CN112977511B - Rail train's air conditioning system control circuit and rail train - Google Patents
Rail train's air conditioning system control circuit and rail train Download PDFInfo
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- CN112977511B CN112977511B CN201911291800.2A CN201911291800A CN112977511B CN 112977511 B CN112977511 B CN 112977511B CN 201911291800 A CN201911291800 A CN 201911291800A CN 112977511 B CN112977511 B CN 112977511B
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- mode switch
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D27/00—Heating, cooling, ventilating, or air-conditioning
- B61D27/0018—Air-conditioning means, i.e. combining at least two of the following ways of treating or supplying air, namely heating, cooling or ventilating
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance
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- Engineering & Computer Science (AREA)
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- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The embodiment of the application provides a rail train's air conditioning system control circuit and rail train. Air conditioning system control circuit, including holding car air conditioner control circuit, holding car air conditioner control circuit includes: the three positions comprise an energy-saving position, a zero position and an energy-saving failure position; the interlocking circuit is connected with the energy-saving mode switch and each air conditioner controller of the air conditioning system of the rail train; the interlocking circuit is used for sending an energy-saving control signal to the air conditioner controller after the energy-saving mode switch is located at an energy-saving position and changes from the energy-saving position to a zero position, so that the air conditioner system of the rail train runs according to an energy-saving mode. The technical problem that the control circuit of the air conditioning system of the rail train can output the energy-saving control signal only when the energy-saving mode switch is kept at the energy-saving position is solved.
Description
Technical Field
The application relates to the technical field of rail trains, in particular to an air conditioning system control circuit of a rail train and the rail train.
Background
The control circuit of the air conditioning system of the rail train comprises an energy-saving mode switch arranged at three positions in a cab, wherein the three positions comprise an energy-saving position, a zero position and an energy-saving failure position. The energy-saving mode switch can be self-locked at the energy-saving position after being hit to the energy-saving position by external force, and at the moment, the air conditioner controller receives an energy-saving control signal and operates according to an energy-saving mode. And when the energy-saving mode switch is turned to the zero position from the energy-saving position under the action of external force, ending the energy-saving mode.
Therefore, the control circuit of the air conditioning system of the rail train can output the energy-saving control signal only when the energy-saving mode switch is kept at the energy-saving position, which is a technical problem that needs to be solved urgently by a person skilled in the art.
The above information disclosed in the background section is only for enhancement of understanding of the background of the present application and therefore it may contain information that does not form the prior art that is known to a person of ordinary skill in the art.
Disclosure of Invention
The embodiment of the application provides a rail train and a control circuit of an air conditioning system of the rail train, and aims to solve the technical problem that the control circuit of the air conditioning system of the rail train can output an energy-saving control signal only when an energy-saving mode switch is kept at an energy-saving position.
The embodiment of the application provides rail train's air conditioning system control circuit, including end car air conditioner control circuit, end car air conditioner control circuit includes:
the three positions comprise an energy-saving position, a zero position and an energy-saving failure position;
an interlock circuit connecting the energy saving mode switch and each air conditioning controller of an air conditioning system of a rail train;
the interlocking circuit is used for sending an energy-saving control signal to the air conditioner controller after the energy-saving mode switch is located at an energy-saving position and changes from the energy-saving position to a zero position, so that the air conditioner system of the rail train operates according to an energy-saving mode.
The embodiment of the application also provides the following technical scheme:
a rail train comprises the air conditioning system control circuit of the rail train.
Due to the adoption of the technical scheme, the embodiment of the application has the following technical effects:
and the interlocking circuit sends an energy-saving control signal to the air-conditioning controller after the energy-saving mode switch is positioned at an energy-saving position and changes from the energy-saving position to a zero position, so that the air-conditioning system of the rail train operates according to the energy-saving mode. Thus, the air conditioning system operates in the energy saving mode at the time when the energy saving mode switch is at the energy saving position and after the energy saving position is changed to the zero position.
Drawings
The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the application and together with the description serve to explain the application and not to limit the application. In the drawings:
fig. 1 is a schematic diagram of an air conditioning system control circuit of a rail train according to an embodiment of the present application.
