Railway vehicle reconnection test simulation connection device

Abstract

The utility model discloses a railway vehicle reconnection test simulation connecting device, which comprises a head vehicle MCG1 and a tail vehicle MCG2 of railway vehicles in the same group, and a microcomputer reconnection connector socket on the left side of the two-position end of the head vehicle MCG1 is connected with a microcomputer reconnection connector socket on the left side of the two-position end of the tail vehicle MCG2 through a seven-core reconnection connector; the microcomputer reconnection connector socket on the right side of the two-position end of the head vehicle MCG1 is connected with the microcomputer reconnection connector socket on the right side of the two-position end of the tail vehicle MCG2 through a seven-core reconnection connector. According to the utility model, the tediousness and complexity of a reconnection test are reduced, the experiment efficiency is improved, the hoisting cost is saved, and meanwhile, the safety risk caused by crane operation is reduced.

Description

Technical Field

[0001] The utility model relates to the technical field of rail vehicle reconnection test, in particular to a rail vehicle reconnection test simulation connection device. Background Art

[0002] The statements in this section merely provide background technical information related to the present invention and do not necessarily constitute prior art.

[0003] The reconnection test of rail vehicles usually includes single-train reconnection test and double-train reconnection test. The single-train reconnection test refers to the reconnection test between the head car MCG1 and the tail car MCG2 in the same rail vehicle formation; the double-train reconnection test refers to the reconnection test between the head car and the tail car of different rail vehicles, a total of four ECGs MCG1, MCG2, MCG3 and MCG4; the reconnection test mainly carries out the following contents: engine start, stop, no-load speed regulation; control of air compressor start; automatic and manual pump air control; fan control, air conditioning control, lighting control, wiper control, etc.; as well as loaded traction (only low-speed operation); resistance braking and reconnection braking, etc.

[0004] Before leaving the factory, rail vehicles must undergo a reconnection test to ensure that their functions meet design requirements. In the prior art, the test line loop used for reconnection tests is generally a standard gauge of 1435mm. However, for rail vehicles with non-standard gauges such as 1600mm, 1676mm, or 1067mm, the test line for reconnection tests is generally a straight section of 1km to 2km. Therefore, when conducting a reconnection test on a non-standard gauge rail vehicle, the rail vehicle needs to be disassembled, hoisted onto the straight section of the test line using a gantry crane, and then reassembled for the reconnection test. When a reconnection test involves two rail vehicles switching ends, each train needs to be disassembled and hoisted out, then hoisted back into the reconnection after the ends are switched. If a rail vehicle train consists of 10 trains, the reconnection test requires at least 10*n repeated hoists (n>2). This makes reconnection testing of non-standard gauge rail vehicles time-consuming and labor-intensive, and also poses safety risks, seriously restricting the vehicle production cycle and efficiency. Utility Model Content

[0005] In order to solve the above problems, the utility model proposes a rail vehicle reconnection test simulation connection device, which directly connects the head car and the tail car in the same marshaling rail vehicle through a reconnection connector to simulate the connection of the middle car. There is no need to hoist the middle car, which greatly saves experimental time and improves the efficiency of the reconnection test.

[0006] According to a first aspect of an embodiment of the present utility model, a rail vehicle reconnection test simulation connection device is provided, comprising:

[0007] For the leading car MCG1 and the tail car MCG2 of the same train set, the microcomputer reconnection connector socket on the left side of the second end of the leading car MCG1 and the microcomputer reconnection connector socket on the left side of the second end of the tail car MCG2 are connected through a 7-core reconnection connector; the microcomputer reconnection connector socket on the right side of the second end of the leading car MCG1 and the microcomputer reconnection connector socket on the right side of the second end of the tail car MCG2 are connected through a 7-core reconnection connector.

[0008] The 7-core reconnector includes a first plug, a second plug, and a 7-core bridge wire connected between the first plug and the second plug; the first plug and the second plug are respectively adapted to the microcomputer reconnector socket.

[0009] As an optional solution, the reconnection connector socket at one end of the lead car MCG1 or the tail car MCG2 is connected to the reconnection connector socket at one end of the lead car MCG3 of other marshaling rail vehicles through a 16-core reconnection connector;

[0010] Alternatively, the reconnection connector socket at one end of the leading car MCG1 or the trailing car MCG2 is connected to the reconnection connector socket at one end of the trailing car MCG4 of other marshaled rail vehicles through a 16-core reconnector.

