Running direction identification circuit, reconnection direction control system, locomotive and control method

Abstract

The invention discloses a running direction identification circuit, a reconnection direction control system, a locomotive and a control method. The identification circuit comprises a first mode selection switch, a second mode selection switch, a first relay, a second relay, a first connector, a second connector, a third connector and a fourth connector, the first mode selection switch is arranged in a first cab and is connected with coils of the first relay and the second relay; the second mode selection switch is arranged in a second cab and is connected with coils of the first relay and the second relay; two ends of a normally open contact of the first relay and two ends of a normally open contact of the second relay are respectively connected with the first connector, the second connector, the third connector and the fourth connector. The mode selection switch is used for controlling the first relay or the second relay to be electrified, so that the normally open contact of the first relay or the second relay is controlled to be closed, and the operation direction identification in different operation modes is realized.

Description

Technical Field

[0001] The present invention belongs to the technical field of rail transit, and in particular relates to a locomotive running direction identification circuit, a reconnection direction control system, a locomotive and a control method. Background Art

[0002] With the continuous development of rail transit, the reconnection communication mode of locomotive workshops is mainly realized through network data communication to meet the increasing locomotive data communication capacity; at the same time, the marshaling of locomotive workshops is no longer a single marshaling mode, and mixed direction marshaling is constantly used. However, the old flatbed cars or freight cars in the marshaling (there is no network communication line in the through line and network communication cannot be realized, only single-core hard wires) have not been withdrawn from use and need to be marshaled into existing locomotives (there are network communication lines in the through line). Therefore, the direction identification of locomotive workshops in different marshaling is an urgent problem to be solved.

[0003] Existing locomotives are combined with old flatbed cars or freight cars, and are reconnected through hard wires to achieve mutual control between the head locomotive (i.e., the master locomotive) and the tail locomotive. However, the direction of the locomotives is not uniform, which leads to the problem that the traction / braking force directions of different locomotives in the multi-unit combined locomotives are inconsistent. Summary of the invention

[0004] The object of the present invention is to provide a running direction identification circuit, a coupled direction control system, a locomotive and a control method to solve at least one of the problems of being unable to identify the running directions of each locomotive in a coupled locomotive and the inconsistent directions of traction / braking forces exerted by different locomotives due to the inconsistent grouping directions between locomotives in a coupled locomotive.

[0005] The present invention solves the above technical problems through the following technical solutions: a locomotive running direction identification circuit, comprising a first mode selection switch, a second mode selection switch, a first relay, a second relay, a first connector, a second connector, a third connector and a fourth connector; the first mode selection switch is arranged in a first driver's cab and connected to the coils of the first relay and the second relay, the second mode selection switch is arranged in a second driver's cab and connected to the coils of the first relay and the second relay;

[0006] The first connector is arranged on the main driver console side of the first driver's cab, the second connector is arranged on the assistant driver console side of the first driver's cab, the third connector is arranged on the main driver console side of the second driver's cab, and the fourth connector is arranged on the assistant driver console side of the second driver's cab; the first connector, the second connector, the third connector and the fourth connector all include a first wiring terminal and a second wiring terminal; the second ends of the normally open contacts of the first relay and the second relay are both connected to a power supply, the first end of the normally open contact of the first relay is connected to the first wiring terminal of the first connector, the second wiring terminal of the second connector, the second wiring terminal of the third connector, the first wiring terminal of the fourth connector and the first collection port of the network control system, and the first end of the normally open contact of the second relay is connected to the second wiring terminal of the first connector, the first wiring terminal of the second connector, the first wiring terminal of the third connector, the second wiring terminal of the fourth connector and the second collection port of the network control system.

[0007] Based on the same concept, the present invention provides a locomotive, wherein the locomotive is provided with the locomotive running direction identification circuit as described above.

[0008] Based on the same concept, the present invention provides a locomotive reconnection direction control system, comprising a locomotive running direction identification circuit as described above provided on each locomotive, wherein the locomotive running direction identification circuits of each locomotive are connected by reconnection cables according to the marshaling method;

[0009] A first mode selection switch or a second mode selection switch of the master locomotive is used to select an operating mode;

[0010] A first relay or a second relay of the master locomotive is used to generate a direction signal according to the selected operation mode;

[0011] The network control system of the master locomotive is used to collect the direction signal generated by the first relay and the second relay of the master locomotive;

[0012] The network control system of the slave locomotive is used to collect the direction signal transmitted from the master locomotive through the reconnection cable, so that the running direction of the master locomotive and the slave locomotive are consistent.

