAMR21, the other end of the relay is connected to 24V-, when the vehicle needs to be in a sleep state, only the ATC is required to be conducted through the driving voltage driving coil to realize the relay, after the SLR coil is electrified, the normally closed contact of the relay is disconnected, the WUDYR coil is powered off, the normally open contact of the relay is disconnected, the reserve voltage activated train line is disconnected with 24V +, the reserve voltage activated train line is automatically disconnected after being awakened through TAS1, the reserve voltage activated train line is also disconnected, and finally the reserve voltage activated train line is not electrified, the TSK coil is powered off, and the vehicle power supply system is disconnected to enter the sleep state. When in an automatic driving manual mode, the sleep state is activated through a vehicle key at the moment, a TCMS obtains a sleep signal of a vehicle, a vehicle control system such as an ATC or TCMS can control COR2 to be powered on at the moment, a normally open contact COR21 in a circuit is closed, a key interlocking relay of the vehicle is not powered on, and a normally closed contact KSLR1 is in a closed state.

Manual dormancy: the device comprises a sleep switch TAS2, wherein one end of the sleep switch is connected to a preparation voltage activated train line, the other end of the sleep switch is connected to an acquisition end of a train control management system TCMS, and an output end TCMSOUT1 of the train control management system TCMS is used for outputting a sleep control electric signal. And a normally open contact SLR2 of the sleep relay SLR is connected in parallel with two ends of the sleep switch TAS 2.

The working principle is as follows: when manual sleep is needed, the TAS2 is closed, the working state is achieved before sleep, after the TAS2 is closed, the TCMS can acquire and collect TAS2 closing signals, at the moment, the COR21 is closed due to the fact that the manual mode is achieved, after the TCMS receives the TAS2 closing signals, the port of the TCMSOUT1 outputs driving signals, the driving signals are sent to a coil of the SLR through the COR21 and the KSLR1 and drive the SLR to be electrified, the SLR is electrified to cause the SLR1 to be disconnected, the WUDYR1 and the WUDYR2 to be disconnected, the reserved voltage activates train lines to be powered off, and then sleep is achieved. Because the TAS2 is also a self-reset switch and can be reset to be disconnected after being closed, the normally open contact SLR2 of the SLR is connected in parallel with two ends of the TAS2, and the purpose of self-holding dormancy is achieved.

Under the condition of a train network fault, the sleep is realized through an emergency traction mode selection switch EMTS, one end of the emergency traction mode selection switch EMTS is connected to the TAS2, and the other end of the emergency traction mode selection switch EMTS is connected between the COR2 and the TCMSOUT 1. The train enters an emergency traction mode from an emergency traction position by rotating an emergency traction mode selection switch, and an EMTS (self-holding) emergency traction switch contact in a dormancy control loop is closed at the moment to establish a dormancy loop. EMTS closure

Because this application also needs the dormancy when the battery voltage is low, therefore TCMS obtains the electric quantity of power module through the collection module, and its output TCMSOUT2 is through the normally closed contact of full-automatic driving mode relay FAMR2, and its normally closed contact is connected to the control end of dormancy relay SLR. The charge threshold is set at 30%.

The train driving mode is fully automatically awakened in the AUTO mode, the train is controlled by the ATC at the moment, the driver controller mode selection switches at two ends of the train are set to be in the fully automatic driving mode, namely, the key is in the OFF position, the mode selection switches are in the AUTO position, all the circuit breakers are closed, and all the bypass switches are in the normal position. The automatic wake-up is divided into two types, and both output wake-up signals by the VATC:

1. the signal system automatically remotely wakes up, and the VATC equipment wakes up the train at a specific moment according to a given time schedule;

2. the signal system remotely and manually wakes up the train, and wakes up the train at any time according to the manual instruction of the ground OCC.

