Train, activation circuit of cab and different-end activation circuit

Abstract

The invention provides a train, an activation circuit of a cab and a different-end activation circuit. When the driver control switch is in a closed state, the coil of the first relay is electrified, so that the normally closed contact of the first relay is in an open state, and no matter whether the maintenance activation switch is in a closed state or not, the input end of the self-holding circuit cannot receive voltage through the normally closed contact of the first relay and the maintenance activation switch in sequence. However, under the condition that the driver control switch is in a closed state, the input end of the self-holding circuit can receive voltage through the driver control switch, so that the activation circuit can keep the cab in an activated state. In conclusion, no matter whether the maintenance activation switch is in a closed state or not, the driver control switch is closed, the cab can be activated, so that the priority of the driver control switch is higher than that of the maintenance activation switch, and due to the fact that the driver control switch is controlled by the driver control key, the activation circuit enables the priority of the driver control key to be higher than that of the maintenance activation switch.

Description

Technical Field

[0001] The invention relates to the technical field of rail transit, and in particular to an activation circuit and a heretic activation circuit of a train and a driver's cab. Background Art

[0002] When a train is parked in a depot, maintenance personnel often need to get on board to perform maintenance work and test various systems of the train, such as the control of the train's pantograph, the start and stop control of the auxiliary inverter, and the train's door opening and closing control.

[0003] Currently, maintenance personnel test various systems of the train by activating the driver's cab through the maintenance activation switch. Although maintenance personnel no longer need to activate the driver's cab through the driver's control key, the driver's control key has the same priority as the maintenance activation switch. Therefore, if the maintenance personnel forget to reset the maintenance activation switch, the driver's control key will not be able to activate the driver's cab, which will have a great impact on the efficiency and operation management of the train.

[0004] Therefore, how to make the driver-controlled key have a higher priority than the maintenance activation switch is a technical problem that needs to be solved urgently. Summary of the invention

[0005] In view of this, the present invention provides an activation circuit and a heretic activation circuit for a train and a driver's cab, so that the driver's control key has a higher priority than the maintenance activation switch.

[0006] To achieve the above objectives, the embodiments of the present invention provide the following technical solutions:

[0007] The first aspect of the present application provides an activation circuit for a driver's cab, comprising: an inspection activation switch, a driver control switch, a first relay and a self-holding circuit; wherein:

[0008] One end of the maintenance activation switch receives an activation voltage, and the other end of the maintenance activation switch is connected to an input end of the self-holding circuit through a normally closed contact of the first relay;

[0009] The opening and closing of the driver-controlled switch depends on the driver-controlled key. The driver-controlled switch is a bipolar switch. One end of the two switches of the driver-controlled switch receives the activation voltage. The other end of one switch of the driver-controlled switch is connected to the input end of the self-holding circuit. The other end of the other switch of the driver-controlled switch is connected to one end of the coil passing through the first relay.

[0010] The other end of the coil of the first relay is connected to the output end of the self-holding circuit, and the connection point is grounded;

[0011] The self-holding circuit is used to keep the driver's cab in an activated state when a voltage is received at its input terminal.

[0012] Optionally, the self-holding circuit comprises: a second relay and a third relay; wherein:

[0013] The normally closed contact of the second relay is connected in parallel with the first contact of the third relay, one end of the formed parallel branch serves as the input end of the self-holding circuit, and the other end of the formed parallel branch is connected to one end of the coil of the third relay; the first contact of the third relay is a normally open contact;

[0014] The other end of the coil of the third relay is grounded;

[0015] One end of the second contact of the third relay receives the activation voltage, the other end of the third relay is connected to one end of the coil of the second relay, and the other end of the coil of the second relay is grounded; the second contact of the third relay is a normally open contact;

[0016] The coil of the third relay is energized to indicate that the driver's cab is in an activated state.

[0017] Optionally, the self-holding circuit further includes: a first anti-reverse branch; wherein:

[0018] The first anti-reverse branch is arranged between the second contact of the third relay and the coil of the second relay;

[0019] The conducting current direction of the first anti-reverse branch is from the second contact of the third relay to the coil of the second relay.

[0020] Optionally, it further includes: a fourth relay; wherein:

[0021] A first end of the coil of the fourth relay is connected to an output end of a signal system in the driver's cab, and a second end of the coil of the fourth relay is grounded;

[0022] The normally closed contact of the fourth relay is arranged between the normally closed contact of the first relay and the maintenance activation switch;

[0023] A connection point between the normally closed contact of the first relay and the normally closed contact of the fourth relay is connected to an output end of the signal system;

[0024] The signal system outputs the activation voltage when receiving an activation instruction; the activation instruction indicates that the driver's cab needs to be activated through the signal system.

[0025] Optionally, it further includes: a second anti-reverse branch, and / or a third anti-reverse branch; wherein:

[0026] The anode of the second anti-reverse branch is connected to the output end of the signal system, and the cathode of the second anti-reverse branch is connected to the first end of the coil of the fourth relay;

[0027] The anode of the third anti-reverse branch is connected to the output end of the signal system; the connection point between the normally closed contact of the first relay and the normally closed contact of the fourth relay is connected to the cathode of the third anti-reverse branch.