[0013] Further, the marshaling mode includes a first marshaling mode, a second marshaling mode, a third marshaling mode and a fourth marshaling mode; wherein the first marshaling mode means that the third connector of the locomotive running direction identification circuit of the first locomotive is connected to the second connector of the locomotive running direction identification circuit of the second locomotive through a reconnecting connector, and the fourth connector of the locomotive running direction identification circuit of the first locomotive is connected to the first connector of the locomotive running direction identification circuit of the second locomotive through a reconnecting connector;

[0014] The second marshaling mode means that the first connector of the locomotive running direction identification circuit of the first locomotive is connected to the fourth connector of the locomotive running direction identification circuit of the second locomotive through the reconnection connector, and the second connector of the locomotive running direction identification circuit of the first locomotive is connected to the third connector of the locomotive running direction identification circuit of the second locomotive through the reconnection connector;

[0015] The third marshaling mode means that the third connector of the locomotive running direction identification circuit of the first locomotive is connected to the fourth connector of the locomotive running direction identification circuit of the second locomotive through the reconnection connector, and the fourth connector of the locomotive running direction identification circuit of the first locomotive is connected to the third connector of the locomotive running direction identification circuit of the second locomotive through the reconnection connector;

[0016] The fourth marshaling method means that the first connector of the locomotive running direction identification circuit of the first locomotive is connected to the second connector of the locomotive running direction identification circuit of the second locomotive through a reconnection connector, and the second connector of the locomotive running direction identification circuit of the first locomotive is connected to the first connector of the locomotive running direction identification circuit of the second locomotive through a reconnection connector.

[0017] Further, when the marshaling mode is the first marshaling mode or the second marshaling mode, the direction signal collected by the first locomotive is the same as the direction signal collected by the second locomotive;

[0018] When the marshaling mode is the third marshaling mode or the fourth marshaling mode, the direction signal collected by the first locomotive is opposite to the direction signal collected by the second locomotive.

[0019] Based on the same concept, the present invention provides a multiple-unit locomotive, which comprises the locomotive multiple-unit direction control system as described above.

[0020] Based on the same concept, the present invention provides a locomotive reconnection direction control method, each locomotive is provided with a locomotive running direction identification circuit as described above, and the locomotive running direction identification circuits of each locomotive are connected by reconnection cables according to the marshaling method; the control method comprises:

[0021] The operation mode is selected by the first mode selection switch or the second mode selection switch of the master locomotive, and the first relay or the second relay of the master locomotive is controlled to be energized, thereby controlling the normally open contact of the first relay or the second relay to close, so as to generate a direction signal;

[0022] The master locomotive collects the direction signal, and the slave locomotive collects the direction signal transmitted from the master locomotive through the reconnection cable, so that the running directions of the master locomotive and the slave locomotive are consistent.

[0023] Further, the operation mode includes a first operation mode, a second operation mode, a third operation mode, a fourth operation mode and a fifth operation mode;

[0024] When the locomotive is in the first operating mode, only the brakes are operated in response to air brakes from the train pipe;

[0025] When the locomotive is in the second operating mode, the locomotive is in a standby state with no traction output;

[0026] When the locomotive is in the third operating mode, the locomotive is restricted from running backwards;

[0027] When the locomotive is in the fourth operating mode, the locomotive is restricted from moving forward;

[0028] When the locomotive is in the fifth operating mode, the locomotive operates normally;

[0029] The direction signals corresponding to the first operation mode and the second operation mode are non-directional, the direction signal corresponding to the third operation mode is backward, and the direction signals corresponding to the fourth operation mode and the fifth operation mode are forward.

[0030] Beneficial Effects

[0031] Compared with the prior art, the advantages of the present invention are:

[0032] A locomotive running direction identification circuit provided by the present invention controls the first relay or the second relay to be energized through a mode selection switch, thereby controlling the closing of the normally open contacts of the first relay or the second relay, thereby realizing the running direction identification under different running modes and solving the problem of being unable to identify the running direction of a single locomotive.

[0033] A locomotive reconnection direction control system and method provided by the present invention realizes the direction unification between the master locomotive and the slave locomotive in a mixed direction formation by having the master locomotive collect the direction signal generated by the first relay or the second relay and the slave locomotive collect the direction signal transmitted from the master locomotive through the reconnection cable, thereby ensuring the consistency of the traction force / electric braking force direction exerted by different locomotives.

