CN113401152A - Multi-row multi-connected motor train unit control circuit and multi-row multi-connected motor train unit - Google Patents
Multi-row multi-connected motor train unit control circuit and multi-row multi-connected motor train unit Download PDFInfo
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- CN113401152A CN113401152A CN202110528375.5A CN202110528375A CN113401152A CN 113401152 A CN113401152 A CN 113401152A CN 202110528375 A CN202110528375 A CN 202110528375A CN 113401152 A CN113401152 A CN 113401152A
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Abstract
The invention is suitable for the technical field of multiple-train reconnection of a motor train unit, and provides a control circuit of a multiple-train reconnection motor train unit and the multiple-train reconnection motor train unit, wherein the control circuit comprises a first activation relay and a second activation relay which are respectively arranged in cabs at two ends of the motor train unit, and the control circuit also comprises: a first delay relay and a second delay relay; the first delay relay and the second delay relay control delay time to be different; the normally closed contacts of the first delay relay and the second delay relay are connected with the positive pole of the control power supply of the corresponding cab through the normally open contacts of the first activation relay and the second activation relay after interlocking. According to the invention, through the interlocking connection of the two delay relays, the multiple rows of multi-connected train sets can form a double control loop, so that the number of contacts on a control circuit is reduced, the voltage loss of a control power supply is reduced, and the safety and the reliability are improved.
Description
Technical Field
The invention belongs to the technical field of multi-train reconnection of a motor train unit, and particularly relates to a control circuit of a multi-train reconnection motor train unit and the multi-train reconnection motor train unit.
Background
Based on passenger carrying or transportation requirements, the motor train unit is required to have the capacity of single-train operation, two-train reconnection operation and three-train and above motor train unit reconnection operation.
However, since the dc load in the motor train unit is small, the low voltage of 24V is often used as the control power source in the motor train unit in consideration of the volume of the battery and the safety of electricity usage. However, for each electrical control system in the motor train unit, such as control systems for driving, traction, braking, door control, lighting and the like, the voltage of the control power supply generally needs to pass through the occupied head train to the unoccupied head train and then returns to the occupied head train to control the relay of the occupied head train, so when the motor train unit is subjected to multi-row reconnection, the voltage of the control power supply passes through a large number of contacts, the cables of the multi-row reconnection are long, and the cables also have resistors, so that the voltage loss of the control power supply is large, the voltage of the control power supply is possibly insufficient to control the relay to be attracted or disconnected when the voltage returns to the occupied head train, a control loop fails, and the multi-row reconnection motor train unit cannot be safely and effectively controlled.
Disclosure of Invention
In view of this, the embodiment of the invention provides a control circuit for a multi-row multi-connected motor train unit and a multi-row multi-connected motor train unit, and aims to solve the problem that a safe and effective control loop cannot be formed for the multi-row multi-connected motor train unit due to low control power supply voltage in the prior art.
In order to achieve the above object, a first aspect of an embodiment of the present invention provides a multi-train multiple-connection motor train unit control circuit, which is applied to a motor train unit in which couplers of cab at two ends are both in a state to be connected, and includes a first activation relay and a second activation relay, where the first activation relay and the second activation relay are respectively disposed in the cab at two ends of the motor train unit, and further includes: a first delay relay and a second delay relay; the first delay relay and the second delay relay control delay time to be different;
the coil cathode of the first time delay relay and the coil cathode of the second time delay relay are respectively connected with the cathodes of corresponding control power supplies, the coil anode of the first time delay relay is connected with the first normally closed contact lower port of the second time delay relay, the first normally closed contact upper port of the second time delay relay is respectively connected with the normally open contact lower port of the first activation relay and the normally open contact lower port of the second activation relay, and the normally open contact upper port of the first activation relay and the normally open contact upper port of the second activation relay are respectively connected with the anodes of the corresponding control power supplies;
and the coil anode of the second time delay relay is connected with the lower port of the first normally closed contact of the first time delay relay, and the upper port of the first normally closed contact of the first time delay relay is connected with the lower port of the normally open contact of the second activation relay.
Optionally, the multi-train multiple-connected motor train unit control circuit further includes: the detection contact string, the first control relay and the second control relay are arranged between the cabs at the two ends of the motor train unit and are formed by connecting at least one detection contact in series;
the coil cathode of the first control relay and the coil cathode of the second control relay are respectively connected with the cathodes of the corresponding control power supplies, and the coil anode of the first control relay, the second normally closed contact lower port of the first time delay relay, the second normally closed contact lower port of the second time delay relay and the coil anode of the second control relay are all connected;
the second normally closed contact upper port of the first time delay relay is respectively connected with the normally open contact lower port of the first time delay relay and one end of the detection contact string, and the other end of the detection contact string is respectively connected with the normally open contact lower port of the second time delay relay and the second normally closed contact upper port of the second time delay relay;
and the normally open contact upper port of the first time delay relay and the normally open contact upper port of the second time delay relay are respectively connected with the positive electrodes of the corresponding control power supplies.