Description of reference numerals:
110 a power-saving mode of the switch,
the energy saving bit contact of 111 energy saving mode switch, the energy saving failure bit contact of 112 energy saving mode switch,
coil contacts of the energy saving relay 121, normally open auxiliary contacts of the energy saving relay 122,
131 coil contacts of the energy-saving invalidation relay, 132 normally closed auxiliary contacts of the energy-saving invalidation relay,
140 diodes, 150 energy-saving train lines, 160 energy-saving disabled train lines,
210 air conditioner controller, 310 head car, 320 tail car.
Detailed Description
In order to make the technical solutions and advantages in the embodiments of the present application more clearly understood, the following description of the exemplary embodiments of the present application with reference to the accompanying drawings is made in further detail, and it is obvious that the described embodiments are only a part of the embodiments of the present application, and are not exhaustive of all the embodiments. It should be noted that, in the present application, the embodiments and features of the embodiments may be combined with each other without conflict.
Example one
Fig. 1 is a schematic view of a rail train according to an embodiment of the present application.
As shown in fig. 1, the air conditioning system control circuit of the rail train according to the embodiment of the present application includes an end train air conditioning control circuit, which includes:
a three-position power-saving mode switch 110, the three positions including a power-saving position, a zero position and a power-saving failure position;
an interlock circuit connecting the energy saving mode switch and each air conditioning controller of an air conditioning system of a rail train;
the interlocking circuit is used for sending an energy-saving control signal to the air-conditioning controller after the energy-saving mode switch is located at an energy-saving position and changes from the energy-saving position to a zero position, so that the air-conditioning system of the rail train operates according to an energy-saving mode.
The air conditioning system control circuit of the embodiment of the application is a three-position energy-saving mode switch of an air conditioning control circuit of a terminal vehicle. The interlock circuit sends an energy-saving control signal to the air conditioner controller after the energy-saving mode switch is located at an energy-saving position and changes from the energy-saving position to a zero position, so that the air conditioning system of the rail train operates according to an energy-saving mode. Thus, the air conditioning system operates in the energy saving mode at the time when the energy saving mode switch is at the energy saving position and after the energy saving position is changed to the zero position.
In implementation, the interlock circuit is further configured to stop sending the energy-saving control signal to the air-conditioning controller after the energy-saving mode switch is located at the energy-saving failure position, so that the air-conditioning system of the rail train operates according to a normal mode.
Thus, when the energy-saving mode switch is at the energy-saving failure position, the air conditioning system operates according to the normal mode.
In implementation, as shown in fig. 1, the interlock circuit includes an energy saving relay, an energy saving disabling relay and a diode;
an energy-saving position contact 111 of the energy-saving mode switch is connected with a coil contact 121 of the energy-saving relay in series; the energy-saving failure bit contact 112 of the energy-saving mode switch is connected with the coil contact 131 of the energy-saving failure relay in series;
a normally open auxiliary contact 122 of the energy-saving relay and a normally closed auxiliary contact 132 of the energy-saving failure relay are connected in series to form a first control sub-circuit, and the first control sub-circuit is connected with the energy-saving mode switch 111 in parallel;
the diode 140 is connected to one end of the first control sub-circuit, and the energy-saving bit contact 111 of the energy-saving mode switch and the coil contact 121 of the energy-saving relay, so that current can flow out of the first control sub-circuit but cannot flow in;
wherein a current can flow from the first control sub-circuit to the energy saving position contact 111 of the energy saving mode switch and to the coil contact 121 of the energy saving relay.
Therefore, when the energy-saving mode switch is positioned at an energy-saving position, the energy-saving position contact of the energy-saving mode switch is conducted with the coil contact of the energy-saving relay, the coil contact of the energy-saving relay is electrified, the normally-open auxiliary contact of the energy-saving relay is closed, and the first control sub-circuit is conducted with the coil contact of the energy-saving relay; after the energy-saving mode switch is changed from the energy-saving position to the zero position, the energy-saving position contact of the energy-saving mode switch is disconnected with the coil contact of the energy-saving relay, and the first control sub-circuit and the coil contact of the energy-saving relay are still kept conducted. Therefore, the first control sub-circuit and the coil contact of the energy-saving relay are still kept conducted after the energy-saving mode switch is located at the energy-saving position and changes from the energy-saving position to the zero position. The diode is used for enabling the current to flow out of the first control sub-circuit but not flow in, and protecting the first control sub-circuit.