[0034] The present invention is applicable to rail locomotives and rail engineering vehicles, and realizes hard-line identification and unification of the reconnection direction between the locomotive workshop and the rail engineering workshop through hard-line crossing, meets the marshaling operation between existing locomotives and old flatbed cars or freight cars, improves the availability of marshaling between locomotives and old flatbed cars or freight cars, and meets market application needs. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] In order to more clearly illustrate the technical solution of the present invention, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only one embodiment of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0036] Figure 1 is a schematic diagram of a control circuit of a locomotive running direction identification circuit in an embodiment of the present invention;

[0037] Figure 2 1 is a schematic diagram of a collection circuit of a locomotive running direction identification circuit in an embodiment of the present invention;

[0038] Figure 3 is a schematic diagram of the gear position setting of the first mode selection switch or the second mode selection switch in an embodiment of the present invention;

[0039] Figure 4 is a wiring diagram of the first grouping mode in an embodiment of the present invention;

[0040] Figure 5 is a wiring diagram of the second grouping mode in an embodiment of the present invention;

[0041] Figure 6 is a wiring diagram of the third marshaling mode in an embodiment of the present invention;

[0042] Figure 7 It is a wiring diagram of the fourth grouping method in the embodiment of the present invention. DETAILED DESCRIPTION

[0043] The following is a clear and complete description of the technical solutions in the present invention in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0044] The technical solution of the present application is described in detail with specific embodiments below. The following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described in detail in some embodiments.

[0045] Example 1

[0046] like Figure 1 and Figure 2As shown, a locomotive running direction identification circuit provided by an embodiment of the present invention includes a first mode selection switch S1, a second mode selection switch S2, a first relay K1, a second relay K2, a first connector, a second connector, a third connector and a fourth connector; the first mode selection switch S1 is arranged in the first driver's cab and connected to the coils of the first relay K1 and the second relay K2, and the second mode selection switch S2 is arranged in the second driver's cab and connected to the coils of the first relay K1 and the second relay K2;

[0047] The first connector is arranged on the main driver's console side of the first driver's cab, the second connector is arranged on the assistant driver's console side of the first driver's cab, the third connector is arranged on the main driver's console side of the second driver's cab, and the fourth connector is arranged on the assistant driver's console side of the second driver's cab; the first connector, the second connector, the third connector and the fourth connector all include a first terminal 1 and a second terminal 2; the second ends of the normally open contacts of the first relay K1 and the second relay K2 are both connected to a power supply (i.e., DC110V), the first end of the normally open contact of the first relay K1 is connected to the first terminal 1 of the first connector, the second terminal 2 of the second connector, the second terminal 2 of the third connector, the first terminal 1 of the fourth connector and the first acquisition port DI1 of the network control system, and the first end of the normally open contact of the second relay K2 is connected to the second terminal 2 of the first connector, the first terminal 1 of the second connector, the first terminal 1 of the third connector, the second terminal 2 of the fourth connector and the second acquisition port DI2 of the network control system.

[0048] The two ends of a single locomotive are defined as the I end and the II end. The first driver's cab is located at the I end and the second driver's cab is located at the II end. Each driver's cab is equipped with two control consoles, namely the main driver's cab control console and the assistant driver's cab control console. Usually the main driver's control console is located on the left and the assistant driver's control console is located on the right.

[0049] Taking a certain driver's cab (the first driver's cab or the second driver's cab) as the control end, when the driver operates the mode selection switch in the control end to select the operating mode, the first relay K1 or the second relay K2 is energized, thereby controlling the normally open contacts of the first relay K1 or the second relay K2 to close, so that the first acquisition port DI1 or the second acquisition port DI2 of the locomotive's network control system collects a high-level signal (i.e., a direction signal), thereby realizing hard-wired identification of the locomotive's running direction under different operating modes.

[0050] like Figure 3As shown, the first mode selection switch S1 and the second mode selection switch S2 both have 5 gears, corresponding to 5 operating modes, namely the first operating mode (SHUTDOWN mode), the second operating mode (STANDBY mode), the third operating mode (RMR mode), the fourth operating mode (RMF mode) and the fifth operating mode (CM mode). Among them, the first operating mode is a mode in which all controllers are invalid. When the locomotive is in the first operating mode, except for the air brake control of the brake motor responding to the train control, other on-board systems are not running; the second operating mode is a mode that provides the least control function and is used for the locomotive standby state. When the locomotive is in the second operating mode, the pantograph can be raised and the high-speed circuit breaker can be closed to supply power to the auxiliary load and the train supply load, and the traction force output is prohibited; the third operating mode belongs to the limited backward operating mode: the speed can be limited to 22km / h, and the locomotive is in the backward direction; the fourth operating mode belongs to the limited forward operating mode: the speed can be limited to 22km / h, and the locomotive is in the forward direction; the fifth operating mode belongs to the normal operating mode: the locomotive runs at the required speed of the track, and the locomotive is in the forward direction.

