CN219257329U - Zero-speed circuit of railway vehicle - Google Patents
Zero-speed circuit of railway vehicle Download PDFInfo
- Publication number
- CN219257329U CN219257329U CN202320159571.4U CN202320159571U CN219257329U CN 219257329 U CN219257329 U CN 219257329U CN 202320159571 U CN202320159571 U CN 202320159571U CN 219257329 U CN219257329 U CN 219257329U
- Authority
- CN
- China
- Prior art keywords
- zero
- speed
- zero speed
- switch contact
- relay
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Images
Landscapes
- Electric Propulsion And Braking For Vehicles (AREA)
- Train Traffic Observation, Control, And Security (AREA)
Abstract
The utility model provides a zero-speed circuit of a railway vehicle. The zero speed circuit includes: a zero speed module and a non-zero speed module; the zero-speed modules are respectively arranged in each TC carriage, and the non-zero-speed modules are respectively arranged in at least two arbitrary carriages; all the zero-speed modules and all the non-zero-speed modules are connected in parallel; the zero speed modules are also connected through zero speed lines. The utility model can effectively improve the reliability of the zero-speed circuit, reduce the single-point failure rate and the false triggering probability, stably output the zero-speed signal and ensure the safe operation of the railway vehicle.
Description
Technical Field
The utility model relates to the technical field of rail transit, in particular to a zero-speed circuit of a rail vehicle.
Background
The zero-speed circuit is used for outputting a zero-speed signal, and the function of the zero-speed signal mainly comprises the steps of controlling the door opening and closing of the vehicle, relieving emergency braking, keeping braking and the like. For urban rail transit vehicles, the stable output of the zero-speed signal can effectively ensure the running safety of the vehicles, so that the zero-speed circuit is particularly important for the urban rail transit vehicles.
The existing zero-speed circuit is usually a signal obtained by connecting all non-zero-speed signals output by gateway valves in all carriages in series or connecting all the non-zero-speed signals in parallel, and is used as a trigger condition of the zero-speed signals. When signals obtained after all the non-zero speed signals output by all the carriages are connected in series are used as trigger conditions of the zero speed signals, it is necessary to ensure that all the gateway valves in all the carriages normally output the non-zero speed signals, and once the gateway valve in one carriage fails (the non-zero speed signals cannot be normally output), the whole zero speed circuit can erroneously output the zero speed signals. When all the non-zero speed signals output by all the carriages are connected in parallel to obtain signals serving as trigger conditions of the zero speed signals, it is also necessary to ensure that all the gateway valves in all the carriages normally output the non-zero speed signals, and once the gateway valve in one carriage fails (the non-zero speed signals are output by mistake), the whole zero speed circuit cannot output the zero speed signals. Therefore, the existing zero-speed circuit has the problem of unstable zero-speed signal output.
Disclosure of Invention
The embodiment of the utility model provides a zero-speed circuit of a railway vehicle, which aims to solve the problem of unstable output of the existing zero-speed circuit.
In a first aspect, an embodiment of the present utility model provides a zero speed circuit of a rail vehicle, including: a zero speed module and a non-zero speed module;
the zero-speed modules are respectively arranged in each TC carriage, and the non-zero-speed modules are respectively arranged in at least two arbitrary carriages; all the zero-speed modules and all the non-zero-speed modules are connected in parallel;
the zero speed modules are also connected through zero speed lines.
In one possible implementation, the zero speed circuit is disposed within each train unit;
the zero-speed module is arranged in a TC carriage in the current train unit;
the non-zero speed modules are respectively arranged in a TC carriage and an M carriage in the current train unit.
In one possible implementation manner, the non-zero speed module includes a first zero speed power supply breaker, a gateway valve, a first diode and an electromagnetic coil of a non-zero speed relay;
the input end of the first zero-speed power supply circuit breaker is connected with a power bus in the railway vehicle, and the output end of the first zero-speed power supply circuit breaker is connected with one end of the gateway valve;
the other end of the gateway valve is connected with the input end of the first diode; the output end of the first diode is connected with one end of an electromagnetic coil of the non-zero speed relay; the other end of the electromagnetic coil of the non-zero speed relay is grounded.