Optionally, the detecting point string includes: the emergency brake system comprises an emergency brake button normally closed contact, a signal system normally closed contact, a passenger emergency brake loop normally closed contact, a Deadman button normally closed contact, a brake handle emergency brake gear normally closed contact and a traction handle emergency brake gear normally closed contact.
Optionally, the first control relay and the second control relay are emergency braking loop relays.
Optionally, the multi-train multiple-connected motor train unit control circuit further includes: the normally open contact of the first bypass relay and the normally open contact of the second bypass relay;
the normally open contact upper port of the first bypass relay is respectively connected with the normally open contact lower port of the first delay relay, the second normally closed contact upper port of the first delay relay and one end of the detection contact string, and the normally open contact lower port of the first bypass relay, the second normally closed contact lower port of the first delay relay, the coil anode of the first control relay, the normally open contact lower port of the second bypass relay, the coil anode of the second control relay and the second normally closed contact lower port of the second delay relay are all connected;
and the normally open contact upper port of the second bypass relay is respectively connected with the other end of the detection contact string, the normally open contact lower port of the second time delay relay and the second normally closed contact upper port of the second time delay relay.
Optionally, the multi-train multiple-connected motor train unit control circuit further includes: the first car hook relay, the second car hook relay, the first driver occupation relay and the second driver occupation relay;
the first normally closed contact upper port of the first coupler relay, the normally open contact lower port of the first activation relay, the normally open contact lower port of the second activation relay and the first normally closed contact upper port of the second coupler relay are all connected, and the first normally closed contact lower port of the first coupler relay is connected with the coil anode of the first driver occupation relay;
a first normally closed contact lower port of the second hook relay is connected with a coil anode of the second driver occupation relay;
and the negative electrode of the coil of the relay occupied by the first driver and the negative electrode of the coil of the relay occupied by the second driver are respectively connected with the negative electrodes of the corresponding control power supplies.
Optionally, the multi-train multiple-connected motor train unit control circuit further includes: the first double-heading control relay and the second double-heading control relay;
the negative electrode of the coil of the first double-connection control relay and the negative electrode of the coil of the second double-connection control relay are respectively connected with the negative electrode of the corresponding control power supply;
the coil anode of the first reconnection control relay, the second normally closed contact lower port of the first coupler relay, the second normally closed contact lower port of the second coupler relay and the coil anode of the second reconnection control relay are connected;
the second normally closed contact upper port of the first coupler relay is connected with the normally closed contact lower port of the first driver occupation relay;
the second normally closed contact upper port of the second hook relay is connected with the normally closed contact lower port of the second driver occupation relay;
the normally closed contact upper port of the first driver occupation relay is respectively connected with the normally open contact lower port of the first driver occupation relay and one end of the normally open contact of the first control relay;
the normally closed contact upper port of the second driver occupation relay is respectively connected with the normally open contact lower port of the second driver occupation relay and one end of the normally open contact of the second control relay;
the other end of the normally open contact of the first control relay is connected with the other end of the normally open contact of the second control relay;
and the normally open contact upper port of the relay occupied by the first driver and the normally open contact upper port of the relay occupied by the second driver are respectively connected with the positive electrodes of the corresponding control power supplies.
Optionally, the first reconnection control relay and the second reconnection control relay are multi-column reconnection emergency braking loop relays.
Optionally, the multi-train reconnection motor train unit control circuit further comprises a first emergency brake valve and a second emergency brake valve;
one end of the first emergency brake valve and one end of the second emergency brake valve are respectively connected with the negative pole of the corresponding control power supply;
the other end of the first emergency brake valve is respectively connected with one end of a normally open contact of the first reconnection control relay, the other end of the second emergency brake valve and one end of a normally open contact of the second reconnection control relay;
the other end of the normally open contact of the first double heading control relay and the other end of the normally open contact of the second double heading control relay are respectively connected with the positive pole of the corresponding control power supply.
The second aspect of the embodiment of the invention provides a multi-train multi-connected motor train unit, which comprises any one of the control circuits of the multi-train multi-connected motor train unit.
Compared with the prior art, the embodiment of the invention has the following beneficial effects: compared with the prior art, the invention adds the first time delay relay and the second time delay relay on the motor train unit with the car couplers of the cab at two ends in a state to be connected and enables the first time delay relay and the second time delay relay to be connected in an interlocking way through respective normally closed contacts, when the car couplers of the cab at two ends of the motor train unit are in a connected state, namely the motor train unit is positioned at the middle position in a multi-row multi-connection motor train unit, one of the coil of the first time delay relay and the coil of the second time delay relay is electrified, so that a control loop can be formed inside each motor train unit in the multi-row multi-connection motor train unit, an integral control loop of the multi-row multi-connection motor train unit can be formed through two contacts led out by the control loop inside each motor train unit, and because each motor train unit only corresponds to two contacts on the integral control loop, the number of the contacts on the integral control loop of the multi-row multi-connection motor train unit can be reduced, and further, the voltage loss of the control power supply is reduced, a safe and effective control loop can be formed when the voltage of the control power supply of the multi-row multi-connected motor train unit is low, and the safety and the reliability of the multi-row multi-connected motor train unit are improved.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings needed to be used in the embodiments or the prior art descriptions will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without inventive exercise.
