Simulation platform for key system of motor train unit

Abstract

The invention provides a simulation platform for a key system of a motor train unit. The platform comprises a first driver desk, a first electrical cabinet, a second electrical cabinet, a third electrical cabinet, a fourth electrical cabinet and a second driver desk which are sequentially connected, and a first gas circuit control valve plate and a second gas circuit control valve plate are arranged in standby cabinets behind the first driver desk and the second driver desk respectively. The first gas path control valve plate and the second gas path control valve plate are in gas path connection through a main blast pipe and a train pipe; the first gas path control valve plate is further electrically connected with the first electrical cabinet and the second electrical cabinet, and the second gas path control valve plate is further electrically connected with the third electrical cabinet and the fourth electrical cabinet. The pantograph model device is connected with the first gas path control valve plate; the vehicle speed simulation device is electrically connected with the third electrical cabinet. The basic operation process of the motor train unit can be simulated, and training, maintenance and application of key systems of the motor train unit are facilitated, so that safe and reliable operation of the motor train unit is guaranteed to the greatest extent.

Description

Technical Field

[0001] The present invention relates to the field of rail transit technology, and in particular to a simulation platform for key systems of a motor vehicle group. Background Art

[0002] With the rapid development of China's high-speed EMUs, EMUs have gradually developed into large-scale intelligent complex systems with complex structures, high technical content and high integration, which puts higher requirements on the online use of EMUs. The rapid development of EMU technology has put forward higher requirements on the technical level of EMU maintenance personnel. How to enable maintenance personnel to quickly and effectively understand and master EMU-related technologies has become an important issue in EMU operation and maintenance.

[0003] Due to the particularity of the industry, the training method for highly skilled personnel is currently basically the method of theoretical knowledge training in the early stage and on-board practice in the later stage. In the theoretical knowledge training stage, the training content is numerous and the process is boring, making it difficult for the training results to achieve the expected effect. In the later on-board practice stage, the theoretical knowledge is often out of touch with the actual state of the EMU, and the problem of not being able to correspond the early theoretical knowledge with the actual objects on site has resulted in a situation where "there is no entry point and no way to start".

[0004] Through continuous exploration and practice, we found that the training method of combining theory with practice has shown more advantages. This training concept and training method, without deviating from the general direction of theoretical training, can get rid of the boring oral teaching of "classroom style", infiltrate and transform theoretical knowledge into "visible and tangible" objects, and deepen the understanding and mastery of theoretical knowledge through on-site reproduction.

[0005] In the training of EMU theoretical knowledge and practical operation skills, how to "visualize and visualize" theoretical knowledge has become a new breakthrough in training methods. However, in the past, practical operation training could only be carried out on existing vehicles. First, it may lead to incomplete and unreliable recovery during EMU fault simulation, resulting in EMU operation failure; second, it may cause losses caused by abnormal damage to EMU parts. Therefore, it is very necessary to establish a set of EMU key system simulation platform with relatively complete functions. Summary of the invention

[0006] The embodiment of the present invention provides a EMU key system simulation platform to establish a set of EMU key system simulation platform with relatively complete functions.

[0007] In a first aspect, an embodiment of the present invention provides a key system simulation platform for an EMU, including:

[0008] A first driver's station, a second driver's station, a first electrical cabinet, a second electrical cabinet, a third electrical cabinet, a fourth electrical cabinet, a first gas circuit control valve plate, a second gas circuit control valve plate, an air compressor with an air storage cylinder, a pantograph model device, and a vehicle speed simulation device;

[0009] The first driver's station, the first electrical cabinet, the second electrical cabinet, the third electrical cabinet, the fourth electrical cabinet and the second driver's station are connected in sequence through aviation plugs and network cable plugs;

[0010] The first air circuit control valve plate is arranged in a spare cabinet behind the first driver's station, and the second air circuit control valve plate is arranged in a spare cabinet behind the second driver's station, and the first air circuit control valve plate and the second air circuit control valve plate are connected in air circuit through a main air duct and a train pipe, and the air compressor is connected to the main air duct;

[0011] The first gas circuit control valve plate is also electrically connected to the first electrical cabinet and the second electrical cabinet, and the second gas circuit control valve plate is also electrically connected to the third electrical cabinet and the fourth electrical cabinet;

[0012] The pantograph model device is connected to the first gas path control valve plate;

[0013] The vehicle speed simulation device is arranged between the second electrical cabinet and the third electrical cabinet, and is electrically connected to the third electrical cabinet.

