CN218367832U - Railway vehicle direction determining circuit - Google Patents
Railway vehicle direction determining circuit Download PDFInfo
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- CN218367832U CN218367832U CN202221910180.3U CN202221910180U CN218367832U CN 218367832 U CN218367832 U CN 218367832U CN 202221910180 U CN202221910180 U CN 202221910180U CN 218367832 U CN218367832 U CN 218367832U
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Abstract
The utility model provides a rail vehicle direction confirms circuit, include: the first branch circuit comprises a first driver controller, a second driver controller, a first relay group and a second relay group, and is used for determining the activation state of each relay in the first relay group and the second relay group according to the positions of direction conversion handles of the first driver controller and the second driver controller; and the second branch circuit comprises a first signal plug box, a second signal plug box, a first relay group and a second relay group and is used for determining the activation state of each relay in the first relay group and the second relay group according to the output signals of the first signal plug box and the second signal plug box. The utility model discloses according to the activation state of each relay in first relay group and the second relay group in the first branch road and the second branch road that obtain, realize the definite to rail vehicle traffic direction, labour saving and time saving automatically.
Description
Technical Field
The utility model relates to a track technical field especially relates to a rail vehicle direction determination circuit.
Background
The full-automatic operation system (FAO) is a full-automatic and highly centralized control vehicle operation control system, integrates the modern computer, communication, control, comprehensive monitoring, system integration and other technologies, and is a new generation rail transit system for realizing the automation of the vehicle operation process. Full automatic drive mode (FAM) is one vehicle drive mode of a fully automatic operating system. When the vehicle is in the full-automatic driving mode, the vehicle does not need a driver to operate and drive the vehicle.
With the wide application of the rail vehicles of the full-automatic operation system, the up-down movement is generally adopted to describe the operation direction of the train, and the operation direction of the train in each rail section is manually configured, so that time and labor are wasted.
SUMMERY OF THE UTILITY MODEL
The utility model provides a rail vehicle direction determination circuit for overcome the above-mentioned problem that exists among the prior art, according to the activation state of each relay in first relay group and the second relay group in the first branch road and the second branch road that obtain, realize the definite, labour saving and time saving to rail vehicle traffic direction automatically.
The utility model provides a rail vehicle direction confirms circuit, include:
the first branch comprises a first driver controller, a second driver controller, a first relay group and a second relay group, and is used for determining the activation state of each relay in the first relay group and the second relay group according to the positions of direction conversion handles of the first driver controller and the second driver controller;
the second branch circuit comprises a first signal plug box, a second signal plug box, the first relay group and the second relay group and is used for determining the activation state of each relay in the first relay group and the second relay group according to the output signals of the first signal plug box and the second signal plug box;
the first driver controller is connected with the first relay group in series, and the second driver controller is connected with the second relay group in series;
the first signal plug box is connected with the first relay set in series, and the second signal plug box is connected with the second relay set in series;
the activation state of each relay in the first relay set and the second relay set is used for indicating the direction of the rail vehicle.
According to the utility model provides a pair of rail vehicle direction determination circuit, first relay group with second relay group deploys respectively at rail vehicle's both ends, first driver accuse ware with second driver accuse ware deploys respectively at rail vehicle's both ends, first signal subrack with second signal subrack deploys respectively at rail vehicle's both ends.
According to the utility model provides a pair of rail vehicle direction confirms circuit, first relay group with second relay group all includes:
a first relay and a second relay connected in parallel. According to the utility model provides a pair of rail vehicle direction confirms circuit, the second branch road still includes:
the third relay group is connected with the first sub-branch in series and used for controlling the activation state of each relay in the third relay group according to the output signal of the first signal plug-in box;
the fourth relay group is connected with the second sub branch in series and used for controlling the activation state of each relay in the fourth relay group according to the output signal of the second signal plug-in box;
wherein the first sub-branch is composed of the first relay in the first relay group and the second relay in the second relay group connected in parallel;
the second sub-branch is formed by the second relay in the first relay group and the first relay in the second relay group which are connected in parallel;
the third relay group and the fourth relay group are respectively arranged at two ends of the railway vehicle.
According to the utility model provides a pair of rail vehicle direction determination circuit, third relay group with fourth relay group all includes:
a third relay and a fourth relay connected in series.