FIG. 1 is a schematic diagram of a multi-train multi-connected motor train unit control circuit provided by an embodiment of the invention;
FIG. 2 is a schematic diagram of an emergency brake control loop of a single-train motor train unit in the prior art according to an embodiment of the invention;
FIG. 3 is a schematic diagram of an emergency brake control loop of a three-train reconnection motor train unit in the prior art according to an embodiment of the invention;
FIG. 4 is a schematic diagram of a driver occupancy relay control loop for a three-train reconnection motor train unit in the prior art according to an embodiment of the invention;
FIG. 5 is a schematic diagram of a multi-train multiple-connected motor train unit control circuit according to another embodiment of the invention;
FIG. 6 is a schematic diagram of a multi-train multiple-connected motor train unit control circuit according to yet another embodiment of the invention;
FIG. 7 shows a 1.0mm diameter wire used in an embodiment of the present invention2A simulation diagram of a three-row reconnection motor train unit control circuit formed by the cables;
FIG. 8 shows an embodiment of the present invention with a wire diameter of 2.5mm2The simulation diagram of the three-row reconnection motor train unit control circuit formed by the cables.
Detailed Description
In the following description, for purposes of explanation and not limitation, specific details are set forth, such as particular system structures, techniques, etc. in order to provide a thorough understanding of the embodiments of the invention. It will be apparent, however, to one skilled in the art that the present invention may be practiced in other embodiments that depart from these specific details. In other instances, detailed descriptions of well-known systems, devices, circuits, and methods are omitted so as not to obscure the description of the present invention with unnecessary detail.
In order to explain the technical means of the present invention, the following description will be given by way of specific examples.
As shown in fig. 1, a schematic diagram of butt-joint electrical connection of three-train multiple-unit train A, B, C is shown, each multiple-train multiple-unit train has two cabs, namely, a Mc1 cab, a Mc2 cab, a Mc3 cab, a Mc4 cab, a Mc5 cab and a Mc6 cab, so that 6 cabs are drawn in the diagram, and the multiple-train multiple-unit train control circuit in the embodiment is applied to the multiple-train multiple-unit train with the cabs at two ends in a to-be-connected state, for example, the multiple-train multiple-unit train shown in fig. 1B. The following takes the motor train unit B as an example (the circuit structure of the motor train unit with the couplers of the other cab at the two ends in the state to be connected is the same as that of the motor train unit) to explain the multi-row multi-connected motor train unit control circuit provided by the embodiment of the invention.
As shown in fig. 1, a multiple-row multiple-coupling motor train unit control circuit is applied to a motor train unit in which couplers of cab at two ends are in a state of waiting for connection, and comprises a first activation relay and a second activation relay (not shown in the figure), wherein the first activation relay and the second activation relay are respectively arranged in the cab at two ends of the motor train unit, and the multiple-row multiple-coupling motor train unit control circuit further comprises: the relay comprises a first time delay relay 3b and a second time delay relay 4b, wherein the time of the time delay of the first time delay relay 3b is different from the time of the time delay of the second time delay relay 4 b.
Wherein, the coil negative pole of first time delay relay 3b and the coil negative pole of second time delay relay 4b are connected with the negative pole that corresponds control power respectively, the coil positive pole of first time delay relay 3b is connected with the first normally closed contact 41b end opening of second time delay relay 4b, the first normally closed contact 41b of second time delay relay 4b is suitable for reading and is connected with the normally open contact 11b end opening of first activation relay and the normally open contact 21b end opening of second activation relay respectively, the normally open contact 11b of first activation relay is suitable for reading and the normally open contact 21b of second activation relay is suitable for reading and is connected with the positive pole that corresponds control power respectively.
The coil anode of the second delay relay 4b is connected with the lower port of the first normally closed contact 31b of the first delay relay 3b, and the upper port of the first normally closed contact 31b of the first delay relay 3b is connected with the lower port of the normally open contact 21b of the second activation relay.