[0051] Therefore, the direction signals corresponding to the first operating mode and the second operating mode are non-directional, the direction signal corresponding to the third operating mode is backward, and the direction signals corresponding to the fourth operating mode and the fifth operating mode are forward. That is, when the first mode selection switch S1 or the second mode selection switch S2 is in the first operating mode or the second operating mode, the coils of the first relay K1 and the second relay K2 are both de-energized, and the normally open contacts of the first relay K1 and the second relay K2 remain disconnected; when the first mode selection switch S1 or the second mode selection switch S2 is in the third operating mode, the coil of the first relay K1 is de-energized, the coil of the second relay K2 is energized, the normally open contact of the first relay K1 remains disconnected, the normally open contact of the second relay K2 is closed, and the second acquisition port DI2 of the locomotive network control system acquires a backward direction signal; when the first mode selection switch S1 or the second mode selection switch S2 is in the fourth operating mode or the fifth operating mode, the coil of the first relay K1 is energized, the coil of the second relay K2 is de-energized, the normally open contact of the first relay K1 is closed, the normally open contact of the second relay K2 remains disconnected, and the first acquisition port DI1 of the locomotive network control system acquires a forward direction signal.

[0052] like Figure 2 As shown, the first connector, the second connector, the third connector and the fourth connector of the locomotive are respectively connected to the reconnection connector, which is used for reconnection between locomotives; each reconnection connector is arranged on the corresponding driver's console side, and the normally open contacts of the first relay K1 and the second relay K2 are connected to each connector through a control cable, and of the two groups of control cables connected to the same connector at the same end, one group of control cables is crossed and then connected to the corresponding connector. Figure 2As shown, in one embodiment, a group of control cables connected to the first connector at the I end side are first crossed and then connected to the first connector; a group of control cables connected to the fourth connector at the II end side are first crossed and then connected to the fourth connector. In another embodiment, a group of control cables connected to the second connector at the I end side are first crossed and then connected to the second connector; a group of control cables connected to the third connector at the II end side are first crossed and then connected to the third connector.

[0053] Example 2

[0054] A locomotive (referring to a single locomotive) provided in an embodiment of the present invention is provided with the locomotive running direction identification circuit described in Example 1 of the present application.

[0055] Example 3

[0056] A locomotive reconnection direction control system provided by an embodiment of the present invention includes the locomotive running direction identification circuit in Example 1 of the present application provided on each locomotive, and the locomotive running direction identification circuits of each locomotive are connected by a reconnection cable according to the grouping method; the first mode selection switch S1 or the second mode selection switch S2 of the master locomotive is used to select the operating mode; the first relay K1 or the second relay K2 of the master locomotive is used to generate a direction signal according to the selected operating mode; the network control system of the master locomotive is used to collect the direction signal generated by the first relay K1 and the second relay K2 of the master locomotive; the network control system of the slave locomotive is used to collect the direction signal transmitted from the master locomotive through the reconnection cable, so that the running directions of the master locomotive and the slave locomotive are consistent.

[0057] The locomotive corresponding to the first mode selection switch S1 or the second mode selection switch S2 to be operated by the driver is the master locomotive, and the other locomotive is the slave locomotive. That is, the locomotive whose first mode selection switch S1 or the second mode selection switch S2 is operated by the driver is the master locomotive, and the other locomotive is the slave locomotive.

[0058] The driver controls the first relay K1 or the second relay K2 to be energized by operating the first mode selection switch S1 or the second mode selection switch S2 of the master locomotive to select the operating mode, thereby controlling the normally open contacts of the first relay K1 or the second relay K2 to be closed, and the first acquisition port DI1 or the second acquisition port DI2 of the network control system of the master locomotive collects the direction signal; at the same time, the direction signal is transmitted to the slave locomotive through the reconnection cable W15 / W3 between the master locomotive and the slave locomotive, and collected by the first acquisition port DI1 or the second acquisition port DI2 of the network control system of the slave locomotive; the master locomotive and the slave locomotive control their own running directions according to the direction signals collected respectively, so that the running directions of the master locomotive and the slave locomotive are consistent, thereby realizing the unification of the running directions of each locomotive in the reconnected locomotive.