In addition, when the energy-saving mode switch is located at an energy-saving failure position, an energy-saving failure position contact of the energy-saving mode switch is conducted with a coil contact of the energy-saving failure relay, the coil contact of the energy-saving failure relay is electrified, a normally closed auxiliary contact of the energy-saving failure relay is disconnected, the first control sub-circuit is disconnected, the air conditioner controller cannot receive current, namely, no energy-saving control signal exists, and therefore the air conditioner system of the rail train runs according to a normal mode. Therefore, the air conditioning system of the rail train operates according to a normal mode when the energy-saving mode switch is positioned at the energy-saving failure position.
In operation, as shown in fig. 1, the air conditioner controller 210 is connected between the energy saving bit contact 111 of the energy saving mode switch and the diode 140.
Since current can flow from the first control sub-circuit to the energy-saving bit contact of the energy-saving mode switch and the coil contact of the energy-saving relay, the air conditioner controller can receive the current as an energy-saving control signal. Therefore, after the energy-saving mode switch is located at the energy-saving position and changes from the energy-saving position to the zero position, the energy-saving mode switch sends an energy-saving control signal to the air conditioner controller, so that the air conditioner system of the rail train runs according to the energy-saving mode.
In implementation, the energy-saving mode switch can reset to a zero position from an energy-saving position after being hit to the energy-saving position by external force and losing the external force;
the energy-saving mode switch can be triggered to the energy-saving failure position under the action of external force, and the energy-saving failure position is reset to the zero position after the action of external force is lost.
Therefore, the energy-saving mode switch is reset from the energy-saving position to the zero position and is reset from the energy-saving failure position to the zero position, so that the manual operation required by an operator is less, and the burden of the operator is reduced.
Example two
The air conditioning system control circuit of the embodiment of the application comprises two end vehicle air conditioning control circuits in the first embodiment, namely an air conditioning control circuit of a head vehicle and an air conditioning control circuit of a tail vehicle.
In an implementation, as shown in fig. 1, the air conditioning system control circuit further includes:
and an energy-saving train line 150, one end of which is connected between the energy-saving position contact of the energy-saving mode switch of the head train 310 and the diode of the head train 310, and the other end of which is connected between the energy-saving position contact of the energy-saving mode switch of the tail train 320 and the diode of the tail train 320.
Therefore, after any one energy-saving mode switch of the air-conditioning control circuit of the head train and the air-conditioning control circuit of the tail train of the energy-saving train line is switched to the energy-saving position and is reset to the zero position from the energy-saving position, the energy-saving train line can have current to pass, namely, an energy-saving and energy-saving control signal is provided, and the air-conditioning system of the rail train can run according to the energy-saving mode.
In implementation, the number of the air-conditioning controllers is the same as the number of the sections of the rail vehicles of the rail train, each section of the rail vehicle is provided with one air-conditioning controller, and each air-conditioning controller is connected with the energy-saving train line respectively to receive the energy-saving control signal.
In this way, the switching on of the energy-saving mode of the air conditioner of the respective rail vehicle is achieved.
In an implementation, as shown in fig. 1, the air conditioning system control circuit further includes:
and one end of the energy-saving disabled train line 160 is connected between the energy-saving disabled bit contact of the energy-saving mode switch of the head train 310 and the coil contact of the energy-saving disabled relay of the head train, and the other end of the energy-saving disabled train line is connected between the energy-saving disabled bit contact of the energy-saving mode switch of the tail train 320 and the coil contact of the energy-saving disabled relay of the tail train.