For example, as shown in fig. 2, for the emergency brake control loop of the single-train motor train unit in the control circuit of the motor train unit in the prior art, normally, the emergency brake control loop is controlled by a normally open contact and a normally closed contact of a driver occupation relay (a connecting line corresponding to the word "driver occupation" in fig. 2 represents that both the normally open contact and the normally closed contact are controlled by the same driver occupation relay), a normally closed contact of a coupler relay, and an emergency brake button normally closed contact, a signal system normally closed contact, a passenger emergency brake loop normally closed contact and a normally closed contact of a demadman device which are connected in series in the emergency brake control loop. When a single-train motor train unit operates, as the car couplers of the cab at two ends of the motor train unit do not need to be connected and no car coupler relay is powered on, the motor train unit is assumed to be 4 marshalling, the leftmost side is 1 car, the 1 car is assumed to be an activated cab (namely, the 1 car is an occupied end), namely, the activated relay of the 1 car is powered on, so that the driver of the 1 car occupies the relay to be powered on, at the moment, the normally open contact of the relay occupied by the driver of the 1 car is closed, the normally closed contact is disconnected, positive electricity is discharged from the 24V + of the 1 car, the 1 car emergency brake button, a signal system, a passenger emergency brake loop, a Deadman device and the like are connected in series, then the normally closed contacts of the 4 car emergency brake button and the like are connected in series, at the moment, the activated relay of the 4 car is not powered on, the normally closed contact of the relay occupied by the driver of the 4 car is kept closed, the car coupler of the 4 car is not connected, and the car coupler of the 4 car is not powered on, and the normally closed contact of the 4-vehicle coupler relay is kept closed, so that the 4-vehicle emergency braking loop relay and the 1-vehicle emergency braking loop relay are electrified, the normally open contacts of the 4-vehicle emergency braking loop relay and the 1-vehicle emergency braking loop relay are closed, the corresponding emergency braking valve does not act, the emergency braking loop is established, and emergency braking is not applied.
When three rows are in reconnection, a coupler relay at reconnection is electrified to form an emergency brake control loop of the three rows of reconnection motor train units, as shown in figure 3, the leftmost side is the first motor train unit, the leftmost side of the first motor train unit is 1 train, then vehicle coding is carried out in the sequence from left to right, when 1 train is occupied, namely 1 train driver occupies the relay to be electrified, 24V positive electricity is electrified by an occupied end through a 1 train trigger signal source, a 4 train trigger signal source, a 5 train trigger signal source, an 8 train trigger signal source, a 9 train trigger signal source and a normally closed contact of a 12 train starting signal source, then each head train emergency brake loop relay is electrified through the sequence of 9-8-5-4-1, the emergency brake loop is established without applying emergency brake, when any one trigger source is triggered, the emergency brake loop relay is electrified, resulting in the application of an emergency brake.
For the emergency brake control loop of the three-row reconnection motor train unit, the trigger signal source of the head train of each motor train unit comprises 4 normally closed contacts, and the three rows comprise 6 head trains during reconnection, 24V positive electricity of the control power supply needs to pass through 24 normally closed contacts to control the emergency brake loop relay of each head train, but when the three rows and the above motor train units are reconnected, the number of the contacts through which the voltage of the control power supply passes is large, cables of the multiple rows of reconnection are long, and the cables also have resistors, so that the voltage loss of the control power supply is large, the voltage of the control power supply passing through more contacts is possibly insufficient to control the emergency brake loop relay to be attracted, the emergency brake loop control fails, and the safety of vehicles cannot be guaranteed. For other control loops of the multi-train and multi-train multi-.
In order to reduce the voltage drop of the control power supply, the wire diameter of the cable can be increased, and a relay with low coil resistance can be adopted, but based on the consideration of the weight of the whole vehicle, the wire diameter of the cable cannot be increased infinitely, and the relay needs to drive the electromagnet to attract through the coil, so that the resistance values of the coil resistances are similar, and the relay with the low coil resistance is not easy to realize and can increase the cost.
In the embodiment, a scheme of reducing the number of contacts is adopted, in order to reduce the number of contacts, each motor train unit can independently form a control loop, and after the control loop of each motor train unit is established, a multi-row reconnection control loop is established through a control loop leading-out contact of each motor train unit, so that the number of contacts passing through the control loop of each motor train unit can be reduced, and the voltage drop of the multi-row reconnection control loop is reduced. However, as shown in fig. 4, if each train of motor train units needs to form a control loop independently, each train of motor train units needs to have a driver occupying the relay to be powered on, and one driver occupying the relay to be powered off, and for multiple trains of multiple-connected motor train units, because the couplers of the motor train units at the middle position are all in a connection state, namely the coupler relays of the motor train units at the middle position are powered on, the normally closed contacts of the corresponding coupler relays are disconnected, the drivers of the motor train units at the middle position occupy the relays to be powered off, and thus the independent control loop of each train of motor train units cannot be formed.
According to the multi-row multi-connected motor train unit control circuit, the first time delay relay and the second time delay relay are additionally arranged on the motor train unit with the car couplers of the cab at two ends in a to-be-connected state, and are connected in an interlocking manner through respective normally closed contacts, so that when the car couplers of the cab at two ends of the motor train unit are in a connected state, namely the motor train unit is positioned in the middle position of the multi-row multi-connected motor train unit, a coil of the first time delay relay and a coil of the second time delay relay are simultaneously electrified, and because the time for controlling time delay of the first time delay relay and the time for controlling time delay of the second time delay relay are different, the normally closed contact of one time delay relay can be firstly turned off, and because the two time delay relays are interlocked, the normally closed contact of one time delay relay is not electrified after the normally closed contact of the other time delay relay is turned off, one of the coil of the first time delay relay and the coil of the second time delay relay is electrified, therefore, a control loop can be formed inside each multiple-train multiple-linked motor train unit in the multiple-train multiple-linked motor train unit, an integral control loop of the multiple-train multiple-linked motor train unit can be formed by two contacts led out by the control loop inside each multiple-train motor train unit, and each multiple-train motor train unit only corresponds to two contacts on the integral control loop, so that the number of the contacts on the integral control loop of the multiple-train multiple-linked motor train unit can be reduced, the voltage loss of a control power supply is further reduced, a safe and effective control loop can be formed when the voltage of the control power supply of the multiple-train multiple-linked motor train unit is low, and the safety and the reliability of the multiple-train multiple-linked motor train unit are improved.