The wake-up operating condition in the manual mode is that the train battery must have sufficient power supplied to the train low voltage permanent power bus. The train low-voltage permanent power supply bus supplies DC24V power to the awakening operation circuit. A three-position switch (self-reset) is arranged on the driving platform, the awakening/sleeping switch is turned to the awakening position, the train line is awakened to be electrified (self-hold), and simultaneously awakening relays of two drivers' cabs are activated; the wake-up relay drives the train power supply contactor to be electrified, so that a low-voltage power supply bus (a prepared power bus) of the vehicle equipment is connected with the charger and the storage battery.

Automatic dormancy: the train will automatically sleep if any of the following conditions are met. 1.T the battery capacity of the vehicle is lower than 30% (voltage value is collected by TCMS); ATC outputs "sleep" instruction. The VATC output sleep instruction is divided into two categories: firstly, a signal system automatically sleeps remotely, and the VATC equipment sleeps a train at a specific moment according to a given time schedule; and secondly, the signal system remotely and manually sleeps the train, and the train is sleeped at any time according to the manual instruction of the ground OCC.

And turning on a wake-up/sleep switch on the driving platform to a sleep position, electrifying a sleep train line, electrifying a sleeping relay coil of the cab, so as to control the wake-up relay to be powered off, awakening the train line to be powered off after delaying for 60s, powering off a train power supply contactor, and disconnecting control power supplies of all loads (except a permanent bus of the train) of the train. The TCMS monitors the state of the dormant train line and sends the state to the PIS and the air conditioning system. The delayed 60s time is used for shutdown buffer time of systems such as PIS, air conditioner and the like. After the train enters the sleep state, all loads (except the permanent bus of the train) are disconnected from the low-voltage power supply.

The specific sleep and wake-up functions are as follows:

the automatic wake-up control circuit: the WUSLCB circuit breaker is closed, and the WUCR relay coil of ATC control gets electric for WUCR normally open contact is closed in the circuit, thereby makes the vehicle reserve voltage activation train line get electric, and then vehicle power supply contactor TSK1, TSK2 coil get electric, and relevant contact among the power supply circuit is closed, and whole car gets electric and awakens up.

The manual wake-up control circuit: the WUSLCB circuit breaker is closed, and train activation switch TAS (from restoring to the throne) is revolved to awakening up the position for awakening up relay WUDYR and getting to the electricity, and forming through relay normally open contact and getting to the electricity self-sustaining return circuit, the vehicle reserve voltage activation train line gets to the electricity, and then vehicle power supply contactor TSK1, TSK2 coil get to the electricity, and relevant contact among the power supply return circuit is closed, and whole car gets to the electricity and awakens up.

The automatic dormancy control circuit: under the automatic mode of the vehicle, the FAMR2 full-automatic driving mode relay is electrified, the normally open contact is closed, and the ATC outputs a dormancy instruction to control the train to hibernate. The method comprises the steps that a vehicle key is activated, a mode selection switch is switched to a non-full-automatic mode, a COR2 relay is powered on, a normally open contact in a circuit is closed, a key interlocking relay of the vehicle is not powered on, when all stored energy of the vehicle is not output, the vehicle is switched on by a TCMS OUT2 trigger circuit after 45 minutes of delay, an SLR sleep relay is powered on, and an SLR normally closed contact is switched off, so that a WUDYR coil is powered off after 60 seconds of delay, the contact is switched off, a train power supply contactor coil is powered off, and the vehicle is in sleep.

Manual dormancy control circuit: the train activation switch is rotated to a sleep position, under the condition that a train network is normal, a normal sleep circuit established through TCMS OUT1 enables a sleep relay SLR coil to be electrified, meanwhile, a normally open contact of the SLR is closed to form an electrified self-holding loop, and an SLR normally closed contact is disconnected, so that the WUDYR coil loses electricity after 60 seconds of delay, the contact is disconnected, a train power supply contactor coil loses electricity, and a train sleeps.