[0011] The 16-core reconnector includes a third plug, a fourth plug, and a 16-core bridge line connected between the third plug and the fourth plug; the third plug and the fourth plug are respectively adapted to the reconnector socket.

[0012] Compared with the prior art, the beneficial effects of the present invention are:

[0013] (1) Since the mutual control lines between the head car and the tail car of the same set of rail vehicles are routed only through the middle car and do not involve the control of the middle car, the utility model connects the head car and the tail car of the same set of rail vehicles through a 7-core reconnection connector, and simulates the connection between the middle cars through the bridge line, thereby reducing the number of hoisting times and solving the problem that non-standard gauge rail vehicles need to be repeatedly unpacked, hoisted and reassembled during the reconnection test, resulting in a complicated test process, a long cycle and low efficiency. It reduces the tediousness and complexity of the reconnection test, improves the experimental efficiency, saves the hoisting cost, and reduces the safety risks brought by the crane operation.

[0014] (2) The present invention realizes simulated reconnection between rail vehicles of different marshalings through a 16-core reconnection connector. When static debugging is performed between two vehicles, only the 16-core reconnection connector is needed to connect and control the two EMUs of different marshaling rail vehicles, without the need to lift and change the ends of the EMUs. When dynamic debugging is performed between two vehicles, only four EMUs need to be lifted and changed, which also avoids the complex operations of repeatedly unmarshaling, lifting and reassembling the vehicles, thereby greatly improving the experimental efficiency.

[0015] Advantages of additional aspects of the present invention will be partially given in the following description, and partially become apparent from the following description, or learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 This is a schematic diagram of the overall structure of a rail vehicle in an embodiment of the present utility model;

[0017] Figure 2 This is a schematic diagram of a simulated connection between the head car and the tail car of the same marshaling rail vehicle in an embodiment of the present utility model;

[0018] Figure 3 This is a schematic structural diagram of a 7-core reconnector in an embodiment of the present utility model;

[0019] Figure 4 This is a schematic diagram of the internal wiring of a 7-core reconnector in an embodiment of the present utility model;

[0020] Figure 5 This is a schematic diagram of the MCG vehicle second-end structure in an embodiment of the present utility model;

[0021] Figure 6 This is a schematic diagram of simulated connections between different groups of rail vehicles in an embodiment of the present utility model;

[0022] Figure 7 This is a schematic structural diagram of a 16-core reconnector in an embodiment of the present utility model;

[0023] Figure 8 This is a schematic diagram of the internal wiring of a 16-core reconnector in an embodiment of the present utility model;

[0024] Figure 9 This is a schematic diagram of the structure of a terminal of an MCG vehicle in an embodiment of the present utility model;

[0025] Figures 10(a) and 10(b) are schematic diagrams of the wiring principle of the reconnection test in an embodiment of the present invention;

[0026] Figure 11 A comparison chart of the number of cranes required for a reconnection test using the prior art and the device of this embodiment;

[0027] 1. 7-core reconnector, 2. 16-core reconnector, 3. Gantry crane, 4. First plug, 5. Second plug, 6. 7-core bridge cable, 7. Sealing plug, 8. Microcomputer reconnector socket, 9. Third plug, 10. Fourth plug, 11. 16-core bridge cable, 12. Reconnector socket DETAILED DESCRIPTION

[0028] It should be noted that the following detailed description is exemplary and is intended to provide further explanation of the present application. Unless otherwise specified, all technical and scientific terms used in the present invention have the same meaning as commonly understood by those skilled in the art to which the present application belongs.

[0029] The utility model discloses a rail vehicle reconnection test simulation connection device, which realizes the simulation connection during the reconnection test of rail vehicles with non-standard track gauges through a 7-core reconnection connector and a 16-core reconnection connector, can reduce the number of vehicle hoisting times, reduce the hoisting cost, and improve the experimental efficiency and safety.

[0030] Figure 1 A schematic diagram of the overall structure of a 10-car diesel multiple unit (DMU) railway vehicle is provided. The DMU includes a leading car (MCG1) and a trailing car (MCG2), both of which are motor vehicles. The eight intermediate cars (T) between the leading and trailing cars are trailers. MCG1 and MCG2 are interchangeable depending on the direction of travel.