In one possible implementation manner, the zero-speed module includes a second zero-speed power supply circuit breaker, a switch contact combination of a non-zero-speed relay, a second diode, a first zero-speed relay coil, a second zero-speed relay coil and a feedback port;
the input end of the second zero-speed power supply circuit breaker is connected with a power bus in the railway vehicle, and the output end of the second zero-speed power supply circuit breaker is connected with the input end of the switch contact combination of the non-zero-speed relay;
the output end of the switch contact combination of the non-zero speed relay is connected with the input end of the second diode; the output end of the second diode is connected with one end of the first zero-speed relay coil; the other end of the first zero-speed relay coil is grounded;
the second zero-speed relay coils are arranged on two sides of the first zero-speed relay coils in parallel;
one end of the feedback port is connected between the output end of the second diode and the first zero-speed relay coil, and the other end of the feedback port is connected with the network system of the railway vehicle.
In one possible implementation, the switch contact combination of the non-zero speed relay includes: a first switch contact unit corresponding to the electromagnetic coil of the non-zero speed relay in the TC carriage and a second switch contact unit corresponding to the electromagnetic coil of the non-zero speed relay in each M carriage;
the first switch contact unit and the second switch contact unit are connected in series, one end of the series circuit is used as an input end of the switch contact combination of the non-zero speed relay, and the other end of the series circuit is used as an output end of the switch contact combination of the non-zero speed relay.
In one possible implementation, the first switch contact unit and the second switch contact unit each comprise at least two sets of switch contacts;
the at least two groups of switch contacts are connected in parallel, one end of the parallel circuit is used as an input end of the first switch contact unit or the second switch contact unit, and the other end of the parallel circuit is used as an output end of the first switch contact unit or the second switch contact unit.
In one possible implementation, the zero speed module further includes a zero speed bypass switch;
one end of the zero-speed bypass switch is connected with a power bus in the railway vehicle, and the other end of the zero-speed bypass switch is connected between the output end of the switch contact combination of the non-zero-speed relay and the input end of the second diode.
In one possible implementation, the output terminal of the second diode in the different zero speed module is connected with the first zero speed relay coil through a zero speed line.
In one possible implementation, the gateway valve is a single pole double throw normally open contact;
the gateway valve is configured such that the normally open contact maintains a normally open state when the rail vehicle speed is less than a preset value, and the normally open contact closes when the rail vehicle speed is greater than or equal to the preset value.
In one possible implementation, the switch contacts in the first switch contact unit and the second switch contact unit are both single-pole double-throw normally closed contacts;
the switch contact is configured to be in a normally closed state when the electromagnetic coil of the non-zero speed relay is not electrified, and is opened when the electromagnetic coil of the non-zero speed relay is electrified.
The embodiment of the utility model provides a zero-speed circuit of a railway vehicle, which comprises the following components: a zero speed module and a non-zero speed module; the zero-speed modules are respectively arranged in each TC carriage, and the non-zero-speed modules are respectively arranged in at least two arbitrary carriages; all the zero-speed modules and all the non-zero-speed modules are connected in parallel; the zero speed modules are also connected through zero speed lines. By arranging the non-zero speed modules in at least two arbitrary carriages, the non-zero speed modules can be utilized to output the non-zero speed signals in the current carriages in real time in the working process of the zero speed circuit of the railway vehicle, and the zero speed modules can be triggered to output the zero speed signals only when the non-zero speed modules do not output the non-zero speed signals. And the zero speed modules are connected through the zero speed line, so that it can be ensured that only one zero speed module is triggered to output a zero speed signal, and other zero speed modules can be triggered through the zero speed line to output a zero speed signal, thereby effectively improving the reliability of a zero speed circuit, reducing the single-point failure rate and the false triggering probability, stably outputting the zero speed signal and ensuring the safe operation of the railway vehicle.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present utility model, the drawings that are needed in the embodiments or the description of the prior art will be briefly described below, it being obvious that the drawings in the following description are only some embodiments of the present utility model, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 is a schematic diagram of a zero speed circuit of a rail vehicle according to an embodiment of the present utility model;
FIG. 2 is a schematic diagram of a zero speed circuit of a rail vehicle according to another embodiment of the present utility model;
fig. 3 is a schematic structural diagram of a zero speed circuit of a rail vehicle according to another embodiment of the present utility model.