Under the condition of train network failure, the train enters an emergency traction mode by rotating an emergency traction mode selection switch to an emergency traction position, and an EMTS (self-sustaining) emergency traction switch contact in a dormancy control loop is closed at the moment to establish a dormancy loop.

It is clear that the specific implementation of the invention is not restricted to the above-described embodiments, but that various insubstantial modifications of the inventive process concept and technical solutions are within the scope of protection of the invention.

Claims

1. The utility model provides a guide tracked rubber tyer system vehicle awakens up and dormancy circuit which characterized in that: the automatic train control system ATC comprises an automatic train control system ATC, a WUCR relay and a train power supply contactor TSK, wherein the output end of the automatic train control system ATC is connected with the control end of the WUCR relay, the positive pole of a power supply is connected to a reserve voltage activation train line through a WUSLCB circuit breaker and a normally open contact WUCR1 of the WUCR relay, a wiring terminal is led out from the reserve voltage activation train line and grounded after passing through a coil of the train power supply contactor TSK, and the normally open contact of the train power supply contactor TSK is connected in series in a power supply loop of a train.

2. The guideway rubber-tyred vehicle wake-up and sleep circuit of claim 1, wherein: the circuit further comprises a train awakening switch TAS1, and the train awakening switch TAS1 is connected in parallel to two ends of the normally open contact WUCR1 of the WUCR relay.

3. The guideway rubber-tyred vehicle wake-up and sleep circuit of claim 2, wherein: leading out a terminal on the standby voltage activated train line to one end of a coil of the wake-up relay WUDYR, and connecting the other end of the coil with the negative electrode of a power supply; and a normally open contact WUDRY1 of the wake-up relay WUDYR is connected in parallel at two ends of a train wake-up switch TAS 1.

4. The guideway rubber-tyred system vehicle wake-up and sleep circuit of claim 2, wherein: the circuit further comprises a full-automatic driving mode relay FAMR2, the output end of the automatic train control system ATC is connected with a coil of a sleep relay SLR through a normally open contact FAMR21 of the full-automatic driving mode relay FAMR2, and a normally closed contact SLR1 of the sleep relay SLR is connected in series with a loop between a coil of a wake-up relay WUDYR and a reserve voltage activated train line.

5. The guideway rubber-tyred vehicle wake-up and sleep circuit of claim 4, wherein: an output terminal TCMSOUT1 of the train management control system TCMS is connected with a normally closed contact of a full-automatic driving mode relay FAMR2 through a normally open contact of a cab activation relay COR2 and a normally closed contact KSLR1 of a key interlock relay KSLR, and a common end of the full-automatic driving mode relay FAMR2 is connected to a sleep relay SLR.

6. The guideway rubber-tyred vehicle wake-up and sleep circuit of claim 5, wherein: the circuit further comprises a dormancy switch TAS2, one end of the dormancy switch is connected to the reserve voltage activated train line, the other end of the dormancy switch is connected to the collection end of the train control management system TCMS, and an output end TCMSOUT1 of the train control management system TCMS is used for outputting a dormancy control electric signal.

7. The guideway rubber-tyred system vehicle wake-up and sleep circuit of claim 6, wherein: and a normally open contact SLR2 of the sleep relay SLR is connected in parallel with two ends of the sleep switch TAS 2.

8. The guideway rubber-tyred vehicle wake-up and sleep circuit of claim 6, wherein: the circuit also comprises an emergency traction mode selection switch EMTS, one end of which is connected to TAS2 and the other end is connected between COR2 and TCMSOUT 1.

9. The guideway rubber-tyred vehicle wake-up and sleep circuit of any one of claims 5-8, wherein: the TCMS acquires the electric quantity of the power module through the acquisition module, and the output end TCMSOUT2 of the TCMS is connected to the control end of the sleep relay SLR through the normally closed contact of the full-automatic driving mode relay FAMR 2.

10. The guideway rubber-tyred vehicle wake-up and sleep circuit of any one of claims 3-8, wherein: the wake-up relay WUDYR is a time delay relay.