[0031] The following specifically describes the reconnection experiment process of the same-marshaling rail vehicles and the reconnection experiment process of different-marshaling rail vehicles through Example 1 and Example 2 respectively.

[0032] Example 1

[0033] In one or more embodiments, a rail vehicle reconnection test simulation connection device is disclosed, which is combined with Figure 2 Specifically, for the leading car MCG1 and the tail car MCG2 of the same train set, the microcomputer reconnection connector socket on the left side of the second end of the leading car MCG1 and the microcomputer reconnection connector socket on the left side of the second end of the tail car MCG2 are connected through a 7-core reconnection connector 1; the microcomputer reconnection connector socket on the right side of the second end of the leading car MCG1 and the microcomputer reconnection connector socket on the right side of the second end of the tail car MCG2 are connected through a 7-core reconnection connector.

[0034] In this embodiment, the second end of the leading car MCG1 or the trailing car MCG2 is the end close to the middle car. Figure 5, microcomputer reconnection connector sockets are symmetrically provided on the left and right sides of the second end of the leading car MCG1 or the trailing car MCG2, and the microcomputer reconnection connector sockets are the original sockets on the vehicle. Taking the leading car MCG1 as the vehicle and the trailing car MCG2 as the other vehicle as an example, combined with the reconnection test wiring schematic diagram of Figure 10 (a), the internal cables of the microcomputer reconnection connector sockets on the left and right sides of the leading car MCG1 are respectively connected to the PLC communication module of the vehicle, and the left and right microcomputer reconnection connector sockets are respectively connected through the 7-core reconnection connector, which can realize the connection and communication between the PLC communication module of the vehicle and the PLC communication module of the other vehicle, thereby realizing the mutual control between the leading car MCG1 and the trailing car MCG2, and then the reconnection test of the same marshaling rail vehicle can be carried out.

[0035] It should be noted that the microcomputer reconnection connector sockets on the left and right sides are the original sockets on the MCG vehicle.

[0036] Combine Figure 3 The 7-core reconnector of this embodiment includes a first plug 4, a second plug 5, and a 7-core bridge cable 6 connected between the first plug 4 and the second plug 5. The length of the bridge cable is set as needed. In this embodiment, the length of the bridge cable is 300 meters. The first plug and the second plug are respectively adapted to the microcomputer reconnector socket 8 and can be inserted into the microcomputer reconnector socket 8 to achieve a cable connection. As an example, the first plug or the second plug of this embodiment can be connected to the microcomputer reconnector socket using a matching male and female connector, or other matching plug and socket connections can be used.

[0037] Among them, the internal wiring of the 7-core reconnector is as follows Figure 4 As shown in the figure, pins ①-④ are connected to the PLC communication module cable in the microcomputer reconnector socket, and pin ⑦ is the shielded cable, which provides shielding protection for pins ①-④. Table 1 gives the line type comparison table of the 7-core reconnector.

[0038] Table 1 7-core reconnector line type comparison table

[0039] Needle size Line number Line Type ① CL01 WDZ-DC-B-ZP-H-90P 300V 6×1 ② CL02 WDZ-DC-B-ZP-H-90P 300V 6×1 ③ CL03 WDZ-DC-B-ZP-H-90P 300V 6×1 ④ CL04 WDZ-DC-B-ZP-H-90P 300V 6×1 ⑦ TCB WDZ-DC-B-ZP-H-90P 300V 6×1

[0040] In the 7-core reconnector, pins ⑤ and ⑥ are reserved for backup and are empty.

[0041] As an optional solution, a cable protective cover is provided on the outside of the 7-core bridge cable to protect the internal cables; sealing plugs are provided at the connection position between the first plug and the 7-core bridge cable, as well as at the connection position between the second plug and the 7-core bridge cable, which can play the role of filling, sealing, dustproof and shock absorption.

[0042] This embodiment realizes the PLC communication interconnection between the head car MCG1 and the tail car MCG2 of the same formation of rail vehicles through a 7-core reconnector, and simulates the connection between the intermediate cars through a 7-core reconnector of a set length. It is only necessary to lift the head car and the tail car through the gantry crane 3, eliminating the process of de-assembling, lifting and reassembling the intermediate cars, improving the experimental efficiency, saving the lifting cost, and avoiding the potential safety hazards in the lifting process.