[0028] Optionally, it further includes: a fourth anti-reverse branch; wherein:

[0029] The fourth anti-reverse branch is arranged between the control switch and the coil of the first relay;

[0030] The conduction current direction of the fourth anti-reverse branch is: from the control switch to the coil of the first relay.

[0031] The second aspect of the present application provides a heresy activation circuit for a driver's cab, comprising: at least two activation circuits as described in any one of the previous aspects of the present application; wherein:

[0032] The non-grounded ends of the coils of the first relays in each of the activation circuits are connected;

[0033] The driver's cabs that need to be activated by each of the activation circuits are different.

[0034] Optionally, if each of the activation circuits includes a fourth relay and a second anti-reverse branch, the cathodes of each of the second anti-reverse branches are connected.

[0035] Optionally, if the self-holding circuit in each of the activation circuits includes a second relay and a third relay, the non-grounded ends of the coils of the second relays are connected.

[0036] A third aspect of the present application provides a train, comprising: a heretic activation circuit in a driver's cab as described in any one of the second aspect of the present application.

[0037] It can be seen from the above technical solution that the present invention provides an activation circuit for a driver's cab. When the driver-controlled switch is in a closed state, the coil of the first relay is energized, so that the normally closed contact of the first relay is in an open state, that is, the connection between the maintenance activation switch and the input end of the self-holding circuit is disconnected. Therefore, no matter whether the maintenance activation switch is in a closed state or an open state, the input end of the self-holding circuit cannot receive voltage through the normally closed contact of the first relay and the maintenance activation switch in sequence. However, when the driver-controlled switch is in a closed state, the input end of the self-holding circuit can receive voltage through the driver-controlled switch, so that the activation circuit can keep the driver's cab in an activated state. In summary, no matter whether the maintenance activation switch is in a closed state or an open state, the driver's cab can be activated by closing the driver-controlled switch. Therefore, the driver-controlled switch has a higher priority than the maintenance activation switch. Since the driver-controlled switch is controlled by the driver-controlled key, the activation circuit makes the driver-controlled key have a higher priority than the maintenance activation switch. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without paying creative work.

[0039] Figure 1 A schematic diagram of a structure of an implementation of an activation circuit for a driver's cab provided in an embodiment of the present application;

[0040] Figure 2 A structural schematic diagram of another implementation of an activation circuit for a driver's cab provided in an embodiment of the present application;

[0041] Figure 3 A structural schematic diagram of another implementation of the activation circuit of the driver's cab provided in an embodiment of the present application;

[0042] Figure 4 A schematic structural diagram of another implementation of the activation circuit of the driver's cab provided in an embodiment of the present application;

[0043] Figure 5 A structural schematic diagram of another implementation of the activation circuit of the driver's cab provided in an embodiment of the present application;

[0044] Figure 6 A structural schematic diagram of another implementation of an activation circuit for a driver's cab provided in an embodiment of the present application;

[0045] Figure 7A schematic diagram of a structure of an implementation of a heresy activation circuit for a driver's cab provided in an embodiment of the present application;

[0046] Figure 8 A schematic structural diagram of another implementation of a heretic activation circuit for a driver's cab provided in an embodiment of the present application;

[0047] Fig. 9 A schematic structural diagram of another implementation of the heretic activation circuit for the driver's cab provided in an embodiment of the present application. DETAILED DESCRIPTION

[0048] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0049] In this application, relational terms such as first and second, etc. are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "comprise", "include" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, an element defined by the statement "comprises a ..." does not exclude the presence of other identical elements in the process, method, article or device including the element.

[0050] In order to improve the reliability of activating the driver's cab by the driver's control key, another embodiment of the present application provides an activation circuit for the driver's cab, and its specific structure is as follows: Figure 1 As shown, it specifically includes: a maintenance activation switch Sj, a driver control switch 10, a first relay K01 and a self-holding circuit 20. The connection relationship between the various components is specifically described as follows:

[0051] One end of the maintenance activation switch Sj receives the activation voltage VJH. Typically, the activation voltage VJH may be a 110V DC voltage.

[0052] The other end of the maintenance activation switch Sj is connected to one end of the normally closed contact K01-B of the first relay, and the other end of the normally closed contact K01-B of the first relay is connected to the input end of the self-holding circuit 20. The opening and closing of the normally closed contact K01-B of the first relay is controlled by the coil K01-J of the first relay. Specifically, when the coil K01-J of the first relay is not energized, the normally closed contact K01-B of the first relay is closed, and when the coil K01-J of the first relay is energized, the normally closed contact K01-B of the first relay is opened.

[0053] The control switch 10 is a bipolar switch, which is very mature in the prior art and will not be described in detail here.

[0054] One end of the two switches of the control switch 10 receives the activation voltage VJH, the other end of one of the switches in the control switch 10 is connected to the input end of the self-holding circuit 20, and the other end of the other switch in the control switch 10 is connected to one end of the coil K01-J through the first relay.

[0055] The opening and closing of the control switch 10 depends on the control key. In other words, the holder of the control key changes the opening and closing state of the control switch 10 by changing the position of the control key. For example, if the holder of the control key turns the control key to the "open" position, the control switch 10 is in a closed state. Conversely, if the holder of the control key turns the control key to the "closed" position, the control switch 10 is in an open state.

[0056] The other end of the coil K01-J of the first relay is connected to the output end of the self-holding circuit 20, and the connection point is grounded GND.