Detailed Description
In order to make the present solution better understood by those skilled in the art, the technical solution in the present solution embodiment will be clearly described below with reference to the accompanying drawings in the present solution embodiment, and it is obvious that the described embodiment is an embodiment of a part of the present solution, but not all embodiments. All other embodiments, based on the embodiments in this solution, which a person of ordinary skill in the art would obtain without inventive faculty, shall fall within the scope of protection of this solution.
The term "comprising" in the description of the present solution and the claims and in the above-mentioned figures, as well as any other variants, means "including but not limited to", intended to cover a non-exclusive inclusion, and not limited to only the examples listed herein. Furthermore, the terms "first" and "second," etc. are used for distinguishing between different objects and not for describing a particular sequential order.
The implementation of the utility model is described in detail below with reference to the specific drawings:
it should be noted that the rail vehicle includes at least two train units, each of which includes a Trailer (Trailer Car, TC) with a cab and at least one Motor Car (M). Typically, each train unit also includes at least one bullet train (Motor Car with Pantograph, MP) with a pantograph. The description figures in this application are merely exemplary figures to aid the reader in understanding this application and do not specifically limit the number of train units and the number of cars in each train unit.
Fig. 1 is a schematic structural diagram of a zero-speed circuit of a rail vehicle according to an embodiment of the present utility model. Referring to fig. 1, the zero speed circuit includes: a zero speed module 11 and a non-zero speed module 12.
The zero speed modules 11 are respectively arranged in each TC carriage, and the non-zero speed modules 12 are respectively arranged in at least two arbitrary carriages; and all zero speed modules 11 and all non-zero speed modules 12 are connected in parallel;
the zero speed modules 11 are also connected by zero speed lines.
Fig. 1 is a diagram showing a case where non-zero speed modules are provided in M cars of two different train units, respectively, and the position of the non-zero speed modules is not particularly limited. It is understood that the non-zero speed modules may be disposed in at least two arbitrary cars. Any of the cars herein include TC cars and/or M cars. The MP carriage does not need to be provided with a non-zero speed module.
By arranging the non-zero speed modules in at least two arbitrary carriages, the non-zero speed modules can be utilized to output the non-zero speed signals in the current carriages in real time in the working process of the zero speed circuit of the railway vehicle, and the zero speed modules can be triggered to output the zero speed signals only when all the non-zero speed modules do not output the non-zero speed signals. The zero speed modules are connected through the zero speed line, so that it can be ensured that only one zero speed module is triggered to output a zero speed signal, and other zero speed modules can be triggered through the zero speed line to output the zero speed signal.
Therefore, the situation that the zero-speed circuit cannot output the zero-speed signal due to the fact that a single carriage can not output the non-zero-speed signal in the traditional parallel scheme can be avoided, and meanwhile, the situation that the zero-speed circuit can not output the zero-speed signal due to the fact that the single carriage cannot output the non-zero-speed signal in the traditional serial scheme can also be avoided. The zero-speed circuit can effectively improve the reliability of the zero-speed circuit, reduce the single-point failure rate and the false triggering probability, stably output zero-speed signals and ensure the safe operation of the railway vehicle.
In practical applications, if the non-zero speed module 12 is disposed in a car that is far from the zero speed module 11, the straddle-type train line will be prolonged, the wiring of the vehicle will be increased accordingly, the cost of the vehicle will be increased, and the signal transmission quality will be reduced. Thus, as a preferred embodiment, referring to fig. 2, a zero speed circuit 11 is provided in each train unit.
The zero speed module 11 is arranged in a TC carriage in the current train unit;
the non-zero speed modules 12 are disposed in the TC cars and M cars, respectively, in the current train unit.
Fig. 2 is a schematic illustration only, with only one TC car, one MP car, and one M car shown in each train unit. It will be appreciated that since each train unit contains one TC car and at least one M car, the zero speed circuit contains one zero speed module 11 and at least two non-zero speed modules 12 accordingly.