[0043] Example 2

[0044] In one or more embodiments, a rail vehicle reconnection test simulation connection device is disclosed, specifically including: after the reconnection experiment of the same set of rail vehicles is completed, the reconnection experiment of rail vehicles of different sets is carried out; Table 2 shows the control method for the reconnection experiment of rail vehicles of different sets.

[0045] For the sake of convenience, in this embodiment, the leading vehicle of another set (the second set) of rail vehicles is represented as MCG3, and the trailing vehicle of another set (the second set) of rail vehicles is represented as MCG4.

[0046] Table 2 Control methods for reconnection test of rail vehicles with different marshaling

[0047]

[0048] At this time, it is necessary to interconnect the MCGs of different rail vehicles; based on this, combined with Figure 6 In this embodiment, the reconnection connector socket at one end of the first car MCG1 or the last car MCG2 of the first marshaling rail vehicle is connected to the reconnection connector socket at one end of the first car MCG3 of the second marshaling rail vehicle through a 16-core reconnection connector 2;

[0049] Alternatively, the reconnection connector socket at one end of the leading car MCG1 or the tail car MCG2 is connected to the reconnection connector socket at one end of the tail car MCG4 of other marshaled rail vehicles through a 16-core reconnector.

[0050] In this embodiment, combined with Figure 7 The 16-core reconnector includes a third plug 9, a fourth plug 10, and a 16-core bridge cable 11 connected between the third and fourth plugs 9, 10. The length of the bridge cable can be selected based on actual needs; in this embodiment, the bridge cable length is 100 meters. The third and fourth plugs 9, 10 are respectively compatible with the reconnector socket 12. Figure 9 A structural diagram of one terminal of the MCG vehicle is given, wherein the reconnection connector socket 12 of one terminal is the original socket on the MCG vehicle.

[0051] The reconnection connector socket of this embodiment includes a PLC communication cable, a vehicle forward and reverse command control line, and a telephone control line. Through the 16-core reconnection connector, the PLC communication modules of two docked vehicles, as well as the vehicle forward and reverse command control lines and the telephone control line can be connected. This enables PLC communication between rail vehicles of different marshalings, transmission of vehicle forward and reverse commands, and telephone interconnection, thereby realizing reconnection testing.

[0052] Figure 8 The internal wiring diagram of the 16-core reconnector is given. Combined with the wiring principle diagrams given in Figure 10(a) and Figure 10(b), pins ①, ②, ④, and ⑤ in the 16-core reconnector are connected to the PLC communication module cable in the reconnector socket, and pin ③ is connected to the shielding layer cable; pins ⑨, ⑩, The number pins should be connected to the vehicle forward and reverse command control lines in the reconnection connector socket; The number pin should be connected to the telephone control line in the reconnection connector socket. Pin No. connects to the shield layer cable, and Pin No. ⑧ and Table 3 provides a comparison table of wire types for 16-core reconnector.

[0053] Table 3 Line type comparison table of 16-core reconnector

[0054]

[0055]

[0056] As an optional solution, a cable protective cover is provided on the outside of the 16-core bridge cable to protect the internal cables; sealing plugs are provided at the connection position between the third plug and the 16-core bridge cable, as well as at the connection position between the fourth plug and the 16-core bridge cable; they can play the role of filling, sealing, dustproof and shock absorption.

[0057] Figures 10(a) and 10(b) show the specific wiring schematics for the reconnection test using 7-core and 16-core reconnectors. The vehicle's internal PLC communication module (the PLC communication module model used in this embodiment is QJ71C24N-R4) includes two data channels, CH1 and CH2. The microcomputer reconnection connector socket on the left side of the second end of the vehicle is connected to the microcomputer reconnection connector socket on the left side of the second end of the other vehicle via a 7-core reconnection connector; the microcomputer reconnection connector socket on the right side of the second end of the vehicle is connected to the microcomputer reconnection connector socket on the right side of the second end of the other vehicle via a 7-core reconnection connector. The two data channels CH1 and CH2 of the vehicle can also be connected to the communication cable of the other vehicle via a portion of the 16-core reconnection connector cable, as shown in Figure 10(a). The vehicle's forward and reverse command control lines and telephone control lines can also be connected to the corresponding cables of the other vehicle via another portion of the 16-core reconnection connector cable, enabling communication and command control between the vehicle and the other vehicle, as shown in Figure 10(b).