[0057] The self-holding circuit 20 is used to keep the driver's cab in an activated state, that is, to activate the driver's cab, when a voltage is received at its input terminal.

[0058] It can be seen from the connection relationship between the various components that when the driver control switch 10 is in the disconnected state, the coil K01-J of the first relay shall not be energized, so that the normally closed contact K01-B of the first relay is in the closed state, and the connection between the maintenance activation switch Sj and the input end of the self-holding circuit 20 is not disconnected. If the maintenance activation switch Sj is in the closed state, the input end of the self-holding circuit 20 can receive voltage through the normally closed contact K01-B of the first relay and the maintenance activation switch Sj in sequence, so the self-holding circuit 20 can keep the driver's cab in the activated state, so that the activation circuit can keep the driver's cab in the activated state, that is, the activation circuit can activate the driver's cab. If the maintenance activation switch Sj is in the disconnected state, the input end of the self-holding circuit 20 cannot receive voltage through the normally closed contact K01-B of the first relay and the maintenance activation switch Sj in sequence, so the self-holding circuit 20 cannot keep the driver's cab in the activated state, so that the activation circuit cannot keep the driver's cab in the activated state, that is, the activation circuit cannot activate the driver's cab. In summary, when the driver control switch 10 is in the disconnected state, the driver's cab can be activated by closing the maintenance activation switch Sj.

[0059] It can be seen from the connection relationship between the various components that when the driver-controlled switch 10 is in the closed state, the coil K01-J of the first relay is energized, so that the normally closed contact K01-B of the first relay is in the open state, that is, the connection between the maintenance activation switch Sj and the input end of the self-holding circuit 20 is disconnected. Therefore, no matter whether the maintenance activation switch Sj is in the closed state or the open state, the input end of the self-holding circuit 20 cannot receive voltage through the normally closed contact K01-B of the first relay and the maintenance activation switch Sj in sequence. However, when the driver-controlled switch 10 is in the closed state, the input end of the self-holding circuit 20 can receive voltage through the driver-controlled switch 10, so that the activation circuit can keep the driver's cab in the activated state, that is, the activation circuit cannot activate the driver's cab. In summary, no matter whether the maintenance activation switch Sj is in the closed state or the open state, the driver's cab can be activated by closing the driver-controlled switch 10.

[0060] Since the driver's cab can be activated by closing the driver control switch 10 regardless of whether the maintenance activation switch Sj is in the closed state or the open state, the driver control switch 10 has a higher priority than the maintenance activation switch Sj. Since the driver control switch 10 is controlled by the driver control key, the activation circuit makes the driver control key have a higher priority than the maintenance activation switch Sj.

[0061] Another embodiment of the present application provides a specific implementation of the self-holding circuit 20, and its specific structure is as follows: Figure 1 As shown, it specifically includes: a second relay K02 and a third relay K03. The connection relationship between the components is specifically as follows:

[0062] The normally closed contact K02-B of the second relay is connected in parallel with the first contact K03-01 of the third relay. One end of the formed parallel branch serves as the input end of the self-holding circuit 20. The other end of the formed parallel branch is connected to one end of the coil K03-j of the third relay. The other end of the coil K03-j of the third relay is grounded GND.

[0063] Among them, the first contact K03-01 of the third relay is a normally open contact.

[0064] One end of the second contact K03 - 02 of the third relay receives the activation voltage VJH, the other end of the second contact K03 - 02 of the third relay is connected to one end of the coil K02 -J of the second relay, and the other end of the coil K02 -J of the second relay is grounded GND.

[0065] Among them, the second contact K03-02 of the third relay is a normally open contact.

[0066] The coil K03-j of the third relay is energized to indicate that the driver's cab is in an activated state. Specifically, in actual applications, in addition to the first contact K03-01 of the third relay and the second contact K03-02 of the third relay, the third relay also includes other contacts. The other contacts of the third relay are respectively arranged in each control circuit in the driver's cab. When the coil K03-j of the third relay is energized, the other contacts of the third relay are operated to unlock each control circuit in the driver's cab, that is, at this time each control circuit in the driver's cab can operate normally, so the driver's cab is in an activated state.

[0067] When the input end of the self-holding circuit 20 does not receive voltage, one end of the coil K03-j of the third relay cannot receive voltage through the normally closed contact K02-B of the second relay, so the coil K03-j of the third relay is not energized, so that the second contact K03-02 of the third relay is in an open state, and then the coil K02-J of the second relay is not energized. Since the coil K02-J of the second relay is not energized, the normally closed contact K02-B of the second relay is in a closed state in this case.

[0068] When the input end of the self-holding circuit 20 receives voltage, since the state of the normally closed contact K02-B of the second relay has not changed, that is, it is still in a closed state, the coil K03-j of the third relay can be energized through the normally closed contact K02-B of the second relay, so the first contact K03-01 of the third relay and the second contact K03-02 of the third relay are closed.

[0069] Since the first contact K03-01 of the third relay is closed, the coil K03-j of the third relay can be energized through the first contact K03-01 of the third relay. Since the second contact K03-02 of the third relay is closed, the coil K02-J of the second relay is energized, and thus the normally closed contact K02-B of the second relay is disconnected. In summary, the coil K03-j of the third relay can only be energized through the first contact K03-01 of the third relay.