[0014] In a possible implementation, the second electrical cabinet and the third electrical cabinet both include: a first main disconnect holding relay, a second main disconnect holding relay, and a first main disconnect activation relay;

[0015] The coil of the first main break holding relay is connected in parallel with the coil of the second main break holding relay, and one end of the parallel connection is connected to the normally open contact of the first main break activation relay, and the other end of the parallel connection is connected to the coil of the first main break activation relay;

[0016] The normally open contact of the first main break activating relay is also connected in parallel with the normally open contact of the first main break holding relay.

[0017] In a possible implementation, the second electrical cabinet and the third electrical cabinet both include: a simulated isolating switch closing contactor, a simulated isolating switch closing time relay, a simulated isolating switch opening contactor, and a simulated isolating switch opening time relay;

[0018] The coil of the simulated isolating switch closing contactor is connected in parallel with the trigger end of the simulated isolating switch closing time relay, which is recorded as a first parallel unit;

[0019] The coil of the simulated isolating switch disconnecting contactor and the trigger end of the simulated isolating switch disconnecting time relay are connected in parallel, which is recorded as a second parallel unit;

[0020] One end of the first parallel unit is connected to one end of the second parallel unit, the other end of the first parallel unit is connected to the normally closed contact of the analog isolating switch disconnecting time relay, and the other end of the second parallel unit is connected to the normally closed contact of the analog isolating switch closing time relay;

[0021] The trigger end of the simulated isolating switch closing time relay is also connected to the trigger end of the simulated isolating switch opening time relay.

[0022] In a possible implementation, the first gas circuit control valve plate and the second gas circuit control valve plate have the same structure, and the first gas circuit control valve plate includes: a double-needle pressure gauge, a pressure reducing valve, a train pipe air charging solenoid valve, a train pipe pressure sensor, a train pipe air exhaust solenoid valve, a main air duct pressure sensor, a pantograph raising solenoid valve, a two-position three-way valve, a first pressure switch, a second pressure switch, an emergency pantograph lowering exhaust valve, and a simulated air leakage valve;

[0023] The double-needle pressure gauge has one end connected to the main air duct and the other end connected to the train pipe;

[0024] The pressure reducing valve has one end connected to the main air duct, and the other end connected to one end of the train pipe air filling solenoid valve and one end of the pantograph raising solenoid valve respectively;

[0025] The train pipe air charging solenoid valve has the other end connected to the train pipe;

[0026] The train pipe pressure sensor is connected to the train pipe;

[0027] The train pipe exhaust solenoid valve has one end connected to the train pipe and the other end used for exhausting air;

[0028] The main air duct pressure sensor is arranged on the main air duct;

[0029] The pantograph raising solenoid valve has one end connected between the pressure reducing valve and the train pipe air charging solenoid valve, and the other end connected to the P port of the two-position three-way valve, and is output from the A port of the two-position three-way valve to the pantograph raising control air duct, and then to the pantograph pushing cylinder, and the R port of the two-position three-way valve is connected to the atmosphere;

[0030] The first pressure switch and the second pressure switch are installed on the pantograph raising control air duct;

[0031] The emergency pantograph lowering exhaust valve has one end connected to the pantograph raising control air duct between the pantograph raising solenoid valve and the first pressure switch, and the other end connected to the atmosphere for emergency exhaust;

[0032] The simulated air leakage valve has one end connected to the pantograph raising control air duct between the pantograph raising solenoid valve and the first pressure switch, and the other end connected to the atmosphere, for simulating air leakage.

[0033] In a possible implementation, the first electrical cabinet includes a simulated air leakage switch and a pressure switch conversion relay, the second electrical cabinet includes 21-K12 normally open contact 1, 21-K12 normally open contact 2, 21-K61 normally closed contact 1, 2K25 bow feedback relay, 2K25 normally open contact 1 and 2K25 normally open contact 2, and the third electrical cabinet includes 21-K12 normally open contact 3, 21-K12 normally open contact 4 and 21-K61 normally closed contact 2;

[0034] One end of the coil of the pantograph raising solenoid valve, one end of the coil of the emergency exhaust valve and one end of the coil of the simulated air leakage valve are all connected to the negative electrode of the DC 24V power supply;

[0035] The other end of the coil of the simulated air leakage valve is connected to one end of the simulated air leakage switch, and the other end of the simulated air leakage switch is connected to the positive electrode of the DC 24V power supply;

[0036] The other end of the coil of the pantograph raising solenoid valve is connected to one end of the 21-K12 normally open contact 1 and one end of the 21-K12 normally open contact 4 through an aviation plug, and the other end of the 21-K12 normally open contact 1 is connected to the other end of the 21-K12 normally open contact 4 through an aviation plug;