According to the utility model provides a railway vehicle direction determination circuit, when the direction conversion handle of first driver ware is in the first position and the direction conversion handle of second driver ware is in the second position, the first relay in the first relay group and the second relay in the second relay group are activated; when the direction conversion handle of the first driver controller is located at the second position and the direction conversion handle of the second driver controller is located at the first position, the second relay in the first relay group and the first relay in the second relay group are activated.
According to the utility model provides a pair of rail vehicle direction confirms circuit, first relay with the second relay all switches on when being activated.
According to the utility model provides a railway vehicle direction determination circuit, when the output signal of first signal subrack is full autopilot mode activation signal, the third relay in the third relay group, the first relay in the first relay group and the second relay in the second relay group are all activated; or when the output signal in the second signal jack is the full-automatic driving mode activation signal, the third relay in the fourth relay group, the first relay in the second relay group and the second relay in the first relay group are all activated.
According to the utility model provides a railway vehicle direction determination circuit, when the output signal of first signal subrack is jump mode activation signal, the third relay in the third relay group, the fourth relay, the first relay in the first relay group and the second relay in the second relay group are all activated; or, when the output signal in the second signal jack is the skip mode activation signal, the third relay and the fourth relay in the fourth relay group, the first relay in the second relay group, and the second relay in the first relay group are all activated.
According to the utility model provides a pair of rail vehicle direction confirms circuit, the third relay breaks off when being activated, the fourth relay switches on when being activated.
The utility model provides a rail vehicle direction confirms circuit according to the activation state of each relay in first relay group and the second relay group in the first branch road and the second branch road that obtain, realizes the definite to rail vehicle traffic direction, labour saving and time saving automatically.
Drawings
In order to more clearly illustrate the technical solutions of the present invention or the prior art, the following briefly introduces the drawings required for the embodiments or the prior art descriptions, and obviously, the drawings in the following description are 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.
Fig. 1 is a schematic structural diagram of a rail vehicle direction determination circuit provided by the present invention.
Reference numerals:
a01: a first driver controller; a02: a second driver controller; a03: a first signal subrack;
a04: a second signal subrack; k00: a third relay; k01: a third relay;
k02: a fourth relay; k03: a fourth relay; k04: a first relay;
k05: a second relay; k06: a first relay; k07: a second relay;
k1: a fifth relay; k2: a sixth relay; k3: a fifth relay;
k4: and a sixth relay.
Detailed Description
In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and simplification of description, but do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
In the description of the present invention, it is to be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present invention can be understood in specific cases to those skilled in the art.
To make the objects, technical solutions and advantages of the present invention clearer, the drawings in the present invention will be combined to clearly and completely describe the technical solutions of the present invention, and obviously, the described embodiments are some, but not all embodiments of the present invention. Based on the embodiments in the present invention, all other embodiments obtained by a person skilled in the art without creative efforts belong to the protection scope of the present invention.
Fig. 1 is a schematic structural diagram of the rail vehicle direction determining circuit provided by the present invention, as shown in fig. 1, including:
the first branch circuit comprises a first driver controller, a second driver controller, a first relay group and a second relay group, and is used for determining the activation state of each relay in the first relay group and the second relay group according to the positions of direction conversion handles of the first driver controller and the second driver controller;
the second branch circuit comprises a first signal plug-in box, a second signal plug-in box, a first relay group and a second relay group, and is used for determining the activation state of each relay in the first relay group and the second relay group according to the output signals of the first signal plug-in box and the second signal plug-in box;
the first driver controller is connected with the first relay group in series, and the second driver controller is connected with the second relay group in series;
the first signal plug box is connected with the first relay set in series, and the second signal plug box is connected with the second relay set in series;
the activation state of each relay in the first relay set and the second relay set is used to indicate the direction of the rail vehicle.
Optionally, the utility model provides a rail vehicle direction determination circuit can specifically constitute by first branch road and second branch road, and first branch road includes first driver controller A01, second driver controller A02, first relay group and second relay group, and the second branch road includes first signal subrack A03, second signal subrack A04, first relay group and second relay group. Wherein 101 is the positive pole of the power supply circuit, and 100 is the negative pole of the power supply.