[0070] Since the coil K03-j of the third relay is energized through its own first contact K03-01, when the input end of the self-holding circuit 20 can receive voltage, as long as the first contact K03-01 of the third relay is not disconnected, the coil K03-j of the third relay can be energized, and when the third relay can be energized, the first contact K03-01 of the third relay can be disconnected, and such a cycle can realize the self-holding function, that is, when the input end of the self-holding circuit 20 can receive voltage, the coil K03-j of the third relay can be energized.

[0071] Since the other contacts of the third relay are used to activate the driver's cab in an activated state when its own coil is energized, the driver's cab can be activated when the input end of the self-holding circuit 20 can receive voltage.

[0072] Another embodiment of the present application provides another specific implementation of the self-holding circuit 20, and its specific structure is as follows: Figure 2 As shown, this embodiment, based on the above embodiment, further includes: a first anti-reverse branch 30.

[0073] The first anti-reverse branch 30 is arranged between the second contact K03-02 of the third relay and the coil K02-J of the second relay. The conduction current direction of the first anti-reverse branch 30 is: from the second contact K03-02 of the third relay to the coil K02-J of the second relay, in other words, the current flows from the second contact K03-02 of the third relay to the first anti-reverse branch 30, and from the first anti-reverse branch 30 to the coil K02-J of the second relay.

[0074] In a specific example, the first anti-reverse branch 30 includes a diode, the anode of the diode serves as the anode of the first anti-reverse branch 30, and the cathode of the diode serves as the cathode of the first anti-reverse branch 30. Figure 2 As shown in D1.

[0075] In another specific example, the first anti-reverse branch 30 includes at least two diodes, each of which is connected in series along the same current direction, that is, the conduction current direction of all diodes is the same, and the anode of the formed series branch serves as the anode of the first anti-reverse branch 30, and the cathode of the formed series branch serves as the cathode of the first anti-reverse branch 30.

[0076] The above two examples only illustrate two specific implementations of the first anti-reverse branch 30 . In practical applications, these two implementations include but are not limited to these and are not specifically limited here.

[0077] In this embodiment, a first anti-reverse branch 30 is provided between the second contact K03 - 02 of the third relay and the coil K02 -J of the second relay to prevent the reverse current from flowing.

[0078] Another embodiment of the present application provides another implementation of the activation circuit of the driver's cab, and its specific structure is as follows: Figure 3 As shown, this embodiment, based on the above embodiment, further includes: a fourth relay K04.

[0079] The first end of the coil K04-J of the fourth relay is connected to the output end of the signal system 40 in the driver's cab, and the second end of the coil K04-J of the fourth relay is grounded GND. The normally closed contact K04-B of the fourth relay is arranged between the normally closed contact K01-B of the first relay and the maintenance activation switch Sj. The connection point between the normally closed contact K01-B of the first relay and the normally closed contact K04-B of the fourth relay is connected to the output end of the signal system 40.

[0080] The signal system 40 outputs the activation voltage VJH when receiving the activation command, and does not output when not receiving the activation command. The activation command indicates that the driver's cab needs to be activated by the signal system 40.

[0081] It should be noted that, in actual applications, the signal system 40 is a system for realizing automatic driving. When the train where the activation circuit is located enters the automatic driving mode, the signal system 40 receives the activation instruction, that is, the signal system 40 takes over the driver's cab at this time.

[0082] It can be seen from the connection relationship of the fourth relay 04 that when the signal system 40 does not receive the activation instruction, the coil K04-J of the fourth relay shall not be energized, so that the normally closed contact K04-B of the fourth relay is in a closed state. It can also be seen from the above that when the driver-controlled switch 10 is in an open state, the normally closed contact K01-B of the first relay is in a closed state. In summary, when the signal system 40 does not receive the activation instruction and the driver-controlled switch 10 is in an open state, the connection between the maintenance activation switch Sj and the input end of the self-holding circuit 20 is not disconnected. If the maintenance activation switch Sj is in a closed state, the input end of the self-holding circuit 20 can receive voltage through the normally closed contact K01-B of the first relay, the normally closed contact K04-B of the fourth relay, and the maintenance activation switch Sj in sequence, so the activation circuit can keep the driver's cab in an activated state. If the maintenance activation switch Sj is in the open state, the input end of the self-holding circuit 20 cannot receive voltage through the normally closed contact K01-B of the first relay, the normally closed contact K04-B of the fourth relay, and the maintenance activation switch Sj in sequence, so the activation circuit cannot keep the driver's cab in the activated state. In summary, when the signal system 40 does not receive the activation command and the driver control switch 10 is in the open state, the driver's cab can be activated by closing the maintenance activation switch Sj.

[0083] It can be seen from the connection relationship of the fourth relay K04 that when the signal system 40 receives the activation instruction, the coil K04-J of the fourth relay is energized, so that the normally closed contact K04-B of the fourth relay is in an open state. It can also be seen from the above that when the driver-controlled switch 10 is in an open state, the normally closed contact K01-B of the first relay is in a closed state. In summary, when the signal system 40 receives the activation instruction and the driver-controlled switch 10 is in an open state, the connection between the maintenance activation switch Sj and the input end of the self-holding circuit 20 is disconnected. Therefore, no matter whether the maintenance activation switch Sj is in a closed state or an open state, the input end of the self-holding circuit 20 cannot receive voltage through the normally closed contact K01-B of the first relay, the normally closed contact K04-B of the fourth relay, and the maintenance activation switch Sj in sequence. However, when the signal system 40 receives an activation command and the driver control switch 10 is in the open state, the signal outputs the activation voltage VJH, so the input end of the self-holding circuit 20 can receive the voltage, so that the activation circuit can keep the driver's cab in the activated state. In summary, when the driver control switch 10 is in the open state, the driver's cab can be activated through the signal system 40 regardless of whether the maintenance activation switch Sj is in the closed state or the open state.