[0037] The other end of the coil of the emergency exhaust valve is connected to one end of the 21-K61 normally closed contact 1 and one end of the 21-K61 normally closed contact 2 through an aviation plug, the other end of the 21-K61 normally closed contact 1 is connected to the other end of the 21-K12 normally open contact 1 and one end of the 2K25 normally open contact 1, the other end of the 2K25 normally open contact 1 is connected to the 21-K12 normally open contact 2, and the other end of the 21-K61 normally closed contact 2 is connected to the other end of the 21-K12 normally open contact 4;

[0038] One end of the first pressure switch is connected to the positive electrode of the DC 24V power supply, and the other end of the first pressure switch is connected to the pressure switch conversion relay;

[0039] One end of the second pressure switch is connected to the positive electrode of the DC 24V power supply, and the other end of the second pressure switch is connected to the 2K25 bow-raising feedback relay;

[0040] One end of the 2K25 normally open contact 2 is connected to the third electrical cabinet through an aviation plug, and one end of the 2K25 normally open contact 2 is connected to the 21-K12 normally open contact 3 through an aviation plug.

[0041] In a possible implementation, the first electrical cabinet and the fourth electrical cabinet both include: 43-K40 normally open contact, 28-K21 normally open contact, and the first driver's console and the second driver's console both include: 28-S01 brake handle and handle emergency brake position mark relay;

[0042] One end of the coil of the train pipe exhaust solenoid valve and one end of the coil of the train pipe filling solenoid valve are both connected to the negative electrode of the DC 24V power supply;

[0043] The other end of the coil of the train pipe exhaust solenoid valve is connected to the 43-K40 normally open contact, and the other end of the coil of the train pipe filling solenoid valve is connected to the 28-K21 normally open contact;

[0044] The handle emergency brake position mark relay is connected to the 28-S01 brake handle.

[0045] In a possible implementation, the vehicle speed simulation device includes a three-phase asynchronous motor, a speed measuring gear and a speed sensor; the third electrical cabinet includes a frequency converter;

[0046] The three-phase asynchronous motor is connected to the frequency converter, the speed measuring gear is connected to the shaft end of the three-phase asynchronous motor, the speed sensor is installed around the speed measuring gear, and the gap between the speed sensor and the speed measuring gear is within a preset distance range.

[0047] In a possible implementation, the vehicle speed simulation device further includes a voltage comparator, a sampling resistor, and a 12V power supply;

[0048] The ground terminal of the speed sensor is grounded, the low level terminal of the speed sensor is connected to the positive electrode of the 12V power supply, and the high level terminal of the speed sensor is connected to the first input terminal of the voltage comparator;

[0049] The second input end of the voltage comparator is connected to the negative electrode of the 12V power supply, and the output end of the voltage comparator is used to output a pulse signal;

[0050] The two ends of the sampling resistor are connected in parallel between the first input terminal and the second input terminal of the voltage comparator.

[0051] In a possible implementation, the first electrical cabinet and the fourth electrical cabinet both include: a first voltage transmitter, a second voltage transmitter and a grid voltage simulation generator; the first driver console and the second driver console both include a DC voltmeter;

[0052] The first end of the first voltage transmitter, the first end of the second voltage transmitter and the first end of the grid voltage simulation generator are all connected to the positive pole of the DC 24V power supply;

[0053] The second end of the first voltage transmitter, the second end of the second voltage transmitter and the second end of the grid voltage simulation generator are all connected to the negative pole of the DC 24V power supply;

[0054] The third terminal of the first voltage transmitter is connected to the third terminal of the second voltage transmitter;

[0055] The fourth end of the first voltage transmitter is connected to the fourth end of the second voltage transmitter;

[0056] The fifth terminal and the sixth terminal of the first voltage transmitter, the fifth terminal and the sixth terminal of the second voltage transmitter, and the third terminal and the fourth terminal of the grid voltage simulation generator are all connected to a central control unit based on PLC;

[0057] The fifth terminal and the sixth terminal of the first voltage transmitter are also connected to the DC voltmeter.