Optionally, the multi-train multi-connected motor train unit control circuit of the embodiment may also be applied to a motor train unit with only the coupler of the cab at one end in a state to be connected as shown in the motor train unit a and the motor train unit C in fig. 1, or to a single-train motor train unit. The control circuit of the multiple-row multi-connected motor train unit can be applied to any motor train unit, so that the motor train unit can operate in multiple rows and can also operate independently, and the flexibility of the motor train unit is improved. In fig. 1, the control circuits of the motor train unit a and the motor train unit C are the same as those of the motor train unit B, letters at the tail of the reference numerals indicate the motor train unit numbers, and the rest meanings are the same, and the description is not repeated here.
Optionally, referring to fig. 5, the multi-train multi-connected multiple unit control circuit may further include: the detection contact series is arranged between the drivers 'cabs at two ends of the motor train unit and is formed by connecting at least one detection contact in series, and the first control relay 5 and the second control relay 6 are arranged between the drivers' cabs.
Wherein, the coil negative pole of first control relay 5 and the coil negative pole of second control relay 6 are connected with the negative pole that corresponds control power respectively, and the coil positive pole of first control relay 5, the second normally closed contact 32 lower port of first time delay relay 3, the second normally closed contact 42 lower port of second time delay relay 4 and the coil positive pole of second control relay 6 all are connected.
The second normally closed contact 32 upper port of the first time delay relay 3 is connected with the normally open contact 33 lower port of the first time delay relay 3 and one end of the detection contact string respectively, and the other end of the detection contact string is connected with the normally open contact 43 lower port of the second time delay relay 4 and the second normally closed contact 42 upper port of the second time delay relay 4 respectively.
The upper port of the normally open contact 33 of the first delay relay 3 and the upper port of the normally open contact 43 of the second delay relay 4 are respectively connected with the positive pole of the corresponding control power supply.
In this embodiment, on the basis of adding the first delay relay 3 and the second delay relay 4, the coils of the first control relay 5 and the second control relay 6 are controlled to be powered on or not through the normally open contact 33 and the second normally closed contact 32 of the first delay relay 3, the normally open contact 43 and the second normally closed contact 42 of the second delay relay 4 and the detection point string, so as to form a control loop inside the single-train motor train unit. If the coils of the first control relay 5 and the second control relay 6 are electrified, it is indicated that the control loop in the single-train motor train unit is normal, and if the coils of the first control relay 5 and the second control relay 6 are not electrified, it is indicated that a certain contact of the control loop in the single-train motor train unit is disconnected, namely the single-train motor train unit may have a fault. The control loop in the single-train motor train unit is formed by the method, so that the independence between the motor train units is improved, the position of a fault is conveniently and rapidly judged when the control loop breaks down, the time required by fault analysis is reduced, the fault point of the control loop is rapidly and accurately searched, and the fault reason analysis and troubleshooting are facilitated.
For example, referring to fig. 5, for an emergency brake control loop of a multiple-unit train, the detection point string may include: the emergency braking system comprises an emergency braking button normally-closed contact, a signal system normally-closed contact, a passenger emergency braking loop normally-closed contact, a Deadman button normally-closed contact, a braking handle emergency braking gear normally-closed contact and a traction handle emergency braking gear normally-closed contact.
For example, referring to fig. 5, for an emergency brake control loop of a multiple unit train, the first control relay and the second control relay may be emergency brake loop relays.
Optionally, referring to fig. 5, the multi-train multi-connected multiple unit control circuit may further include: the normally open contact of the first bypass relay and the normally open contact of the second bypass relay.
Wherein, first bypass relay normally open contact suitable for reading is connected with the normally open contact lower clutch of first time delay relay, the second normally closed contact suitable for reading of first time delay relay and the one end of detecting the contact cluster respectively, first bypass relay normally open contact lower clutch, the second normally closed contact lower clutch of first time delay relay, the coil positive pole of first control relay, second bypass relay normally open contact lower clutch, the coil positive pole of second control relay and the second normally closed contact lower clutch of second time delay relay all connect.
And the normally open contact upper port of the second bypass relay is respectively connected with the other end of the detection contact string, the normally open contact lower port of the second time delay relay and the second normally closed contact upper port of the second time delay relay.