[0084] It can be seen from the connection relationship between the components that when the driver control switch 10 is in the closed state, the normally closed contact K01-B of the first relay is in the open state, so the connection between the maintenance activation switch Sj and the input end of the self-holding circuit 20 is disconnected, and the connection between the signal system 40 and the input end of the self-holding circuit 20 is also disconnected, so that no matter whether the maintenance activation switch Sj is in the closed state or the open state, the input end of the self-holding circuit 20 cannot receive voltage through the normally closed contact K01-B of the first relay, the normally closed contact K04-B of the fourth relay, and the maintenance activation switch Sj in sequence, and no matter whether the signal system 40 outputs the activation voltage VJH, the input end of the self-holding circuit 20 cannot receive voltage from the signal system 40. However, when the driver control switch 10 is in the closed state, the input end of the self-holding circuit 20 can receive voltage through the driver control switch 10, so that the activation circuit can keep the driver's cab in the activated state. In summary, regardless of whether the maintenance activation switch Sj is in a closed state or an open state, and regardless of whether the signal system 40 outputs the activation voltage VJH, the driver's cab can be activated by closing the driver control switch 10.

[0085] Since the driver's cab can be activated by closing the driver control switch 10 regardless of whether the maintenance activation switch Sj is in the closed state or the open state and regardless of whether the signal system 40 outputs the activation voltage VJH, the driver's cab has a higher priority than the maintenance activation switch Sj and the signal system 40. Since the driver control switch 10 is controlled by the driver control key, the activation circuit makes the driver control key have a higher priority than the maintenance activation switch Sj and the signal system 40.

[0086] In addition, since the driver's cab can be activated through the signal system 40 when the driver control switch 10 is in the open state, regardless of whether the maintenance activation switch Sj is in the closed state or the open state, the priority of the signal system 40 is higher than that of the maintenance activation switch Sj.

[0087] In summary, the driver-controlled key has the highest priority, the signal system 40 has the second highest priority, and the maintenance activation switch Sj has the lowest priority.

[0088] Another embodiment of the present application provides another implementation of the activation circuit of the driver's cab, and its specific structure is as follows: Figure 4 As shown, this embodiment, based on the above embodiment, further includes: a second anti-reverse branch 50.

[0089] The anode of the second anti-reverse branch 50 is connected to the output end of the signal system 40 , and the cathode of the second anti-reverse branch 50 is connected to the first end of the coil K04 -J of the fourth relay.

[0090] In a specific example, the second anti-reverse branch 50 includes a diode, the anode of the diode serves as the anode of the second anti-reverse branch 50, and the cathode of the diode serves as the cathode of the second anti-reverse branch 50. Figure 4 As shown in D2.

[0091] In another specific example, the second anti-reverse branch 50 includes at least two diodes, each of which is connected in series along the same current direction, that is, the conduction current direction of all diodes is the same, and the anode of the formed series branch serves as the anode of the second anti-reverse branch 50, and the cathode of the formed series branch serves as the cathode of the second anti-reverse branch 50.

[0092] The above two examples only illustrate two specific implementations of the second anti-reverse branch 50 . In practical applications, these two implementations include but are not limited to these and are not specifically limited here.

[0093] In this embodiment, a second anti-reverse branch 50 is provided between the output end of the signal system 40 and the coil K04 -J of the fourth relay to prevent the reverse current from flowing.

[0094] Another embodiment of the present application provides another implementation of the activation circuit of the driver's cab, and its specific structure is as follows: Figure 5 As shown, this embodiment, based on the above embodiment, further includes: a third anti-reverse branch 60.

[0095] The anode of the third anti-reverse branch 60 is connected to the output end of the signal system 40 ; the connection point between the normally closed contact K01 -B of the first relay and the normally closed contact K04 -B of the fourth relay is connected to the cathode of the third anti-reverse branch 60 .

[0096] In a specific example, the third anti-reverse branch 60 includes a diode, the anode of the diode serves as the anode of the third anti-reverse branch 60, and the cathode of the diode serves as the cathode of the third anti-reverse branch 60. Figure 5 As shown in D3.

[0097] In another specific example, the third anti-reverse branch 60 includes at least two diodes, each of which is connected in series along the same current direction, that is, the conduction current direction of all diodes is the same, and the anode of the formed series branch serves as the anode of the third anti-reverse branch 60, and the cathode of the formed series branch serves as the cathode of the third anti-reverse branch 60.

[0098] The above two examples only illustrate two specific implementations of the third anti-reverse branch 60 . In practical applications, including but not limited to these, no specific limitation is made here.

[0099] In this embodiment, a third anti-reverse branch 60 is provided between the output end of the signal system 40 and the normally closed contact K04 -B of the fourth relay to prevent the reverse current from flowing.