Thus, when the energy-saving mode switch of the head car in the air-conditioning control circuit of the head car and the energy-saving mode switch of the tail car of the energy-saving train line are switched to the energy-saving failure position, the energy-saving failure position contact of the energy-saving mode switch of the head car is conducted with the coil contact of the energy-saving failure relay of the head car, the coil contact of the energy-saving failure relay of the head car is electrified, the normally closed auxiliary contact of the energy-saving failure relay of the head car is disconnected, and the first control sub-circuit of the head car is disconnected; at the moment, through the energy-saving failure train line, the coil contact of the energy-saving failure relay of the tail train is connected with the coil contact of the energy-saving failure relay of the head train in parallel and is connected into a conducted circuit, so that the coil contact of the energy-saving failure relay of the tail train is electrified, the normally closed auxiliary contact of the energy-saving failure relay of the tail train is disconnected, the first control sub-circuit of the tail train is also disconnected, the air conditioner controller cannot receive the energy-saving control signal, and the air conditioning system of the rail train operates according to a normal mode. Similarly, when the energy-saving mode switch of the tail car is turned to the energy-saving failure position, the air-conditioning system of the rail train operates according to the normal mode. In other words, whether the train is in the head train or the tail train, the air conditioning system of the rail train can be switched from the energy-saving mode to the normal mode only by turning on the energy-saving mode switch of the train to the energy-saving failure bit.
Corresponding to the scheme in the background art, if a driver or a worker self-locks the energy-saving mode switch at the energy-saving position in the head car, the driver or the worker can not remove the energy-saving mode after walking to the tail car, and the driver or the worker needs to walk back to the head car to operate the energy-saving mode switch of the head car to remove the energy-saving mode, so that much time and labor are wasted.
In implementation, as shown in fig. 1, the power supply of the air conditioner control circuit of the end car is a 72-volt direct-current power supply; the energy-saving mode switch is a knob type energy-saving mode switch.
In operation, as shown in fig. 1, the normally open auxiliary contact 122 of the energy saving relay and the normally closed auxiliary contact 132 of the energy saving disable relay are sequentially connected between the positive electrode of the power supply and the diode 140;
the energy-saving mode control switch 110 and the coil contact 121 of the energy-saving relay are sequentially connected between the anode and the cathode of the power supply, and the energy-saving mode control switch 110 and the coil contact 131 of the energy-saving failure relay are sequentially connected between the anode and the cathode of the power supply.
EXAMPLE III
The rail train of the embodiment of the application comprises the air conditioning system control circuit of the first embodiment and/or the second embodiment.
In the description of the present application and the embodiments thereof, it should be understood that the terms "top", "bottom", "height", and the like, are used for indicating the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for convenience of description and simplification of the description, but do not indicate or imply that the device or element referred to must have a specific orientation, be constructed in a specific orientation, and be operated, and therefore should not be construed as limiting the present application.
In the present application and its embodiments, unless specifically stated or limited otherwise, the terms "disposed," "mounted," "connected," "secured," and the like are to be construed broadly, e.g., as meaning fixedly connected, detachably connected, or integral with; the connection can be mechanical connection, electrical connection or communication; they may be directly connected or indirectly connected through intervening media, or may be connected through the use of two elements or the interaction of two elements. The specific meaning of the above terms in the present application can be understood by those of ordinary skill in the art as the case may be.
In this application and its embodiments, unless expressly stated or limited otherwise, the recitation of a first feature "on" or "under" a second feature may include the recitation of the first and second features being in direct contact, and may also include the recitation of the first and second features not being in direct contact, but being in contact with another feature between them. Also, the first feature "on," "above" and "over" the second feature may include the first feature being directly above and obliquely above the second feature, or simply indicating that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature includes the first feature being directly above and obliquely above the second feature, or simply meaning that the first feature is at a lesser level than the second feature.
The above disclosure provides many different embodiments or examples for implementing different structures of the application. The components and arrangements of specific examples are described above to simplify the present disclosure. Of course, they are merely examples and are not intended to limit the present application. Further, the present application may repeat reference numerals and/or reference letters in the various examples for simplicity and clarity and does not in itself dictate a relationship between the various embodiments and/or arrangements discussed. In addition, examples of various specific processes and materials are provided herein, but one of ordinary skill in the art may recognize the application of other processes and/or the use of other materials.
While the preferred embodiments of the present application have been described, additional variations and modifications in those embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. Therefore, it is intended that the appended claims be interpreted as including preferred embodiments and all alterations and modifications as fall within the scope of the application.
It will be apparent to those skilled in the art that various changes and modifications may be made in the present application without departing from the spirit and scope of the application. Thus, if such modifications and variations of the present application fall within the scope of the claims of the present application and their equivalents, the present application is intended to include such modifications and variations as well.