In this embodiment, set up first bypass relay normally open contact through between multiseriate reconnection EMUs control circuit's first control relay and first time delay relay's normally open contact, set up second bypass relay normally open contact between multiseriate reconnection EMUs control circuit's second control relay and second time delay relay's normally open contact, can be at certain normally closed contact disconnection of check point cluster but when actually not needing the interrupt control, make first bypass relay normally open contact or second bypass relay normally open contact closed, then make first control relay and second control relay electrified, thereby form the inside control loop of single-train EMUs, increase EMUs inside control loop's maintainability.
Optionally, referring to fig. 4, the multi-train multiple-connected multiple-unit control circuit may further include: the first coupler relay, the second coupler relay, the first driver occupation relay and the second driver occupation relay.
Wherein, the first normally closed contact upper shed of first coupler relay, the normally open contact lower shed of first activation relay, the normally open contact lower shed of second activation relay and the first normally closed contact upper shed of second coupler relay all connect, and the first normally closed contact lower shed of first coupler relay occupies the coil positive pole of relay with first driver and is connected.
And a lower port of a first normally closed contact of the second hook relay is connected with the positive pole of a coil of the second driver occupation relay.
And the negative electrode of the coil of the relay occupied by the first driver and the negative electrode of the coil of the relay occupied by the second driver are respectively connected with the negative electrodes of the corresponding control power supplies.
In this embodiment, whether the coil that the first driver occupies the relay is got the electricity through the normally open contact of first activation relay and the first normally closed contact of first coupler relay, whether the coil that the second driver occupies the relay is got the electricity through the normally open contact of second activation relay and the first normally closed contact of second coupler relay control. That is to say, in this embodiment, through activation relay and the car coupler relay common control driver occupy the circumstances of getting electric of relay, when the driver's cabin of a certain end is occupied in the EMUs (when the activation relay that corresponds promptly gets electric) and the car coupler is not connected, the driver that corresponds occupies the relay and gets electric, can carry out when multirow reconnection in the EMUs, guarantee that the whole EMUs after the multirow reconnection only have an occupation end, make the EMUs normal operating after the multirow reconnection.
Optionally, referring to fig. 5 and 6, the multi-train reconnection motor train unit control circuit may further include: a first double heading control relay 7 and a second double heading control relay 8.
And the coil cathode of the first reconnection control relay 7 and the coil cathode of the second reconnection control relay 8 are respectively connected with the cathodes of the corresponding control power supplies.
The coil anode of the first reconnection control relay 7, the second normally closed contact lower port of the first coupler relay, the second normally closed contact lower port of the second coupler relay and the coil anode of the second reconnection control relay 8 are all connected.
And the second normally closed contact upper port of the first coupler relay is connected with the normally closed contact lower port of the first driver occupation relay.
And a second normally closed contact upper port of the second hook relay is connected with a normally closed contact lower port of the second driver occupation relay.
The normally closed contact upper port of the first driver occupation relay is respectively connected with the normally open contact lower port of the first driver occupation relay and one end of the normally open contact 51 of the first control relay 5.
The normally closed contact upper port of the second driver occupation relay is respectively connected with the normally open contact lower port of the second driver occupation relay and one end of the normally open contact 61 of the second control relay 6.
The other end of the normally open contact 51 of the first control relay 5 is connected to the other end of the normally open contact 61 of the second control relay 6.
The normally open contact upper port of the relay occupied by the first driver and the normally open contact upper port of the relay occupied by the second driver are respectively connected with the positive electrodes of the corresponding control power supplies.
In the embodiment, on the basis of forming a control loop in a single-train multiple-unit train, a normally open contact of a relay occupied by a first driver, a normally closed contact of the relay occupied by the first driver, a second normally closed contact of a first hook relay, a normally open contact of a first control relay, a normally open contact of a second control relay, a normally open contact of a relay occupied by a second driver, a normally closed contact of a relay occupied by the second driver, and a second normally closed contact of a second hook relay are used for controlling whether coils of a first double-coupling control relay and a second double-coupling control relay are electrified or not, so that an integral control loop crossing multiple-train can be formed when the multiple-train is coupled, a detection contact string originally positioned on the control loop is replaced by the normally open contact of the first control relay and the normally open contact of the second control relay, and the number of contacts on the multiple-train control circuit is further reduced, the voltage loss of the control power supply is reduced, a safe and effective control loop can be formed when the control power supply voltage of the multi-row multi-connected motor train unit is low, and the safety and the reliability of the multi-row multi-connected motor train unit are improved.
For example, referring to fig. 5 and 6, for the emergency brake control loop of the multi-train multi-connected motor train unit, the first and second multi-train control relays may be multi-train emergency brake loop relays.
Optionally, the multi-train reconnection motor train unit control circuit may further include a first emergency brake valve and a second emergency brake valve.
One end of the first emergency brake valve and one end of the second emergency brake valve are respectively connected with the negative pole of the corresponding control power supply.