[0100] Another embodiment of the present application provides another implementation of the activation circuit of the driver's cab, and its specific structure is as follows: Figure 6 As shown, this embodiment, based on the above embodiment, further includes: a fourth anti-reverse branch 70.

[0101] The fourth anti-reverse branch 70 is arranged between the control switch 10 and the coil K01-J of the first relay.

[0102] The conduction current direction of the fourth anti-reverse branch 70 is: from the control switch 10 to the coil K01-J of the first relay. In other words, the current flows from the control switch 10 to the fourth anti-reverse branch 70, and from the fourth anti-reverse branch 70 to the coil K01-J of the first relay.

[0103] In a specific example, the fourth anti-reverse branch 70 includes a diode, the anode of the diode serves as the anode of the fourth anti-reverse branch 70, and the cathode of the diode serves as the cathode of the fourth anti-reverse branch 70. Figure 6 As shown in D4.

[0104] In another specific example, the fourth anti-reverse branch 70 includes at least two diodes, each of which is connected in series along the same current direction, that is, the conduction current direction of all diodes is the same, and the anode of the formed series branch serves as the anode of the fourth anti-reverse branch 70, and the cathode of the formed series branch serves as the cathode of the fourth anti-reverse branch 70.

[0105] The above two examples only illustrate two specific implementations of the fourth anti-reverse branch 70 . In practical applications, these two implementations include but are not limited to these and are not specifically limited here.

[0106] In this embodiment, a fourth anti-reverse branch 70 is provided between the control switch 10 and the coil K01 -J of the first relay to prevent reverse current from flowing.

[0107] Another embodiment of the present application provides a heresy activation circuit for a driver's cab, and its specific structure can be found in Figure 7 ( Figure 7 Only two Figure 6 The activation circuit of the driver's cab shown in the figure is shown as an example), and specifically includes: at least two activation circuits of the driver's cab provided by any of the above embodiments.

[0108] The non-grounded ends of the coils K01 -J of the first relays in each activation circuit are connected.

[0109] Each activation circuit requires different driver's cabs to be activated. Figure 7 As shown, the activation circuit on the left side needs to activate the front driver's cab, and the activation circuit on the right side needs to activate the rear driver's cab.

[0110] by Figure 7 Take the heretic activation circuit of the driver's cab as an example, as follows:

[0111] Assuming that the activation circuit on the left has activated the head cab through the maintenance activation switch Sj on the left or the signal system 40 on the left, when the driver control switch 10 on the right is in the closed state, the coils K01-J of the first relays on both sides are powered on, so the normally closed contacts K01-B of the first relays on both sides are in the open state, so that the self-holding circuits 20 on both sides cannot receive voltage through their respective maintenance activation switches Sj, and the self-holding circuits 20 on both sides cannot receive voltage from their respective signal systems 40. Since the driver control switch 10 on the right is in the closed state, the self-holding circuit 20 on the right can receive voltage through the driver control switch 10 on the right, so the activation circuit on the right can activate the rear cab.

[0112] From the above deduction, it can be seen that: when the driver's cab at one end is activated and the activation method is a lower priority method such as the maintenance activation switch Sj or the signal system 40, the driver's cab at the other end can be activated by the driver's control key, which is the highest priority method. That is, the driver's control key is used to close the driver's control switch 10 on the other side to activate the driver's cab at the other end, thereby improving the utilization efficiency of the train where the heterodox activation circuit is located.

[0113] Another embodiment of the present application provides another implementation of the heresy activation circuit in the driver's cab, and its specific structure can be found in Figure 8 ( Figure 8 Only in Figure 7 This embodiment is applicable to the case where each activation circuit includes a fourth relay 04 and a second anti-reverse branch 50, that is, this embodiment is applicable to the case where the activation circuit adopts Figure 4 , Figure 5 and Figure 6 The difference between this embodiment and the previous embodiment is that:

[0114] In this embodiment, the cathodes of the second anti-reverse branches 50 are connected.

[0115] by Figure 8 Take the heretic activation circuit of the driver's cab as an example, as follows:

[0116] Assuming that the activation circuit on the left has activated the head cab through the maintenance activation switch Sj on the left, when the signal system 40 on the right outputs the activation voltage VJH, the coils K04-J of the fourth relays on both sides are powered on, so the normally closed contacts K04-B of the fourth relays on both sides are in the disconnected state, so that the self-holding circuits 20 on both sides cannot receive voltage through their respective maintenance activation switches Sj. Since the signal system 40 on the right outputs the activation voltage VJH, the self-holding circuit 20 on the right can receive voltage from the signal system 40 on the right, so the activation circuit on the right can activate the rear cab.

[0117] From the above deduction, it can be seen that: when the driver's cab at one end is activated and the activation method is the maintenance activation switch Sj, the driver's cab at the other end can be activated in a higher priority manner through the signal system 40 of the driver's cab at the other end, even if the signal system 40 of the driver's cab at the other end outputs the activation voltage VJH to activate the driver's cab at the other end, thereby improving the utilization efficiency of the train where the heterodyne activation circuit is located.

