RU210239U1 - Traction position indication device during electric train movement and electric train voltage failure - Google Patents

Abstract

The utility model relates to the field of railway transport, to systems for remote monitoring of the state of the traction positions of an electric train. The technical result is to provide a prompt response to a malfunction. According to the instructions on the display, it is possible to determine which circuit is faulty, and therefore it is possible to promptly replace the required fuse. indication (MI), a non-volatile storage device, and the case includes a front panel, holes for input circuits, presented in the form of a cable. On the front panel of the housing there is an MI display, which is configured to display information about the failure of the fuses, indicating the circuit along which the failure occurred. UITP is configured to transfer information from it to a removable media. The device provides prompt response of the locomotive crew to the malfunction. 2 w.p. f-ly, 2 ill.

Description

The utility model relates to the field of railway transport, to systems for remote monitoring of the state of traction positions of an electric train.

From the prior art, a device for monitoring the state of train brakes is known, containing pneumoelectric relays, the control part of which is connected to the pneumatic working cavity of the brake cylinders, and the contacts of the electrical part are connected to a common circuit and to the control circuit, as well as a signal indicator. At the same time, it uses a pneumoelectric relay with switching contacts, the common electrical contact of which is connected to a common circuit, the normally open contact is connected to the control circuit through an open diode, and the normally closed contact is connected through a locking diode, and direct current with polarity reversal is used for control, and an indicator in the form of a two-color LED is installed in the control circuit in accordance with the polarity of the control current (RF patent RU 2298286 C2, 10.02.2007).

A device related to the field of railway automation is known, and can be used in railway transport for automated control of passenger electric locomotives with asynchronous traction drive. The automated control system for passenger electric locomotives with an asynchronous traction drive includes a microprocessor control system for a passenger electric locomotive and contains a means for measuring the distance and speed, the output of which is connected to a speed determination and conversion unit, a traction control unit, a security system, a traction and brake control unit, to the input which provides information about the operation parameters of the converters, information from current and voltage sensors of the traction, auxiliary equipment and traction motors, the position of the handle of the driver’s controller and toggle switches for controlling the electric locomotive, the state of the security system, the outputs of which are connected to the electrical and pneumatic control circuit of the electric locomotive, the driver’s console having includes a display unit, a voice message unit, a keyboard unit, a driver's brake valve handle, the output of which is connected to the electric locomotive's braking system (RF patent 126287 U1, 03/27/2013).

The above devices do not provide an accessible indication of the given commands to collect thrust from the shaper of the control signals (FUS).

A device for indicating traction positions during the movement of an electric train and a voltage failure of an electric train indicating traction positions is known, including two blocks: the first block of galvanic isolation located in the free space of the space of the universal control panel of the electric train, the second indication block is located in the opening between the windows of the driver and assistant driver and includes a housing , on the side of which there is a hole for cable entry, through which it is connected to the galvanic isolation unit, indicators in the form of LEDs are located on the front surface of the housing (RF patent 2744990 C2).

This device is not sufficiently reliable due to its implementation in the form of structurally unrelated blocks, does not provide a full indication of faults, and does not contribute to the prompt response of the locomotive crew to a malfunction.

The technical problem is the absence in electric trains of a unified, full-fledged indication of the commands given to collect traction from the control signal generator (FUS).

In this case, in the absence of a proper indication, the locomotive crew does not have information about the accident on a particular wire, and therefore it is not able to quickly replace the faulty fuse and, accordingly, the train cannot continue to move, since there are 18 fuses on the FUS front panel without fault indication.

It takes quite a long time to test a bad fuse to test each of all the fuses. In addition, you must have a device that allows you to carry out this test.

The objective of the present invention is to reduce the time to eliminate the downtime of the electric train when indicating the traction positions, as well as to simplify the procedure for restoring the movement of the electric train.