Claims (5)
1. The utility model provides a rail train's air conditioning system control circuit, its characterized in that, includes end car air conditioner control circuit, end car air conditioner control circuit includes:
the three positions comprise an energy-saving position, a zero position and an energy-saving failure position;
an interlock circuit connecting the energy saving mode switch and each air conditioning controller of an air conditioning system of a rail train;
the interlocking circuit is used for sending an energy-saving control signal to the air conditioner controller after the energy-saving mode switch is located at an energy-saving position and changes from the energy-saving position to a zero position, so that an air conditioning system of the rail train runs according to an energy-saving mode;
the interlocking circuit comprises an energy-saving relay, an energy-saving failure relay and a diode;
an energy-saving position contact of the energy-saving mode switch is connected with a coil contact of the energy-saving relay in series; an energy-saving failure bit contact of the energy-saving mode switch is connected with a coil contact of the energy-saving failure relay in series;
a normally open auxiliary contact of the energy-saving relay and a normally closed auxiliary contact of the energy-saving failure relay are connected in series to form a first control sub-circuit, and the first control sub-circuit is connected with the energy-saving mode switch in parallel;
the diode is connected with one end of the first control sub-circuit, and an energy-saving position contact of the energy-saving mode switch and a coil contact of the energy-saving relay enable current to flow out of the first control sub-circuit but not flow in; wherein current can flow from the first control sub-circuit to an energy saving bit contact of the energy saving mode switch and a coil contact of the energy saving relay;
the air conditioner controller is connected between an energy-saving position contact of the energy-saving mode switch and the diode;
the energy-saving mode switch can reset to a zero position from the energy-saving position after losing the external force action after being hit to the energy-saving position by the external force action;
the energy-saving mode switch can be triggered to an energy-saving failure position under the action of external force, and the energy-saving failure position is reset to a zero position after the action of the external force is lost;
the two end vehicle air conditioner control circuits are respectively an air conditioner control circuit of a head vehicle and an air conditioner control circuit of a tail vehicle;
the control circuit of the air conditioning system also comprises an energy-saving train line, wherein one end of the energy-saving train line is connected between an energy-saving position contact of an energy-saving mode switch of a head train and a diode of the head train, and the other end of the energy-saving train line is connected between an energy-saving position contact of an energy-saving mode switch of a tail train and a diode of the tail train;
the air conditioning system control circuit further includes:
one end of the energy-saving failure train line is connected between an energy-saving failure position contact of an energy-saving mode switch of the head train and a coil contact of an energy-saving failure relay of the head train, and the other end of the energy-saving failure train line is connected between an energy-saving failure position contact of an energy-saving mode switch of the tail train and a coil contact of an energy-saving failure relay of the tail train.
2. The air conditioning system control circuit of claim 1, wherein the interlock circuit is further configured to stop sending the energy saving control signal to the air conditioning controller after the energy saving mode switch is in the energy saving disabled position, so that the air conditioning system of the rail train operates in a normal mode.
3. The air conditioning system control circuit according to claim 2, wherein the number of the air conditioning controllers is the same as the number of the track vehicles of the track train, each track vehicle has one air conditioning controller, and each air conditioning controller is connected to the energy-saving train line to receive the energy-saving control signal.
4. The air conditioning system control circuit of claim 3, wherein the power source of the end car air conditioning control circuit is a 72 volt DC power source; the energy-saving mode switch is a knob type energy-saving mode switch;
the normally open auxiliary contact of the energy-saving relay and the normally closed auxiliary contact of the energy-saving failure relay are sequentially connected between the anode of a power supply and a diode;
the coil contacts of the energy-saving mode control switch and the energy-saving relay are sequentially connected between the anode and the cathode of the power supply, and the coil contacts of the energy-saving mode control switch and the energy-saving failure relay are sequentially connected between the anode and the cathode of the power supply.
5. A rail train comprising the air conditioning system control circuit of any one of claims 1 to 4.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201911291800.2A CN112977511B (en) | 2019-12-16 | 2019-12-16 | Rail train's air conditioning system control circuit and rail train |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201911291800.2A CN112977511B (en) | 2019-12-16 | 2019-12-16 | Rail train's air conditioning system control circuit and rail train |
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| CN112977511B true CN112977511B (en) | 2022-07-26 |
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|---|---|
| CN112977511A (en) | 2021-06-18 |
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