[0118] Another embodiment of the present application provides another implementation of the heresy activation circuit in the driver's cab, and its specific structure is as follows: Fig. 9 As shown, this embodiment is applicable to the case where the self-holding circuit 20 in each activation circuit includes a second relay and a third relay, that is, this embodiment is applicable to the case where the activation circuit adopts Figure 2~Figure 6 The difference between this embodiment and the above-mentioned embodiment is that:

[0119] In this embodiment, the non-grounded ends of the coils K02 -J of the second relays are all connected.

[0120] by Fig. 9 Take the heretic activation circuit of the driver's cab as an example, as follows:

[0121] Assuming that the right activation circuit has activated the rear driver's cab through the right driver control switch 10, it can be seen from the above that when the right driver control switch 10 is in a closed state, the right self-holding circuit 20 can receive voltage through the right driver control switch 10. Since the self-holding circuit 20 adopts an implementation method including a second relay and a third relay, it can be seen from the description of this implementation method of the self-holding circuit 20 in the above embodiment that when the right self-holding circuit 20 receives voltage, the coil K03-j of the third relay on the right is energized, the first contact K03-01 of the third relay on the right is closed, and the second contact K03-02 of the third relay on the right is closed, so that the coil K02-J of the second relay on the right is energized, and the normally closed contact K02-B of the second relay on the right is disconnected. Since the non-grounded end of the coil K02-J of the second relay on the left is connected to the non-grounded end of the coil K02-J of the second relay on the right, when the coil K02-J of the second relay on the right is energized, the coil K02-J of the second relay on the left is also energized, so that the normally closed contact K02-B of the second relay on the left is disconnected. In summary, when the driver-controlled switch 10 on the right is in a closed state, the normally closed contact K02-B of the second relay on the left is disconnected. Therefore, in this case, the coil K03-j of the third relay on the left cannot be energized. Therefore, in this case, regardless of whether the driver-controlled switch 10 on the left is closed, the self-holding circuit 20 on the left cannot activate the head driver's cab, thereby achieving the interlocking of the driver-controlled switches 10 on both sides, that is, if the self-holding circuit 20 on one side activates the corresponding driver's cab, the self-holding circuit 20 on the other side can no longer activate the corresponding driver's cab.

[0122] From the above deduction, it can be seen that when the driver's cab at one end is activated and the activation method is the driver-controlled switch 10, the driver's cab at the other end cannot be activated by using the driver-controlled key to make the driver-controlled switch 10 on the other side. Therefore, the "preconceived" activation concept of the train driver's cab is realized. In other words, the driver's cab corresponding to which side's driver-controlled switch 10 is closed first is activated, and the driver-controlled switch 10 that is closed later cannot activate the driver's cab corresponding to itself, thereby ensuring the uniqueness of the driver's cab activation.

[0123] Assuming that the activation circuit on the right side activates the rear driver's cab through the signal system 40 on the right side, it can be seen from the above that when the signal system 40 on the right side outputs the activation voltage VJH, the self-holding circuit 20 on the right side can receive the voltage from the signal system 40 on the right side. Since the self-holding circuit 20 adopts an implementation method including a second relay and a third relay, it can be seen from the description of this implementation method of the self-holding circuit 20 in the above embodiment that when the self-holding circuit 20 on the right side receives the voltage, the coil K03-j of the third relay on the right side is energized, the first contact K03-01 of the third relay on the right side is closed, and the second contact K03-02 of the third relay on the right side is closed, so that the coil K02-J of the second relay on the right side is energized, and the normally closed contact K02-B of the second relay on the right side is disconnected. Since the non-grounded end of the coil K02-J of the second relay on the left is connected to the non-grounded end of the coil K02-J of the second relay on the right, when the coil K02-J of the second relay on the right is energized, the coil K02-J of the second relay on the left is also energized, so that the normally closed contact K02-B of the second relay on the left is disconnected. In summary, when the signal system 40 on the right outputs the activation voltage VJH, regardless of whether the signal system 40 on the left outputs the activation voltage VJH, the self-holding circuit 20 on the left cannot activate the head driver's cab, thereby achieving the interlocking of the signal systems 40 on both sides, that is, if the self-holding circuit 20 on one side activates the corresponding driver's cab, the self-holding circuit 20 on the other side can no longer activate the corresponding driver's cab.

[0124] From the above deduction, it can be seen that when the driver's cab at one end is activated and the activation method is the signal system 40, the driver's cab at the other end cannot be activated by using the signal system 40 on the other side to output the activation voltage VJH. Therefore, the "preconceived" activation concept of the driver's cab of the train is realized. In other words, the driver's cab corresponding to which side's signal system 40 outputs the activation voltage VJH first is activated, and the signal system 40 that outputs the activation voltage VJH afterwards cannot activate the driver's cab corresponding to itself, thereby ensuring the uniqueness of the driver's cab activation.

[0125] In summary, by connecting the non-grounded ends of the coils K02-J of each second relay, the "preemptive" activation concept of the train's driver's cab is realized. In other words, the driver's cab corresponding to whichever side's signal system 40 outputs the activation voltage VJH first is activated, and the signal system 40 that subsequently outputs the activation voltage VJH cannot activate the driver's cab corresponding to itself, thereby ensuring the uniqueness of the driver's cab activation.

[0126] Another embodiment of the present application provides a train, which specifically includes: a heretic activation circuit in the driver's cab as provided in the above embodiment.