A device for indicating traction positions during the movement of an electric train and a power failure of an electric train is proposed, including a housing and a galvanic isolation board (GR) installed in it, an indication module (MI), and a non-volatile memory device. The case includes a front panel, openings for input circuits, presented in the form of a cable. On the front panel of the housing there is an MI display, which is configured to display information about the failure of the fuses, indicating the circuit along which the failure occurred. UITP is configured to transfer information from it to a removable media.

In a particular case, the input circuits are decoupled from the secondary voltage source + 12 V and - 12 V, connected to the output circuits of the control signal generator unit through galvanic isolators made in the form of opto-isolators.

In a particular case, the display brightness control is located on the front surface of the UITP case.

The technical result is to provide a prompt response to a malfunction. Based on the indications on the display, it is possible to determine which circuit is faulty, and therefore it is possible to quickly replace the required fuse.

If it is necessary to conduct additional consultations, it is possible to transfer the necessary information to a removable medium with subsequent study of the data obtained, for example, on a personal computer, which also increases the efficiency of actions when troubleshooting.

Also, the proposed device is more technologically advanced and more reliable, because. all its elements are installed in one housing.

Thus, a simplification of the procedure for diagnosing a voltage failure, a simplification of the procedure for restoring the movement of an electric train, and a reduction in the time to eliminate the downtime of an electric train are provided.

In FIG. 1 and 2 are diagrams illustrating the device.

Positions on the diagrams are indicated:

1 - block FUS,

2 - train terminal rail,

3 - train wires,

4 - UITP,

5 - DC/DC converter,

6 - connector,

7 - cable.

The technical result is realized due to the following design features of the claimed device, which is equipped with the cabin of the electric train.

UITP is a block that contains a galvanic isolation board (GR), an indication board and a display that displays a list of controlled fuses.

Structural elements of the device are preferably installed in the housing using assembly operations.

UITP (the circuit is shown in Fig. 1) transfers the presence of voltage on the tested wires coming out of the FUS unit to the built-in display. At the same time, the UITP has a housing in which there are holes for input circuits presented in the form of a cable. Also, the UITP block has a non-volatile storage device that allows you to record events about fuse failures and the moment of their restoration with reference to date and time. All recorded events can be viewed on the display of the UITP unit, as well as transferred to removable media, with subsequent viewing on a personal computer.

UITP performs galvanic isolation from the on-board circuit voltage of 110 V DC to a safe DC voltage of 5-12 V to power the display module. A DC/DC converter is used as an insulating element, which has a transformer decoupling shown in Fig. 2. A module designed to operate with an input voltage of 75-150 V can be used, which corresponds to the operating range of the on-board circuit of the ED4M series electric trains.

The input circuits are connected to the output circuits via galvanic isolators. The galvanic isolators of the tested circuits are made in the form of opto-isolators.

Thus, structurally, the UITP is made in the form of a complete functional unit.

Structurally, the display module (MI) is made in the form of a display, which is located on the front panel of the UITP.

The UITP display shows fuse failures, indicating the circuit in which the failure occurred. In this case, the locomotive crew can immediately understand which circuit is faulty and quickly change the faulty fuse.

Also on the front surface of the UITP case there is a display brightness control for adapting the eyes depending on the external illumination.

Claims (3)

1. A device for remote control of electric train systems, including a housing and a galvanic isolation board (GR) installed in it, an indication module (MI), a non-volatile storage device, and the housing includes a front panel, a hole for input circuits presented in the form of a cable, and on the front housing panel there is an MI display that provides indication of traction positions during the movement of the electric train and indication of a voltage failure of the electric train, configured to display information about the failure of the fuses indicating the circuit along which the failure occurred, moreover, the remote control device for the electric train systems is configured to transfer information from it to removable media. 2. The device according to claim 1, characterized in that the input circuits are decoupled from the secondary voltage source + 12 V and - 12 V, connected to the output circuits of the control signal generator unit through galvanic isolators made in the form of opto-isolators. 3. The device according to claim 1, characterized in that on the front surface of the UITP housing there is a display brightness control.

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