By arranging zero-speed circuits in each train unit, the wiring distance can be effectively shortened, and the signal transmission quality is improved. And zero speed modules in different train units are connected through zero speed lines, so long as the non-zero speed modules in one train unit are effective, the zero speed modules in all the train units can stably output zero speed signals.
Optionally, referring to fig. 3, the non-zero speed module includes a first zero speed power supply breaker 31, a gateway valve 32, a first diode 33, and a non-zero speed relay electromagnetic coil 34;
wherein, the input end of the first zero-speed power supply breaker 31 is connected with a power bus in the railway vehicle, and the output end is connected with one end of the gateway valve 32;
the other end of the gateway valve 32 is connected with the input end of the first diode 33; the output end of the first diode 33 is connected with one end of an electromagnetic coil 34 of the non-zero speed relay; the other end of the solenoid 34 of the non-zero speed relay is grounded.
The power bus may be a 110V dc power line running through the entire rail train for power. The gateway valve 32 is the main logical unit in the rail vehicle brake system. The gateway valve 32 receives the rail vehicle speed sent by the brake speed sensor in real time and performs opening or closing actions accordingly depending on the different rail vehicle speeds.
Alternatively, the gateway valve 32 may be a single pole double throw normally open contact;
the gateway valve 32 is configured such that the normally open contact remains in a normally open state when the rail vehicle speed is less than a preset value and is closed when the rail vehicle speed is greater than or equal to the preset value.
Illustratively, when the rail vehicle speed is less than 0.5km/h, the normally open contacts of the gateway valve remain normally open, and the solenoid 34 of the non-zero speed relay is not energized, and the switch contacts of the non-zero speed relay are deactivated; when the speed of the railway vehicle is greater than or equal to 0.5km/h, the normally open contact of the gateway valve is closed, and at the moment, the electromagnetic coil 34 of the non-zero speed relay is electrified, and the switch contact of the non-zero speed relay acts. The switch contact of the non-zero speed relay is arranged in the zero speed module 11 and is used for triggering the zero speed module to output a zero speed signal.
Optionally, the zero speed module 11 includes a second zero speed power supply breaker 35, a switch contact combination 36 of a non-zero speed relay, a second diode 37, a first zero speed relay coil 38, a second zero speed relay coil 39, and a feedback port 40.
Wherein the input end of the second zero-speed power supply breaker 35 is connected to a power bus in the railway vehicle, and the output end is connected to the input of the switch contact combination 36 of the non-zero-speed relay.
The output end of the switch contact assembly 36 of the non-zero speed relay is connected with the input end of the second diode 37; the output end of the second diode 37 is connected with one end of the first zero-speed relay coil 38; the other end of the first zero speed relay coil 38 is grounded.
The second zero speed relay coil 39 is disposed in parallel on both sides of the first zero speed relay coil 38.
One end of the feedback port 40 is connected between the output of the second diode 37 and the first zero speed relay coil 38, and the other end is connected to the network system of the rail vehicle.
Wherein the switch contact combination 36 of the non-zero speed relay corresponds to the electromagnetic coil 34 of the non-zero speed relay, and performs the opening/closing operation according to the power-on state of the electromagnetic coil 34 of the non-zero speed relay.
Optionally, the switch contact assembly 36 of the non-zero speed relay includes: a first switching contact unit 361 corresponding to an electromagnetic coil of a non-zero speed relay in the TC car and a second switching contact unit 362 corresponding to an electromagnetic coil of a non-zero speed relay in each M car;
the first switch contact unit 361 and the second switch contact unit 362 are connected in series, and one end of the series circuit serves as an input terminal of the switch contact assembly 36 of the non-zero speed relay, and the other end serves as an output terminal of the switch contact assembly 36 of the non-zero speed relay.
The TC carriage and the M carriage are respectively provided with an electromagnetic coil of a non-zero speed relay, wherein the first switch contact unit 361 corresponds to the electromagnetic coils of the non-zero speed relay in the TC carriage; the second switch contact unit 362 corresponds to the electromagnetic coil of the non-zero speed relay in the M car. Fig. 3 is only an exemplary drawing showing only one M car in each train unit, and correspondingly, one second switch contact unit 362, but it is understood that the number of second switch contact units 362 should correspond to the number of M cars in the current train unit.