[0059] In a specific embodiment of the present invention, the grouping modes include a first grouping mode, a second grouping mode, a third grouping mode and a fourth grouping mode.

[0060] The first marshaling mode (i.e., 12-12 marshaling mode) means that the third connector of the locomotive running direction identification circuit of the first locomotive is connected to the second connector of the locomotive running direction identification circuit of the second locomotive through a reconnecting connector, and the fourth connector of the locomotive running direction identification circuit of the first locomotive is connected to the first connector of the locomotive running direction identification circuit of the second locomotive through a reconnecting connector, such as Figure 4 shown.

[0061] The second marshaling mode (i.e., 21-21 marshaling mode) means that the first connector of the locomotive running direction identification circuit of the first locomotive is connected to the fourth connector of the locomotive running direction identification circuit of the second locomotive through a reconnecting connector, and the second connector of the locomotive running direction identification circuit of the first locomotive is connected to the third connector of the locomotive running direction identification circuit of the second locomotive through a reconnecting connector, such as Figure 5 shown.

[0062] The third marshaling mode (i.e., 12-21 marshaling mode) means that the third connector of the locomotive running direction identification circuit of the first locomotive is connected to the fourth connector of the locomotive running direction identification circuit of the second locomotive through a reconnecting connector, and the fourth connector of the locomotive running direction identification circuit of the first locomotive is connected to the third connector of the locomotive running direction identification circuit of the second locomotive through a reconnecting connector, such as Figure 6 shown.

[0063] The fourth marshaling mode (i.e., the 21-12 marshaling mode) means that the first connector of the locomotive running direction identification circuit of the first locomotive is connected to the second connector of the locomotive running direction identification circuit of the second locomotive through a reconnecting connector, and the second connector of the locomotive running direction identification circuit of the first locomotive is connected to the first connector of the locomotive running direction identification circuit of the second locomotive through a reconnecting connector, such as Figure 7 shown.

[0064] In a specific embodiment of the present invention, when the marshaling mode is the first marshaling mode or the second marshaling mode, the direction signal collected by the first locomotive is the same as the direction signal collected by the second locomotive; when the marshaling mode is the third marshaling mode or the fourth marshaling mode, the direction signal collected by the first locomotive is opposite to the direction signal collected by the second locomotive.

[0065] For example, the first locomotive is the master locomotive and the second locomotive is the slave locomotive. When the first locomotive network control system collects the forward direction signal (i.e., the normally open contact of the first relay K1 is closed), Figures 4 to 7 As shown, if the first encoding method or the second encoding method is used, the second locomotive network control system also collects the forward direction signal; if the third encoding method or the fourth encoding method is used, the second locomotive network control system collects the backward direction signal to realize unified operation of the marshaling locomotives.

[0066] When the first locomotive network control system collects the backward direction signal (i.e. the normally open contact of the second relay K2 is closed), Figures 4 to 7 As shown, if the first encoding method or the second encoding method is used, the second locomotive network control system also collects the backward direction signal; if the third encoding method or the fourth encoding method is used, the second locomotive network control system collects the forward direction signal to realize unified operation of the marshaling locomotives.

[0067] Example 4

[0068] A reconnected locomotive provided in an embodiment of the present invention includes the locomotive reconnected direction control system in Example 3 of the present application, corresponding to two locomotives. The two locomotives can be reconnected in a back-to-back manner or in a non-back-to-back manner. The back-to-back manner refers to the direct connection between locomotives, without a flatbed car or truck between the locomotives, that is, locomotive + locomotive + flatbed car / truck; the non-back-to-back manner refers to the formation of a flatbed car or truck between the locomotives, that is, locomotive + flatbed car / truck + locomotive.

[0069] Example 5

[0070] An embodiment of the present invention provides a locomotive reconnection direction control method, wherein each locomotive is provided with a locomotive running direction identification circuit in Embodiment 1 of the present application, and the locomotive running direction identification circuits of each locomotive are connected by reconnection cables according to a marshaling method; the control method comprises:

[0071] Step 1: Select the operation mode through the first mode selection switch S1 or the second mode selection switch S2 of the master locomotive, and control the first relay K1 or the second relay K2 of the master locomotive to be energized, thereby controlling the normally open contact of the first relay K1 or the second relay K2 to close, so as to generate a direction signal;

[0072] Step 2: The master locomotive collects the direction signal, and the slave locomotive collects the direction signal transmitted from the master locomotive through the reconnection cable, so that the running directions of the master locomotive and the slave locomotive are consistent.