The other end of the first emergency brake valve is connected with one end of a normally open contact of the first reconnection control relay, the other end of the second emergency brake valve and one end of a normally open contact of the second reconnection control relay respectively.
The other end of the normally open contact of the first double heading control relay and the other end of the normally open contact of the second double heading control relay are respectively connected with the positive pole of the corresponding control power supply.
For example, as shown in fig. 5, an emergency brake control loop inside a single-train multiple-connected motor train unit is formed by using the control circuit of the multiple-train multiple-connected motor train unit of the present embodiment, and it is assumed that the first delay relay is a 5s delay relay and the second delay relay is a 10s delay relay. As can be seen from fig. 5, after the cab at one end of the single-train motor train unit is activated, the delay relay in the train is powered on, the normally closed contact 31 of the delay relay 3 5s after 5s is disconnected, and the delay relay 4 10s is disconnected, so that the train becomes the only simulated occupation end. Then a control loop inside the single-train motor train unit is powered on by a 5s delay relay contact and passes through the train 1 detection point string and the train 4 detection point string, a single-train emergency braking relay is powered on, and a single-train emergency braking loop is established.
For example, with reference to fig. 5 and 6, the control circuit of the multi-train reconnection motor train unit of the present embodiment is used to form an emergency brake control loop of the whole three-train reconnection motor train unit, as can be seen from fig. 6, the emergency brake control loop of the whole three-train reconnection motor train unit uses real driver to occupy relay contacts, detects relay contacts of a single-train emergency brake loop of each train, has 6 contacts for the three trains, powers on relays of the emergency brake loops of the three trains, and establishes the emergency brake loops of the three trains. When three rows of vehicles are reconnected, any one contact acts, firstly, the emergency braking loop of the row fails, secondly, the three rows of reconnected emergency braking relays fail, and the contact detection of each vehicle is realized when three rows of vehicles are grouped.
Optionally, on the basis of this embodiment, the voltage drop of the control power supply may also be reduced by increasing the wire diameter of the cable, as shown in fig. 7 and 8, which is respectively 1.0mm to the wire diameter2And the diameter of the cable is 2.5mm2The cable of (2) was simulated, the simulation parameters referring to tables 1 and 2.
TABLE 1 three-row vehicle emergency brake loop 1.0mm2Parameter table
TABLE 2 three-row vehicle emergency brake loop 2.5mm2Parameter table
As can be seen from FIGS. 7 and 8, only 1.0mm is used after the scheme of reducing the contact point is adopted in the embodiment2The cable can reduce the voltage more, but the voltage of the circuit end relay is 19.8V, and the risk that the circuit end relay cannot be attracted still exists, so that the outer diameter of the cable can be increased by adopting 2.5mm2Cable, 2.5mm2The cable can make the voltage drop very little, and circuit end relay voltage is 22.07V, satisfies the vehicle multiseriate reconnection emergency braking loop demand.
As another embodiment of the invention, the invention further comprises a multi-train multi-connected motor train unit, which comprises the multi-train multi-connected motor train unit control circuit of any one of the embodiments, and has the same beneficial effects as the multi-train multi-connected motor train unit control circuit of any one of the embodiments.
In the above embodiments, the descriptions of the respective embodiments have respective emphasis, and reference may be made to the related descriptions of other embodiments for parts that are not described or illustrated in a certain embodiment.
The above-mentioned embodiments are only used for illustrating the technical solutions of the present invention, and not for limiting the same; although the present invention 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 solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; such modifications and substitutions do not substantially depart from the spirit and scope of the embodiments of the present invention, and are intended to be included within the scope of the present invention.
Claims (10)
1. The utility model provides a multiseriate reconnection EMUs control circuit, is applied to the EMUs that the coupling of both ends cab all is in the state of waiting to connect, includes first activation relay and second activation relay, first activation relay with second activation relay locates respectively the cab at EMUs both ends, its characterized in that still includes: a first delay relay and a second delay relay; the first delay relay and the second delay relay control delay time to be different;
the coil cathode of the first time delay relay and the coil cathode of the second time delay relay are respectively connected with the cathodes of corresponding control power supplies, the coil anode of the first time delay relay is connected with the first normally closed contact lower port of the second time delay relay, the first normally closed contact upper port of the second time delay relay is respectively connected with the normally open contact lower port of the first activation relay and the normally open contact lower port of the second activation relay, and the normally open contact upper port of the first activation relay and the normally open contact upper port of the second activation relay are respectively connected with the anodes of the corresponding control power supplies;
and the coil anode of the second time delay relay is connected with the lower port of the first normally closed contact of the first time delay relay, and the upper port of the first normally closed contact of the first time delay relay is connected with the lower port of the normally open contact of the second activation relay.