In practical application, when the first switch contact unit 361 and the second switch contact unit 362 are both closed, the first zero-speed relay coil 38 and the second zero-speed relay coil 39 are powered, and a zero-speed signal is obtained. The feedback port 40 is used to feed back a zero speed signal to the network system of the rail vehicle. The first zero speed relay 38 and the second zero speed relay 39 are powered, and after the zero speed signal is obtained, the corresponding switch contact can be controlled to act so as to control the rail vehicle to switch the door, release the emergency brake or keep the brake, etc.
Optionally, the first switch contact unit 361 and the second switch contact unit 362 each include at least two sets of switch contacts;
at least two sets of switch contacts are connected in parallel, one end of the parallel circuit being the input of the first switch contact unit 361 or the second switch contact unit 362, and the other end being the output of the first switch contact unit 361 or the second switch contact unit 362.
Optionally, the switch contacts in the first switch contact unit 361 and the second switch contact unit 362 are all single-pole double-throw normally closed contacts;
the switching contact is configured such that the normally-closed contact maintains a normally-closed state when the electromagnetic coil 34 of the non-zero speed relay is not energized, and the normally-closed contact is opened when the electromagnetic coil 34 of the non-zero speed relay is energized.
In practical application, when the speed of the rail vehicle is smaller than a preset value, the gateway valves in the TC carriage and the M carriage are kept in a normally open state, the electromagnetic coils of the non-zero speed relays in the TC carriage and the M carriage are not powered, accordingly, the switch contacts (i.e., the first switch contact unit and the second switch contact unit) of the non-zero speed relays are not operated, the normally closed state is kept, and the first zero speed relay coil 38 and the second zero speed relay coil 39 in the zero speed module 11 are powered to obtain zero speed signals.
Each switch contact unit comprises at least two groups of switch contacts which are connected in parallel, so that the condition that zero-speed signal output is influenced because a single switch contact fails to act in time can be avoided, and the single-point failure rate is reduced.
Optionally, the zero speed module 11 further comprises a zero speed bypass switch 41;
one end of the zero speed bypass switch 41 is connected to a power bus in the rail vehicle and the other end of the zero speed bypass switch 41 is connected between the output of the switch contact combination 36 of the non-zero speed relay and the input of the second diode 37.
The zero-speed bypass switch is a manual forced switch. In an emergency, the zero speed bypass switch 41 is manually closed, and a zero speed signal can be forcibly output.
Optionally, the output end of the second diode 37 in the different zero speed module 11 is connected with the first zero speed relay coil 38 through a zero speed line.
The zero speed modules in different train units are connected through zero speed lines, so that as long as one train unit can output a zero speed signal, other train units can be triggered through the zero speed lines to obtain the zero speed signal. The situation that the whole train unit cannot stably output zero-speed signals due to the fact that a non-zero-speed module in a carriage in the current train unit fails is avoided, and reliability is improved.
Optionally, each train unit CAN be used as a CAN unit, and the inside of the unit is communicated in a CAN communication mode; the different units can communicate with each other by way of a multifunctional vehicle bus (Multifunction Vehicle Bus, MVB) communication.
The embodiment of the utility model provides a zero-speed circuit of a railway vehicle, which comprises the following components: a zero speed module 11 and a non-zero speed module 12; the zero speed modules 11 are respectively arranged in each TC carriage, and the non-zero speed modules 12 are respectively arranged in at least two arbitrary carriages; and all zero speed modules 11 and all non-zero speed modules 12 are connected in parallel; the zero speed modules 11 are also connected through zero speed lines, and by arranging the non-zero speed modules 12 in at least two arbitrary carriages, the non-zero speed modules 12 can be utilized to output non-zero speed signals in the current carriages in real time in the working process of the zero speed circuit of the railway vehicle, and the zero speed modules 11 can be triggered to output the zero speed signals only when the non-zero speed modules 12 do not output the non-zero speed signals. And the zero speed modules 11 are connected through zero speed lines, so that it can be ensured that only one zero speed module 11 is triggered to output a zero speed signal, and other zero speed modules 11 can be triggered through zero speed lines to output the zero speed signal.