The driver controller is a driver controller, is a control device for rail vehicles, motor train units and industrial automation, and is used as a master control electrical appliance for reversing and regulating the speed of the locomotive. The manual electric appliance is used by driver to control locomotive and is mainly used to control the direction change and speed regulation of diesel engine, so as to control the running direction, power, traction force and speed of locomotive.
The driver controller comprises a direction conversion handle (F0R), the direction conversion handle is provided with three positions of forward position, 0 position and backward position, under the manual driving mode, the direction conversion handle in the driver controller represents that the running direction of the train is forward when the direction conversion handle is at the forward position, the direction conversion handle represents that the running direction of the train is backward when the direction conversion handle is at the backward position, and the direction conversion handle can be inserted or taken out when the direction conversion handle is at the 0 position.
The first branch is specifically used for determining the activation state of each relay forming the first relay group and the second relay group by switching the positions of the handles according to the directions of the first driver controller A01 and the second driver controller A02. The first driver controller a01 and the second driver controller a02 are deployed at two ends (namely, a primary end and a secondary end) of the rail vehicle, and it is assumed that the first driver controller a01 is deployed at the primary end of the rail vehicle and the second driver controller a02 is deployed at the secondary end of the rail vehicle.
It should be noted that the first driver a01 and the second driver a02 are asynchronous, that is, when the direction conversion handle of the first driver a01 is in the "forward" position, the direction conversion handle of the second driver a02 is in the "backward position".
The second branch circuit is specifically configured to determine activation states of relays forming the first relay group and the second relay group according to output signals of the first signal plug-in box a03 and the second signal plug-in box a 04. The first relay set and the second relay set are respectively arranged at a first position end and a second position end of the railway vehicle.
It should be noted that, the first signal box a03 and the second signal box a04 are both composed of a plurality of relays, as shown in fig. 1, the first signal box a03 and the second signal box a04 are both composed of a fifth relay, a sixth relay and a seventh relay (not shown in the figure), and are disposed at two ends (i.e., a first end and a second end) of the rail vehicle, and it is assumed that the first signal box a03 is disposed at the first end of the rail vehicle, the second signal box a04 is disposed at the second end of the rail vehicle, and in order to distinguish the signal boxes disposed at the first end and the second end of the rail vehicle, the fifth relay and the sixth relay constituting the first signal box a03 are respectively identified by K1 and K2, and the fifth relay and the sixth relay constituting the second signal box a04 are respectively identified by K3 and K4.
It should be noted that the first signal box a03 and the second signal box a04 are asynchronous, that is, when the fifth relay K1 in the first signal box a03 is activated, the fifth relay K3 in the second signal box a04 is turned off, when the sixth relay K2 in the first signal box a03 is activated, the sixth relay K4 in the second signal box a04 is turned off, and when the seventh relay in the first signal box a03 is activated, the seventh relay in the second signal box a04 is turned off.
Wherein the activation state of each relay in the first relay set and the second relay set may be used to indicate the direction of the rail vehicle (i.e., the train direction of travel).
The utility model provides a rail vehicle direction determination circuit according to the activation state of each relay in first relay group and the second relay group in the first branch road and the second branch road that obtain, realizes the definite to rail vehicle traffic direction, labour saving and time saving automatically.
Further, in one embodiment, the first relay group and the second relay group are respectively disposed at two ends of the rail vehicle, the first driver controller a01 and the second driver controller a02 are respectively disposed at two ends of the rail vehicle, and the first signal plug box a03 and the second signal plug box a04 are respectively disposed at two ends of the rail vehicle.
Optionally, the first relay group and the second relay group are respectively deployed at two ends (a first end and a second end) of the rail vehicle, the first driver controller a01 and the second driver controller a02 are respectively deployed at two ends of the rail vehicle, the first signal plug-in box a03 and the second signal plug-in box a04 are respectively deployed at two ends of the rail vehicle, and the direction of the first end and the direction of the second end of the rail vehicle are determined according to the activation states of the relays in the first relay group and the second relay group.
The utility model provides a rail vehicle direction confirms circuit according to the activated state of each relay of deploying in the first relay group at rail vehicle both ends and second relay group, realizes the definite, labour saving and time saving to rail vehicle traffic direction (including one position end direction and two positions end direction).
Further, in an embodiment, each of the first relay set and the second relay set may specifically include:
a first relay and a second relay connected in parallel.