2. The multi-train multiple-linked motor train unit control circuit of claim 1, further comprising: the detection contact string, the first control relay and the second control relay are arranged between the cabs at the two ends of the motor train unit and are formed by connecting at least one detection contact in series;
the coil cathode of the first control relay and the coil cathode of the second control relay are respectively connected with the cathodes of the corresponding control power supplies, and the coil anode of the first control relay, the second normally closed contact lower port of the first time delay relay, the second normally closed contact lower port of the second time delay relay and the coil anode of the second control relay are all connected;
the second normally closed contact upper port of the first time delay relay is respectively connected with the normally open contact lower port of the first time delay relay and one end of the detection contact string, and the other end of the detection contact string is respectively connected with the normally open contact lower port of the second time delay relay and the second normally closed contact upper port of the second time delay relay;
and the normally open contact upper port of the first time delay relay and the normally open contact upper port of the second time delay relay are respectively connected with the positive electrodes of the corresponding control power supplies.
3. The multi-train multi-coupling motor train unit control circuit of claim 2, wherein the detection point string comprises: the emergency brake system comprises an emergency brake button normally closed contact, a signal system normally closed contact, a passenger emergency brake loop normally closed contact, a Deadman button normally closed contact, a brake handle emergency brake gear normally closed contact and a traction handle emergency brake gear normally closed contact.
4. The multi-column multi-consist motor train unit control circuit of claim 2, wherein the first control relay and the second control relay are emergency brake loop relays.
5. The multi-train multiple-linked motor train unit control circuit of claim 2, further comprising: the normally open contact of the first bypass relay and the normally open contact of the second bypass relay;
the normally open contact upper port of the first bypass relay is respectively connected with the normally open contact lower port of the first delay relay, the second normally closed contact upper port of the first delay relay and one end of the detection contact string, and the normally open contact lower port of the first bypass relay, the second normally closed contact lower port of the first delay relay, the coil anode of the first control relay, the normally open contact lower port of the second bypass relay, the coil anode of the second control relay and the second normally closed contact lower port of the second delay relay are all connected;
and the normally open contact upper port of the second bypass relay is respectively connected with the other end of the detection contact string, the normally open contact lower port of the second time delay relay and the second normally closed contact upper port of the second time delay relay.
6. The multi-train multi-connected motor train unit control circuit of any one of claims 2 to 5, further comprising: the first car hook relay, the second car hook relay, the first driver occupation relay and the second driver occupation relay;
the first normally closed contact upper port of the first coupler relay, the normally open contact lower port of the first activation relay, the normally open contact lower port of the second activation relay and the first normally closed contact upper port of the second coupler relay are all connected, and the first normally closed contact lower port of the first coupler relay is connected with the coil anode of the first driver occupation relay;
a first normally closed contact lower port of the second hook relay is connected with a coil anode of the second driver occupation relay;
and the negative electrode of the coil of the relay occupied by the first driver and the negative electrode of the coil of the relay occupied by the second driver are respectively connected with the negative electrodes of the corresponding control power supplies.
7. The multi-train multiple-linked motor train unit control circuit of claim 6, further comprising: the first double-heading control relay and the second double-heading control relay;
the negative electrode of the coil of the first double-connection control relay and the negative electrode of the coil of the second double-connection control relay are respectively connected with the negative electrode of the corresponding control power supply;
the coil anode of the first reconnection control relay, the second normally closed contact lower port of the first coupler relay, the second normally closed contact lower port of the second coupler relay and the coil anode of the second reconnection control relay are connected;
the second normally closed contact upper port of the first coupler relay is connected with the normally closed contact lower port of the first driver occupation relay;
the second normally closed contact upper port of the second hook relay is connected with the normally closed contact lower port of the second driver occupation relay;
the normally closed contact upper port of the first driver occupation relay is respectively connected with the normally open contact lower port of the first driver occupation relay and one end of the normally open contact of the first control relay;
the normally closed contact upper port of the second driver occupation relay is respectively connected with the normally open contact lower port of the second driver occupation relay and one end of the normally open contact of the second control relay;
the other end of the normally open contact of the first control relay is connected with the other end of the normally open contact of the second control relay;
and the normally open contact upper port of the relay occupied by the first driver and the normally open contact upper port of the relay occupied by the second driver are respectively connected with the positive electrodes of the corresponding control power supplies.
8. The multi-column multi-train multi-consist control circuit of claim 7, wherein the first and second multi-consist control relays are multi-column multi-consist emergency brake loop relays.
9. The multiple column multiple train unit control circuit of claim 8, further comprising a first emergency brake valve and a second emergency brake valve;
one end of the first emergency brake valve and one end of the second emergency brake valve are respectively connected with the negative pole of the corresponding control power supply;
the other end of the first emergency brake valve is respectively connected with one end of a normally open contact of the first reconnection control relay, the other end of the second emergency brake valve and one end of a normally open contact of the second reconnection control relay;
the other end of the normally open contact of the first double heading control relay and the other end of the normally open contact of the second double heading control relay are respectively connected with the positive pole of the corresponding control power supply.
10. The utility model provides a multirow reconnection EMUs which characterized in that includes: the multiple-train multiple-unit control circuit according to any one of claims 1 to 9.
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| CN113401152B (en) | 2022-10-14 |
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