[0058] In this embodiment, based on the PLC communication interconnection between the head car and the tail car of the same rail vehicle set using a 7-core reconnection connector, PLC communication interconnection, forward and backward command control of the vehicle, and telephone interconnection between rail vehicles of different sets are further realized through a 16-core reconnection connector, thereby realizing the reconnection experiment of rail vehicles of different sets.

[0059] When reconnecting rail vehicles of different marshalings for static commissioning, there's no need to hoist and swap ends; simply use a 16-core reconnector to control the four vehicles. When reconnecting rail vehicles of different marshalings for dynamic commissioning, only the four vehicles need to be hoisted and swapped ends, eliminating the need for vehicle disassembly, intermediate vehicle hoisting, and reassembly. This improves test efficiency, reduces hoisting costs, and avoids potential safety hazards during the hoisting process.

[0060] Taking 10 sets of rail vehicles as experimental objects, the device of this embodiment and the traditional lifting method were used to conduct reconnection tests. Through theoretical and experimental verification, it was found that the efficiency of the reconnection test of the same set of rail vehicles of this embodiment was improved by more than 10 times, and the efficiency of the reconnection test of rail vehicles of different sets was improved by more than 5 times, because a lot of time for lifting and pulling the vehicles was saved. Figure 11 Before and after optimization, the 10-car train set saved a total of 25,200 minutes of test time and 840,000 yuan in crane costs.

[0061] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and not to limit it. Although the present invention has been described in detail with reference to the above embodiments, ordinary technicians in the relevant field should understand that the specific implementation methods of the present invention can still be modified or replaced by equivalents. Any modification or equivalent replacement that does not depart from the spirit and scope of the present invention should be included in the scope of protection of the claims of the present invention.

Claims

1. A rail vehicle reconnection test simulation connection device, characterized in that: include: For the leading car MCG1 and the trailing car MCG2 of the same marshaling, the microcomputer reconnection connector socket on the left side of the second end of the leading car MCG1 and the microcomputer reconnection connector socket on the left side of the second end of the trailing car MCG2 are connected via a 7-core reconnection connector; The microcomputer reconnection connector socket on the right side of the second end of the leading car MCG1 and the microcomputer reconnection connector socket on the right side of the second end of the trailing car MCG2 are connected through a 7-core reconnection connector.

2. A rail vehicle reconnection test simulation connection device according to claim 1, characterized in that: The 7-core reconnector includes a first plug, a second plug, and a 7-core bridge wire connected between the first plug and the second plug; the first plug and the second plug are respectively adapted to the microcomputer reconnector socket.

3. A rail vehicle reconnection test simulation connection device according to claim 2, characterized in that: The 7-core bridge line is used to interconnect the PLC communication modules of the leading car MCG1 and the trailing car MCG2.

4. A rail vehicle reconnection test simulation connection device according to claim 2 or 3, characterized in that: The 7-core bridge cable is also provided with a cable protective cover.

5. A rail vehicle reconnection test simulation connection device according to claim 2 or 3, characterized in that: Sealing plugs are provided at the connection position between the first plug and the 7-core bridge cable, and at the connection position between the second plug and the 7-core bridge cable.

6. A rail vehicle reconnection test simulation connection device according to claim 1, characterized in that: The reconnection connector socket at one end of the lead car MCG1 or the tail car MCG2 is connected to the reconnection connector socket at one end of the lead car MCG3 of other marshaling rail vehicles through a 16-core reconnection connector; Alternatively, the reconnection connector socket at one end of the leading car MCG1 or the trailing car MCG2 is connected to the reconnection connector socket at one end of the trailing car MCG4 of other marshaled rail vehicles through a 16-core reconnector.

7. A rail vehicle reconnection test simulation connection device according to claim 6, characterized in that: The 16-core reconnector includes a third plug, a fourth plug, and a 16-core bridge line connected between the third plug and the fourth plug; the third plug and the fourth plug are respectively adapted to the reconnector socket.

8. A rail vehicle reconnection test simulation connection device according to claim 6, characterized in that: The reconnection connector socket includes a PLC communication cable, a vehicle forward and backward command control line, and a telephone control line.

9. A rail vehicle reconnection test simulation connection device according to claim 7, characterized in that: The 16-core bridge cable is also provided with a cable protective cover.

10. A rail vehicle reconnection test simulation connection device according to claim 7, characterized in that: Sealing plugs are provided at the connection position between the third plug and the 16-core bridge cable, and at the connection position between the fourth plug and the 16-core bridge cable.

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