Optionally, referring to fig. 1, the utility model provides a rail vehicle direction determination circuit constitutes first relay group and second relay group in first branch road and the second branch road and all can specifically include first relay and second relay, and first relay and second relay parallel connection. In order to distinguish the first relay and the second relay which are respectively arranged at the primary end and the secondary end of the railway vehicle, the first relay and the second relay in the first relay group arranged at the primary end are respectively marked by K04 and K05, and the first relay and the second relay in the second relay group arranged at the secondary end are respectively marked by K06 and K07.
The direction of the rail vehicle can be uniquely determined according to the activation states of the first relay K04 and the second relay K05 in the first relay group and the activation states of the first relay K06 and the second relay K07 in the second relay group.
For example, in the case that the first relay group is disposed at the one-end of the rail vehicle and the second relay group is disposed at the two-end of the rail vehicle, when the first relay K04 in the first relay group and the second relay K07 in the second relay group are in the activated state, the direction representing the rail vehicle is: the first position end is forward, and the second position end is backward; when the second relay K05 in the first relay group and the first relay K06 in the second relay group are in the activated state, the direction representing the rail vehicle is: one bit end backward and two bit end forward.
The utility model provides a rail vehicle direction confirms circuit according to the activated state of each relay of deploying in the first relay group at rail vehicle both ends and second relay group, realizes the definite, labour saving and time saving to rail vehicle traffic direction automatically.
Further, in an embodiment, the second branch may further specifically include:
the third relay group is connected with the first sub-branch in series and used for controlling the activation state of each relay in the third relay group according to the output signal of the first signal plug-in box A03;
the fourth relay group is connected with the second sub branch in series and used for controlling the activation state of each relay in the fourth relay group according to the output signal of the second signal plug-in box A04;
the first sub-branch is formed by a first relay K04 in a first relay group and a second relay K07 in a second relay group which are connected in parallel;
the second sub-branch is formed by a second relay K05 in the first relay group and a first relay K06 in the second relay group which are connected in parallel;
the third relay group and the fourth relay group are respectively arranged at two ends of the railway vehicle.
Optionally, the second branch may further specifically include a third relay group and a fourth relay group, where the third relay group and the fourth relay group are respectively disposed at two ends (i.e., a first end and a second end) of the rail vehicle, and the third relay group is disposed at the first end of the rail vehicle, and the fourth relay group is disposed at the second end of the rail vehicle for description:
the third relay group is connected with the first sub-branch (formed by a first relay K04 in the first relay group and a second relay K07 in the second relay group which are connected in parallel) in series and used for controlling the activation state of each relay in the third relay group according to the output signal of the first signal plug-in box A03;
and the fourth relay group is connected with the second sub-branch (consisting of a second relay K05 in the first relay group and a first relay K06 in the second relay group which are connected in parallel) in series and is used for controlling the activation state of each relay in the fourth relay group according to the output signal of the second signal plug-in box A04.
It should be noted that the activation state of each relay in the third relay group and the fourth relay group is used for indicating the current driving mode of the railway vehicle.
The utility model provides a rail vehicle direction confirms circuit can realize the definite to rail vehicle's under the different mode of driving traffic direction.
Further, in one embodiment, the third relay set and the fourth relay set each include:
a third relay and a fourth relay connected in series.
Optionally, the third relay group and the fourth relay group may each specifically include a third relay and a fourth relay, and the third relay and the fourth relay are connected in series. In order to distinguish the third relay group and the fourth relay group which are respectively arranged at the primary end and the secondary end of the railway vehicle, the third relay and the fourth relay group in the third relay group arranged at the primary end are respectively marked by K00 and K02, and the third relay and the fourth relay group in the fourth relay group arranged at the secondary end are respectively marked by K01 and K03.
The current driving mode of the railway vehicle can be uniquely determined according to the activation states of the third relay K00 and the fourth relay K02 in the third relay group and the activation states of the first relay K01 and the second relay K03 in the second relay group.