Further preferably, a zero speed circuit 11 may be provided in each train unit. The zero speed module 11 is arranged in a TC carriage in the current train unit; the non-zero speed modules 12 are disposed in the TC cars and M cars, respectively, in the current train unit. By arranging zero-speed circuits in each train unit, the wiring distance can be effectively shortened, and the signal transmission quality is improved. And the zero speed modules 11 in different train units are connected through zero speed lines, so long as the non-zero speed modules 12 in one train unit are effective, the zero speed modules 11 in all the train units can stably output zero speed signals.
In conclusion, the reliability of the zero-speed circuit can be effectively improved, the single-point failure rate and the false triggering probability are reduced, zero-speed signals are stably output, and the safe operation of the railway vehicle is ensured.
The above embodiments are only for illustrating the technical solution of the present utility model, and are not limiting; although the utility model has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present utility model.
Claims (10)
1. A rail vehicle zero speed circuit, wherein the rail vehicle comprises at least two train units, each train unit comprising a TC car and at least one M car; the zero speed circuit includes: a zero speed module and a non-zero speed module;
the zero-speed modules are respectively arranged in each TC carriage, and the non-zero-speed modules are respectively arranged in at least two arbitrary carriages; all the zero-speed modules and all the non-zero-speed modules are connected in parallel;
the zero speed modules are also connected through zero speed lines.
2. The track vehicle zero speed circuit of claim 1, wherein the zero speed circuit is disposed within each train unit;
the zero-speed module is arranged in a TC carriage in the current train unit;
the non-zero speed modules are respectively arranged in a TC carriage and an M carriage in the current train unit.
3. The track vehicle zero speed circuit of claim 2 wherein the non-zero speed module includes a first zero speed supply circuit breaker, a gateway valve, a first diode and an electromagnetic coil of a non-zero speed relay;
the input end of the first zero-speed power supply circuit breaker is connected with a power bus in the railway vehicle, and the output end of the first zero-speed power supply circuit breaker is connected with one end of the gateway valve;
the other end of the gateway valve is connected with the input end of the first diode; the output end of the first diode is connected with one end of an electromagnetic coil of the non-zero speed relay; the other end of the electromagnetic coil of the non-zero speed relay is grounded.
4. A rail vehicle zero speed circuit as claimed in claim 3, wherein the zero speed module comprises a second zero speed supply circuit breaker, a switch contact combination of a non-zero speed relay, a second diode, a first zero speed relay coil, a second zero speed relay coil and a feedback port;
the input end of the second zero-speed power supply circuit breaker is connected with a power bus in the railway vehicle, and the output end of the second zero-speed power supply circuit breaker is connected with the input end of the switch contact combination of the non-zero-speed relay;
the output end of the switch contact combination of the non-zero speed relay is connected with the input end of the second diode; the output end of the second diode is connected with one end of the first zero-speed relay coil; the other end of the first zero-speed relay coil is grounded;
the second zero-speed relay coils are arranged on two sides of the first zero-speed relay coils in parallel;
one end of the feedback port is connected between the output end of the second diode and the first zero-speed relay coil, and the other end of the feedback port is connected with the network system of the railway vehicle.
5. The rail vehicle zero speed circuit of claim 4, wherein the switch contact combination of the non-zero speed relay comprises: a first switch contact unit corresponding to the electromagnetic coil of the non-zero speed relay in the TC carriage and a second switch contact unit corresponding to the electromagnetic coil of the non-zero speed relay in each M carriage;
the first switch contact unit and the second switch contact unit are connected in series, one end of the series circuit is used as an input end of the switch contact combination of the non-zero speed relay, and the other end of the series circuit is used as an output end of the switch contact combination of the non-zero speed relay.