[0073] In a specific embodiment of the present invention, the grouping modes include a first grouping mode, a second grouping mode, a third grouping mode and a fourth grouping mode.

[0074] The first marshaling mode (i.e., 12-12 marshaling mode) means that the third connector of the locomotive running direction identification circuit of the first locomotive is connected to the second connector of the locomotive running direction identification circuit of the second locomotive through a reconnecting connector, and the fourth connector of the locomotive running direction identification circuit of the first locomotive is connected to the first connector of the locomotive running direction identification circuit of the second locomotive through a reconnecting connector, such as Figure 4 shown.

[0075] The second marshaling mode (i.e., 21-21 marshaling mode) means that the first connector of the locomotive running direction identification circuit of the first locomotive is connected to the fourth connector of the locomotive running direction identification circuit of the second locomotive through a reconnecting connector, and the second connector of the locomotive running direction identification circuit of the first locomotive is connected to the third connector of the locomotive running direction identification circuit of the second locomotive through a reconnecting connector, such as Figure 5 shown.

[0076] The third marshaling mode (i.e., 12-21 marshaling mode) means that the third connector of the locomotive running direction identification circuit of the first locomotive is connected to the fourth connector of the locomotive running direction identification circuit of the second locomotive through a reconnecting connector, and the fourth connector of the locomotive running direction identification circuit of the first locomotive is connected to the third connector of the locomotive running direction identification circuit of the second locomotive through a reconnecting connector, such as Figure 6 shown.

[0077] The fourth marshaling mode (i.e., the 21-12 marshaling mode) means that the first connector of the locomotive running direction identification circuit of the first locomotive is connected to the second connector of the locomotive running direction identification circuit of the second locomotive through a reconnecting connector, and the second connector of the locomotive running direction identification circuit of the first locomotive is connected to the first connector of the locomotive running direction identification circuit of the second locomotive through a reconnecting connector, such as Figure 7 shown.

[0078] In a specific embodiment of the present invention, when the marshaling mode is the first marshaling mode or the second marshaling mode, the direction signal collected by the first locomotive is the same as the direction signal collected by the second locomotive; when the marshaling mode is the third marshaling mode or the fourth marshaling mode, the direction signal collected by the first locomotive is opposite to the direction signal collected by the second locomotive.

[0079] like Figure 3 As shown, the first mode selection switch S1 and the second mode selection switch S2 both have 5 gears, corresponding to 5 operating modes, namely the first operating mode (SHUTDOWN mode), the second operating mode (STANDBY mode), the third operating mode (RMR mode), the fourth operating mode (RMF mode) and the fifth operating mode (CM mode). Among them, the first operating mode is a mode in which all controllers are invalid. When the locomotive is in the first operating mode, except for the air brake control of the brake motor responding to the train control, other on-board systems are not running; the second operating mode is a mode that provides the least control function and is used for the locomotive standby state. When the locomotive is in the second operating mode, the pantograph can be raised and the high-speed circuit breaker can be closed to supply power to the auxiliary load and the train supply load, and the traction force output is prohibited; the third operating mode belongs to the limited backward operating mode: the speed can be limited to 22km / h, and the locomotive is in the backward direction; the fourth operating mode belongs to the limited forward operating mode: the speed can be limited to 22km / h, and the locomotive is in the forward direction; the fifth operating mode belongs to the normal operating mode: the locomotive runs at the required speed of the track, and the locomotive is in the forward direction.

[0080] Therefore, the direction signals corresponding to the first operating mode and the second operating mode are non-directional, the direction signal corresponding to the third operating mode is backward, and the direction signals corresponding to the fourth operating mode and the fifth operating mode are forward. That is, when the first mode selection switch S1 or the second mode selection switch S2 is in the first operating mode or the second operating mode, the coils of the first relay K1 and the second relay K2 are both de-energized, and the normally open contacts of the first relay K1 and the second relay K2 remain disconnected; when the first mode selection switch S1 or the second mode selection switch S2 is in the third operating mode, the coil of the first relay K1 is de-energized, the coil of the second relay K2 is energized, the normally open contact of the first relay K1 remains disconnected, the normally open contact of the second relay K2 is closed, and the second acquisition port DI2 of the locomotive network control system acquires a backward direction signal; when the first mode selection switch S1 or the second mode selection switch S2 is in the fourth operating mode or the fifth operating mode, the coil of the first relay K1 is energized, the coil of the second relay K2 is de-energized, the normally open contact of the first relay K1 is closed, the normally open contact of the second relay K2 remains disconnected, and the first acquisition port DI1 of the locomotive network control system acquires a forward direction signal.