For example, when the third relay K01 is in an activated state and the third relay K02 is in an inactivated state, the current driving mode of the rail vehicle is a fully automatic driving mode; when the third relay K01 and the third relay K02 are both in an activated state, the current driving mode of the rail vehicle is a skip mode, wherein the skip mode is a sub-mode in a full-automatic driving mode, the current driving mode of the rail vehicle corresponding to the activated state of each relay in the fourth relay group is the same as the current driving mode of the rail vehicle corresponding to the activated state of each relay in the third relay group, and details are not repeated in the application.
The utility model provides a rail vehicle direction confirms circuit according to the activated state of each relay of deploying in the third relay group and the fourth relay group at rail vehicle both ends, confirms rail vehicle's current mode of driving, establishes the basis for follow-up realization to rail vehicle's under the different modes of driving traffic's determination.
Further, in one embodiment, when the direction conversion handle of the first controller a01 is at the first position and the direction conversion handle of the second controller a02 is at the second position, the first relay K04 in the first relay group and the second relay K07 in the second relay group are activated; when the direction conversion handle of the first driver A01 is at the second position and the direction conversion handle of the second driver A02 is at the first position, the second relay K05 in the first relay group and the first relay K06 in the second relay group are activated.
Alternatively, for example, the first driver a01 is deployed at the one-position end of the rail vehicle, the second driver a02 is deployed at the two-position end of the rail vehicle, and if the direction change handle of the first driver a01 is at the first position (e.g. the "forward" position) and the direction change handle of the second driver a02 is at the second position (e.g. the "backward" position), at this time, the rail vehicle is in the manual driving mode, the first relay K04 in the first relay group deployed at the one-position end of the rail vehicle and the second relay K07 in the two-position end of the rail vehicle are activated, specifically:
because the rail vehicle is in a non-full-automatic driving mode and a non-jumping mode, at the moment, the K00 auxiliary contacts A2 and A3 are disconnected, and the first position where the direction conversion handle of the first driver controller a01 is located is a forward position and the second position where the direction conversion handle of the second driver controller a02 is located is a backward position, the outputted one-position end backward instruction towards the forward two-position end, the K04 and the K07 are activated, namely, the direction of the rail vehicle is as follows: the direction of the first position end is forward, and the direction of the second position end is backward. Or, the second position of the direction conversion handle of the first driver controller a01 is a 'backward' position and the first position of the direction conversion handle of the second driver controller a02 is a 'forward' position, the output forward command from the one end to the two ends is output, and K05 and K06 are activated, that is, the direction of the railway vehicle is: the first position end is backward and the second position end is forward.
The utility model provides a rail vehicle direction determination circuit according to the activated state of each relay of deploying in the first relay group and the second relay group of rail vehicle one-bit end and two-bit end, realizes the definite, labour saving and time saving to rail vehicle traffic direction.
Further, in one embodiment, the first relay and the second relay are both conductive when activated.
Optionally, the first relay and the second relay in the first relay group and the second relay group are both turned on when activated, so that the direction of the rail vehicle can be determined later by the activation state of the first relay and the second relay in the first relay group and the second relay group.
The utility model provides a rail vehicle direction determination circuit according to the conducting state of each relay of deploying in the first relay group and the second relay group of rail vehicle one-bit end and two-bit end, confirms the activation state in each relay of deploying in first relay group and the second relay group, has established the basis for follow-up realization to rail vehicle traffic direction's determination.
Further, in one embodiment, when the output signal of the first signal jack a03 is the full-automatic driving mode activation signal, the fourth relay K02 in the third relay group, the first relay K04 in the first relay group, and the second relay K07 in the second relay group are all activated; or when the output signal in the second signal jack is the full-automatic driving mode activation signal, the fourth relay K03 in the fourth relay group, the first relay K06 in the second relay group, and the second relay K05 in the first relay group are all activated.
Alternatively, for example, when the output signal of the first signal jack a03 disposed at the one end of the rail vehicle is the full-automatic driving mode activation signal, when the one end is forward as the running direction of the rail vehicle, the fifth relay K1 in the first signal jack a03 is activated and turned on, a one end direction forward command is output, the sixth relay K4 in the second signal jack a04 is activated and turned on, and a two end backward command is output, the fourth relay K02 in the third relay group (the K02 auxiliary contacts B1 and B2 are turned on), the first relay K04 in the first relay group, and the second relay K07 in the second relay group are all activated, when the direction of the rail vehicle is forward in the one end direction and backward in the two end direction.