6. The rail vehicle zero speed circuit of claim 5, wherein the first switch contact unit and the second switch contact unit each comprise at least two sets of switch contacts;
the at least two groups of switch contacts are connected in parallel, one end of the parallel circuit is used as an input end of the first switch contact unit or the second switch contact unit, and the other end of the parallel circuit is used as an output end of the first switch contact unit or the second switch contact unit.
7. The rail vehicle zero speed circuit of claim 4, wherein the zero speed module further comprises a zero speed bypass switch;
one end of the zero-speed bypass switch is connected with a power bus in the railway vehicle, and the other end of the zero-speed bypass switch is connected between the output end of the switch contact combination of the non-zero-speed relay and the input end of the second diode.
8. The track vehicle zero speed circuit of claim 1 wherein the output of the second diode in a different zero speed module is connected to the first zero speed relay coil by a zero speed line.
9. The rail vehicle zero speed circuit of claim 3, wherein the gateway valve is a single pole double throw normally open contact;
the gateway valve is configured such that the normally open contact maintains a normally open state when the rail vehicle speed is less than a preset value, and the normally open contact closes when the rail vehicle speed is greater than or equal to the preset value.
10. The track vehicle zero speed circuit of claim 6 wherein the switch contacts in the first switch contact unit and the second switch contact unit are both single pole double throw normally closed contacts;
the switch contact is configured to be in a normally closed state when the electromagnetic coil of the non-zero speed relay is not electrified, and is opened when the electromagnetic coil of the non-zero speed relay is electrified.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202320159571.4U CN219257329U (en) | 2023-02-07 | 2023-02-07 | Zero-speed circuit of railway vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202320159571.4U CN219257329U (en) | 2023-02-07 | 2023-02-07 | Zero-speed circuit of railway vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN219257329U true CN219257329U (en) | 2023-06-27 |
Family
ID=86869273
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202320159571.4U Active CN219257329U (en) | 2023-02-07 | 2023-02-07 | Zero-speed circuit of railway vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN219257329U (en) |
-
2023
- 2023-02-07 CN CN202320159571.4U patent/CN219257329U/en active Active
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN106428038B (en) | A kind of urgent traction mode control method of electric engineering car | |
| CN211075914U (en) | Emergency unlocking control self-holding circuit of unmanned vehicle | |
| EP3515747B1 (en) | Hazardous voltage interlock loop system | |
| CN112441073B (en) | Urban rail train bypass system | |
| CN112158083B (en) | Locomotive traction cutting control system and method under emergency braking | |
| CN103615172A (en) | Electric motor coach gate control external circuit with two-side gate opening and closing control function | |
| CN110962871A (en) | Urban rail vehicle forward turning zero-speed keeping device and control method | |
| CN110654238A (en) | New energy vehicle electrical system and safe power failure control method | |
| CN219257329U (en) | Zero-speed circuit of railway vehicle | |
| CN210781477U (en) | Illumination control circuit for metro vehicle | |
| KR20110103426A (en) | Method and device for controlling the adjustment of a switching state of an electric switching system in the field of guided vehicles | |
| CN113492815B (en) | Falling brake control device and magnetic suspension train | |
| CN202937106U (en) | Safety circuit of vehicle door | |
| US20110118902A1 (en) | Method and communication system for safe route control | |
| JP2022544994A (en) | Train door logic smart control system based on smart control unit | |
| CN111016939B (en) | H-shaped logic control circuit of metro vehicle | |
| CN112780146A (en) | Train door control system and control method | |
| CN113885376A (en) | Zero-speed control circuit suitable for unmanned vehicle | |
| CN116080708A (en) | Stepless control circuit and method for traction braking of railway vehicle in degradation mode | |
| CN110794793B (en) | Centralized control circuit and control method for doors of power-concentrated motor train unit | |
| CN111114341B (en) | Stop control system for railway vehicle and railway vehicle | |
| CN210062690U (en) | Subway vehicle emergency stop circuit | |
| CN211369988U (en) | Vehicle control circuit with double-circuit power supply | |
| CN114482755B (en) | Cab door control circuit, control method and vehicle | |
| CN114084179B (en) | Rail vehicle and pressure wave control device and method thereof |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| GR01 | Patent grant | ||
| GR01 | Patent grant |