[0081] The driver controls the first relay K1 or the second relay K2 to be energized by operating the first mode selection switch S1 or the second mode selection switch S2 of the master locomotive to select the operating mode, thereby controlling the normally open contacts of the first relay K1 or the second relay K2 to be closed, and the first acquisition port DI1 or the second acquisition port DI2 of the network control system of the master locomotive collects the direction signal; at the same time, the direction signal is transmitted to the slave locomotive through the reconnection cable W15 / W3 between the master locomotive and the slave locomotive, and collected by the first acquisition port DI1 or the second acquisition port DI2 of the network control system of the slave locomotive; the master locomotive and the slave locomotive control their own running directions according to the direction signals collected respectively, so that the running directions of the master locomotive and the slave locomotive are consistent, thereby realizing the unification of the running directions of each locomotive in the reconnected locomotive.

[0082] What is disclosed above is only a specific implementation mode of the present invention, but the protection scope of the present invention is not limited thereto. Any technician familiar with the technical field can easily think of changes or modifications within the technical scope disclosed in the present invention, which should be covered within the protection scope of the present invention.

Claims

1. A locomotive running direction identification circuit, characterized in that: The identification circuit includes a first mode selection switch, a second mode selection switch, a first relay, a second relay, a first connector, a second connector, a third connector and a fourth connector; the first mode selection switch is arranged in the first driver's cab and connected to the coils of the first relay and the second relay, and the second mode selection switch is arranged in the second driver's cab and connected to the coils of the first relay and the second relay; The first connector is arranged on the main driver console side of the first driver's cab, the second connector is arranged on the assistant driver console side of the first driver's cab, the third connector is arranged on the main driver console side of the second driver's cab, and the fourth connector is arranged on the assistant driver console side of the second driver's cab; the first connector, the second connector, the third connector and the fourth connector all include a first wiring terminal and a second wiring terminal; the second ends of the normally open contacts of the first relay and the second relay are both connected to a power supply, the first end of the normally open contact of the first relay is connected to the first wiring terminal of the first connector, the second wiring terminal of the second connector, the second wiring terminal of the third connector, the first wiring terminal of the fourth connector and the first collection port of the network control system, and the first end of the normally open contact of the second relay is connected to the second wiring terminal of the first connector, the first wiring terminal of the second connector, the first wiring terminal of the third connector, the second wiring terminal of the fourth connector and the second collection port of the network control system.

2. A locomotive, characterized in that: The locomotive is provided with the locomotive running direction identification circuit as claimed in claim 1.

3. A locomotive reconnection direction control system, characterized in that: The control system includes a locomotive running direction identification circuit as claimed in claim 1 provided on each locomotive, and the locomotive running direction identification circuits of each locomotive are connected by a reconnection cable in a marshaling manner; A first mode selection switch or a second mode selection switch of the master locomotive is used to select an operating mode; A first relay or a second relay of the master locomotive is used to generate a direction signal according to the selected operation mode; The network control system of the master locomotive is used to collect the direction signal generated by the first relay and the second relay of the master locomotive; The network control system of the slave locomotive is used to collect the direction signal transmitted from the master locomotive through the reconnection cable, so that the running direction of the master locomotive and the slave locomotive are consistent.

4. The locomotive coupling direction control system according to claim 3, characterized in that: The marshaling modes include a first marshaling mode, a second marshaling mode, a third marshaling mode and a fourth marshaling mode; wherein the first marshaling mode means that the third connector of the locomotive running direction identification circuit of the first locomotive is connected to the second connector of the locomotive running direction identification circuit of the second locomotive through a reconnecting connector, and the fourth connector of the locomotive running direction identification circuit of the first locomotive is connected to the first connector of the locomotive running direction identification circuit of the second locomotive through a reconnecting connector; The second marshaling mode means that the first connector of the locomotive running direction identification circuit of the first locomotive is connected to the fourth connector of the locomotive running direction identification circuit of the second locomotive through the reconnection connector, and the second connector of the locomotive running direction identification circuit of the first locomotive is connected to the third connector of the locomotive running direction identification circuit of the second locomotive through the reconnection connector; The third marshaling mode means that the third connector of the locomotive running direction identification circuit of the first locomotive is connected to the fourth connector of the locomotive running direction identification circuit of the second locomotive through the reconnection connector, and the fourth connector of the locomotive running direction identification circuit of the first locomotive is connected to the third connector of the locomotive running direction identification circuit of the second locomotive through the reconnection connector; The fourth marshaling method means that the first connector of the locomotive running direction identification circuit of the first locomotive is connected to the second connector of the locomotive running direction identification circuit of the second locomotive through a reconnection connector, and the second connector of the locomotive running direction identification circuit of the first locomotive is connected to the first connector of the locomotive running direction identification circuit of the second locomotive through a reconnection connector.