For example, when the output signal of the second signal jack a04 disposed at the two-position end of the rail vehicle is the full-automatic driving mode activation signal, at this time, the two-position end is forward as the running direction of the rail vehicle, the fifth relay K3 in the second signal jack a04 is activated and conducted, the two-position end direction forward command is output, the sixth relay K2 in the first signal jack a03 is activated and conducted, the one-position end direction backward command is output, the fourth relay K03 in the fourth relay group (the K03 auxiliary contacts B1 and B2 are conducted), the second relay K05 in the first relay group, and the first relay K06 in the second relay group are all activated, at this time, the direction of the rail vehicle is backward in the one-position end direction, and the two-position end direction is forward.
The utility model provides a rail vehicle direction confirms circuit according to the activated state of each relay of deploying in the first relay group and the second relay group of rail vehicle one-bit end and binary end, realizes the rail vehicle traffic direction's under the full autopilot mode affirmation.
Further, in one embodiment, when the output signal of the first signal jack a03 is the skip mode activation signal, the third relay K00 in the third relay set, the fourth relay K01, the first relay K04 in the first relay set, and the second relay K07 in the second relay set are all activated; or when the output signal in the second signal plug-in box a04 is the jump mode activation signal, the third relay K02 and the fourth relay K03 in the fourth relay group, the first relay K06 in the second relay group, and the second relay K05 in the first relay group are all activated.
Alternatively, for example, when the output signal of the first signal jack a03 disposed at the one end of the rail vehicle is the skip mode activation signal, when the one end is forward as the running direction of the rail vehicle, the fifth relay K1 in the first signal jack a03 is activated to be turned on, a one end direction forward command is output, and the sixth relay K4 in the second signal jack a04 is activated to be turned on, a two end backward command is output, the third relay K00 and the fourth relay K02 in the third relay group are both activated, the K02 auxiliary contacts B1 and B2 are turned on, the K00 auxiliary contacts A2 and A3 are turned off, and when the third relay group is in an off state, the first end direction forward command is output through the first signal jack a03, and the two end direction backward command is output through the second signal jack a04, the first relay K04 in the first relay group and the second relay K07 in the second relay group are activated, when the direction of the rail vehicle is the one end direction forward, and the second end direction backward.
For example, when the output signal of the second signal jack a04 disposed at the two-position end of the rail vehicle is the skip mode activation signal, when the two-position end is forward as the running direction of the rail vehicle, the fifth relay K3 in the first signal jack a04 is activated to be turned on, the two-position direction forward command is output, the sixth relay K2 in the first signal jack a03 is activated to be turned on, the one-position end backward command is output, both the third relay K01 and the fourth relay K03 in the fourth relay group are activated, the K03 auxiliary contacts B1 and B2 are turned on, the K01 auxiliary contacts B2 and B3 are turned off, when the fourth relay group is in an off state, the two-position end direction forward command is output through the second signal jack a04, and the one-position end direction backward command is output through the first signal jack a03, the second relay K05 in the first relay group and the first relay K06 in the second relay group are activated, when the direction of the rail vehicle is one-position end direction backward, and the second relay group is forward.
The utility model provides a rail vehicle direction confirms circuit realizes being in the rail vehicle traffic direction's under the jump mode affirmation according to the activated state of each relay of deploying in the first relay group and the second relay group of rail vehicle one-bit end and two-bit end.
Further, in one embodiment, the third relay is open when activated and the fourth relay is on when activated.
Optionally, the third relays in the third relay group and the fourth relay group are both turned off when activated, and the fourth relays in the third relay group and the fourth relay group are both turned on when activated, so that the current driving mode of the railway vehicle can be determined later by the activation states of the first relays and the second relays in the third relay group and the fourth relay group.
In addition, the direction of the rail vehicle cannot be given by the first end and the second end at the same time, and the direction of the rail vehicle needs to be given by the train occupation circuit which is mature in application if the first end and the second end are required to be given at the same time.
The utility model provides a rail vehicle direction determination circuit according to the activation state of each relay of deploying in the third relay group and the fourth relay group of rail vehicle one-bit end and two-bit end, confirms the current driving mode of train, establishes the basis for follow-up rail vehicle traffic direction's under the different driving modes confirmation based on the activation state realization of each relay in third relay group and the fourth relay group.