[0127] In this embodiment, since the train includes the heretical activation circuit of the driver's cab as provided in the above embodiment, when the driver's cab at one end is activated and the activation method is a method with a lower priority, the driver's cab at the other end can be activated in a method with the highest priority, thereby improving the use efficiency of the train where the heretical activation circuit is located. In addition, since the train includes the heretical activation circuit of the driver's cab as provided in the above embodiment, the "preconceived" activation concept of the driver's cab of the train is also realized, thereby ensuring the uniqueness of the driver's cab activation.

[0128] For the above description of the disclosed embodiments, the features recorded in each embodiment in this specification can be replaced or combined with each other, so that professionals in the field can implement or use the present application. The above is only a preferred embodiment of the present invention, and does not limit the present invention in any form. Although the present invention has been disclosed as above with a preferred embodiment, it is not used to limit the present invention. Any technician familiar with the field can make many possible changes and modifications to the technical solution of the present invention using the methods and technical contents disclosed above without departing from the scope of the technical solution of the present invention, or modify it into an equivalent embodiment of equivalent changes. Therefore, any simple modification, equivalent change and modification made to the above embodiments according to the technical essence of the present invention without departing from the content of the technical solution of the present invention still falls within the scope of protection of the technical solution of the present invention.

Claims

1. An activation circuit for a driver's cab, characterized in that: include: Check the activation switch, the driver control switch, the first relay and the self-holding circuit; where: One end of the maintenance activation switch receives an activation voltage, and the other end of the maintenance activation switch is connected to an input end of the self-holding circuit through a normally closed contact of the first relay; The opening and closing of the driver-controlled switch depends on the driver-controlled key. The driver-controlled switch is a bipolar switch. One end of the two switches of the driver-controlled switch receives the activation voltage. The other end of one switch of the driver-controlled switch is connected to the input end of the self-holding circuit. The other end of the other switch of the driver-controlled switch is connected to one end of the coil passing through the first relay. The other end of the coil of the first relay is connected to the output end of the self-holding circuit, and the connection point is grounded; The self-holding circuit is used to keep the driver's cab in an activated state when a voltage is received at its input terminal.

2. The activation circuit of the driver's cab according to claim 1, characterized in that: The self-holding circuit comprises: a second relay and a third relay; wherein: The normally closed contact of the second relay is connected in parallel with the first contact of the third relay, one end of the formed parallel branch serves as the input end of the self-holding circuit, and the other end of the formed parallel branch is connected to one end of the coil of the third relay; the first contact of the third relay is a normally open contact; The other end of the coil of the third relay is grounded; One end of the second contact of the third relay receives the activation voltage, the other end of the third relay is connected to one end of the coil of the second relay, and the other end of the coil of the second relay is grounded; the second contact of the third relay is a normally open contact; The coil of the third relay is energized to indicate that the driver's cab is in an activated state.

3. The activation circuit of the driver's cab according to claim 2, characterized in that: The self-holding circuit further includes: a first anti-reverse branch; wherein: The first anti-reverse branch is arranged between the second contact of the third relay and the coil of the second relay; The conducting current direction of the first anti-reverse branch is from the second contact of the third relay to the coil of the second relay.

4. The activation circuit of the driver's cab according to claim 1, characterized in that: Also includes: The fourth relay; wherein: A first end of the coil of the fourth relay is connected to an output end of a signal system in the driver's cab, and a second end of the coil of the fourth relay is grounded; The normally closed contact of the fourth relay is arranged between the normally closed contact of the first relay and the maintenance activation switch; A connection point between the normally closed contact of the first relay and the normally closed contact of the fourth relay is connected to an output end of the signal system; The signal system outputs the activation voltage when receiving an activation instruction; the activation instruction indicates that the driver's cab needs to be activated through the signal system.

5. The activation circuit of the driver's cab according to claim 4, characterized in that: Also includes: A second anti-reverse branch, and / or a third anti-reverse branch; wherein: The anode of the second anti-reverse branch is connected to the output end of the signal system, and the cathode of the second anti-reverse branch is connected to the first end of the coil of the fourth relay; The anode of the third anti-reverse branch is connected to the output end of the signal system; the connection point between the normally closed contact of the first relay and the normally closed contact of the fourth relay is connected to the cathode of the third anti-reverse branch.

6. The activation circuit of the driver's cab according to any one of claims 1 to 5, characterized in that: Also includes: The fourth anti-reverse branch; among which: The fourth anti-reverse branch is arranged between the control switch and the coil of the first relay; The conduction current direction of the fourth anti-reverse branch is: from the control switch to the coil of the first relay.

7. A heresy activation circuit for a driver's cab, characterized in that: include: At least two activation circuits according to any one of claims 1 to 6; wherein: The non-grounded ends of the coils of the first relays in each of the activation circuits are connected; The driver's cabs that need to be activated by each of the activation circuits are different.

8. The heresy activation circuit of the driver's cab according to claim 7, characterized in that: If each of the activation circuits includes a fourth relay and a second reverse protection branch, the cathodes of each of the second reverse protection branches are connected.

9. The heretic activation circuit of the driver's cab according to claim 7 or 8, characterized in that: If the self-holding circuit in each of the activation circuits includes a second relay and a third relay, the non-grounded ends of the coils of the second relays are connected.

10. A train, characterized in that: include: A heresy activation circuit for a driver's cab as claimed in any one of claims 7 to 9.

Images