5. The locomotive coupling direction control system according to claim 4, characterized in that: When the marshaling mode is the first marshaling mode or the second marshaling mode, the direction signal collected by the first locomotive is the same as the direction signal collected by the second locomotive; When the marshaling mode is the third marshaling mode or the fourth marshaling mode, the direction signal collected by the first locomotive is opposite to the direction signal collected by the second locomotive.

6. A multiple-unit locomotive, characterized in that: The coupled locomotive comprises a locomotive coupled direction control system according to any one of claims 3 to 5.

7. A locomotive reconnection direction control method, characterized in that: Each locomotive is provided with the locomotive running direction identification circuit as claimed in claim 1, and the locomotive running direction identification circuits of each locomotive are connected by a reconnection cable in a marshaling manner; the control method comprises: The operation mode is selected by the first mode selection switch or the second mode selection switch of the master locomotive, and the first relay or the second relay of the master locomotive is controlled to be energized, thereby controlling the normally open contact of the first relay or the second relay to close, so as to generate a direction signal; The master locomotive collects the direction signal, and the slave locomotive collects the direction signal transmitted from the master locomotive through the reconnection cable, so that the running directions of the master locomotive and the slave locomotive are consistent.

8. The locomotive coupling direction control method according to claim 7, characterized in that: The marshaling modes include a first marshaling mode, a second marshaling mode, a third marshaling mode and a fourth marshaling mode; wherein the first marshaling mode means that the third connector of the locomotive running direction identification circuit of the first locomotive is connected to the second connector of the locomotive running direction identification circuit of the second locomotive through a reconnecting connector, and the fourth connector of the locomotive running direction identification circuit of the first locomotive is connected to the first connector of the locomotive running direction identification circuit of the second locomotive through a reconnecting connector; The second marshaling mode means that the first connector of the locomotive running direction identification circuit of the first locomotive is connected to the fourth connector of the locomotive running direction identification circuit of the second locomotive through the reconnection connector, and the second connector of the locomotive running direction identification circuit of the first locomotive is connected to the third connector of the locomotive running direction identification circuit of the second locomotive through the reconnection connector; The third marshaling mode means that the third connector of the locomotive running direction identification circuit of the first locomotive is connected to the fourth connector of the locomotive running direction identification circuit of the second locomotive through the reconnection connector, and the fourth connector of the locomotive running direction identification circuit of the first locomotive is connected to the third connector of the locomotive running direction identification circuit of the second locomotive through the reconnection connector; The fourth marshaling method means that the first connector of the locomotive running direction identification circuit of the first locomotive is connected to the second connector of the locomotive running direction identification circuit of the second locomotive through a reconnection connector, and the second connector of the locomotive running direction identification circuit of the first locomotive is connected to the first connector of the locomotive running direction identification circuit of the second locomotive through a reconnection connector.

9. The locomotive coupling direction control method according to claim 8, characterized in that: When the marshaling mode is the first marshaling mode or the second marshaling mode, the direction signal collected by the first locomotive is the same as the direction signal collected by the second locomotive; When the marshaling mode is the third marshaling mode or the fourth marshaling mode, the direction signal collected by the first locomotive is opposite to the direction signal collected by the second locomotive.

10. The locomotive coupling direction control method according to any one of claims 7 to 9, characterized in that: The operation modes include a first operation mode, a second operation mode, a third operation mode, a fourth operation mode and a fifth operation mode; When the locomotive is in the first operating mode, only the brakes are operated in response to air brakes from the train pipe; When the locomotive is in the second operating mode, the locomotive is in a standby state with no traction output; When the locomotive is in the third operating mode, the locomotive is restricted from running backwards; When the locomotive is in the fourth operating mode, the locomotive is restricted from moving forward; When the locomotive is in the fifth operating mode, the locomotive operates normally; The direction signals corresponding to the first operation mode and the second operation mode are non-directional, the direction signal corresponding to the third operation mode is backward, and the direction signals corresponding to the fourth operation mode and the fifth operation mode are forward.

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