Finally, it should be noted that: the above embodiments are only used to illustrate the technical solution of the present invention, and not to limit it; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art will understand that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; such modifications and substitutions do not depart from the spirit and scope of the present invention in its corresponding aspects.
Claims (10)
1. A rail vehicle direction determination circuit, comprising:
the first branch comprises a first driver controller, a second driver controller, a first relay group and a second relay group, and is used for determining the activation state of each relay in the first relay group and the second relay group according to the positions of direction conversion handles of the first driver controller and the second driver controller;
the second branch circuit comprises a first signal plug-in box, a second signal plug-in box, a first relay group and a second relay group and is used for determining the activation state of each relay in the first relay group and the second relay group according to the output signals of the first signal plug-in box and the second signal plug-in box;
the first driver controller is connected with the first relay group in series, and the second driver controller is connected with the second relay group in series;
the first signal plug box is connected with the first relay set in series, and the second signal plug box is connected with the second relay set in series;
the activation state of each relay in the first relay set and the second relay set is used for indicating the direction of the rail vehicle.
2. The railway vehicle direction determining circuit as claimed in claim 1, wherein the first relay group and the second relay group are respectively disposed at two ends of a railway vehicle, the first driver and the second driver are respectively disposed at two ends of a railway vehicle, and the first signal plug box and the second signal plug box are respectively disposed at two ends of a railway vehicle.
3. The rail vehicle direction determination circuit of claim 1, wherein the first relay set and the second relay set each comprise:
a first relay and a second relay connected in parallel.
4. The rail vehicle direction determining circuit according to claim 3, wherein the second branch further includes:
the third relay group is connected with the first sub-branch in series and used for controlling the activation state of each relay in the third relay group according to the output signal of the first signal plug-in box;
the fourth relay group is connected with the second sub branch in series and used for controlling the activation state of each relay in the fourth relay group according to the output signal of the second signal plug-in box;
wherein the first sub-branch is composed of the first relay in the first relay group and the second relay in the second relay group connected in parallel;
the second sub-branch is formed by the second relay in the first relay group and the first relay in the second relay group which are connected in parallel;
the third relay group and the fourth relay group are respectively arranged at two ends of the railway vehicle.
5. The rail vehicle direction determination circuit of claim 4, wherein the third relay set and the fourth relay set each include:
a third relay and a fourth relay connected in series.
6. The rail vehicle direction determination circuit of claim 3, wherein the first relay of the first relay set and the second relay of the second relay set are activated when the direction switch handle of the first driver is in a first position and the direction switch handle of the second driver is in a second position; when the direction conversion handle of the first driver controller is located at the second position and the direction conversion handle of the second driver controller is located at the first position, the second relay in the first relay group and the first relay in the second relay group are activated.
7. The rail vehicle direction determination circuit of claim 6, wherein the first relay and the second relay are both conductive when activated.
8. The rail vehicle direction determination circuit of claim 5, wherein the fourth relay of the third relay set, the first relay of the first relay set, and the second relay of the second relay set are all activated when the output signal of the first signal jack is a full autopilot mode activation signal; or, when the output signal in the second signal jack is the full-automatic driving mode activation signal, the fourth relay in the fourth relay group, the first relay in the second relay group and the second relay in the first relay group are all activated.
9. The rail vehicle direction determination circuit of claim 5, wherein the third relay of the third relay set, the fourth relay, the first relay of the first relay set, and the second relay of the second relay set are all activated when the output signal of the first signal jack is a skip mode activation signal; or, when the output signal in the second signal jack is the skip mode activation signal, the third relay and the fourth relay in the fourth relay group, the first relay in the second relay group, and the second relay in the first relay group are all activated.
10. The rail vehicle direction determination circuit of claim 9, wherein the third relay is open when activated and the fourth relay is conductive when activated.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202221910180.3U CN218367832U (en) | 2022-07-20 | 2022-07-20 | Railway vehicle direction determining circuit |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202221910180.3U CN218367832U (en) | 2022-07-20 | 2022-07-20 | Railway vehicle direction determining circuit |
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| CN218367832U true CN218367832U (en) | 2023-01-24 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202221910180.3U Active CN218367832U (en) | 2022-07-20 | 2022-07-20 | Railway vehicle direction determining circuit |
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