[0058] In a possible implementation, the first electrical cabinet and the fourth electrical cabinet both include: 44-F11 circuit breaker 1, 44-F11 circuit breaker 2, analog ATP_A series delayed start relay, analog ATP_B series delayed start relay; the first driver console and the second driver console both include: ATP A / B series selection switch;

[0059] One end of the 44-F11 circuit breaker 1 is connected to the positive electrode of the DC 110V power supply, and the other end of the 44-F11 circuit breaker 1 is connected to the input end of the A / B series selection switch of the ATP;

[0060] The first output end of the ATP A / B series selection switch is connected to one end of the coil of the simulated ATP_A series delayed start relay, and the second output end of the ATP A / B series selection switch is connected to one end of the coil of the simulated ATP_B series delayed start relay;

[0061] The other end of the coil of the simulated ATP_A series delayed start relay is connected to the other end of the coil of the simulated ATP_B series delayed start relay and then connected to one end of the 44-F11 circuit breaker 2, and the other end of the 44-F11 circuit breaker 2 is connected to the negative pole of the DC 110V power supply;

[0062] The normally open contact 1 of the simulated ATP_A series delayed start relay and the normally open contact 1 of the simulated ATP_B series delayed start relay are connected in parallel as the first simulated ATP signal output terminal;

[0063] The normally open contact 2 of the analog ATP_A delayed start relay and the normally open contact 2 of the analog ATP_B delayed start relay are connected in parallel as the second analog ATP signal output terminal.

[0064] An embodiment of the present invention provides a simulation platform for key systems of an EMU, which is composed of a first driver's station, a second driver's station, a first electrical cabinet, a second electrical cabinet, a third electrical cabinet, a fourth electrical cabinet, a first air circuit control valve plate, a second air circuit control valve plate, an air compressor with an air storage cylinder, a pantograph model device and a vehicle speed simulation device. The first driver's station, the first electrical cabinet, the second electrical cabinet, the third electrical cabinet, the fourth electrical cabinet and the second driver's station are connected in sequence through aviation plugs and network cable plugs. The first air circuit control valve plate is arranged in a spare cabinet behind the first driver's station, and the second air circuit control valve plate is arranged in a spare cabinet behind the second driver's station. The first air circuit control valve plate and the second air circuit control valve plate are connected in air through a main air duct and a train duct, and the air compressor is connected to the main air duct; the first air circuit control valve plate is also electrically connected to the first electrical cabinet and the second electrical cabinet, and the second air circuit control valve plate is also electrically connected to the third electrical cabinet and the fourth electrical cabinet; the pantograph model device is connected to the first air circuit control valve plate; the vehicle speed simulation device is arranged between the second electrical cabinet and the third electrical cabinet, and is electrically connected to the third electrical cabinet. Thus, through the first driver's station, the second driver's station, the first electrical cabinet, the second electrical cabinet, the third electrical cabinet, the fourth electrical cabinet, the first gas circuit control valve plate, the second gas circuit control valve plate, the air compressor with the air storage cylinder, the pantograph model device and the speed simulation device, the main circuit breaker simulation of the EMU, the disconnector simulation, the pantograph lifting and lowering gas circuit control, the emergency brake, the ATP signal simulation, etc. can be completed, so that the basic process of the EMU from activating the battery to running can be realized, and at the same time, the typical faults that affect the driving of the operating train can be simulated, and the specific cause of the fault and the impact produced can be indicated by generating the corresponding fault code, and the fault point can be accurately found. It can also simulate the emergency handling process, and provide emergency plans quickly and accurately when the EMU has an operational fault, shorten the parking time, and guarantee the safe and reliable operation of the EMU to the greatest extent. This will meet the demand for key control system training in EMU maintenance and operation, so that employees no longer need to rely entirely on circuit diagrams when learning about EMUs. They can intuitively understand the line directions of key loops and the status of related relays, and find it easier to handle faults, thereby achieving the goal of quickly training employees and enabling them to take up their posts independently in a short period of time. BRIEF DESCRIPTION OF THE DRAWINGS

[0065] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, 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 some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative labor.

[0066] Figure 1 It is an overall structural diagram of the EMU key system simulation platform provided by an embodiment of the present invention;

[0067] Figure 2 is a schematic diagram of a first driver station or a second driver station provided by an embodiment of the present invention;

[0068] Figure 3 is a physical schematic diagram of a vehicle speed simulation device provided by an embodiment of the present invention;

[0069] Figure 4 is a schematic diagram of the structure of a main disconnection simulation circuit provided by an embodiment of the present invention;

[0070] Figure 5 is a schematic diagram of the structure of an isolating switch simulation circuit provided by an embodiment of the present invention;

[0071] Figure 6 It is a structural schematic diagram of a first gas path gas path control valve plate or a second gas path control valve plate provided in an embodiment of the present invention;

[0072] Figure 7 is a pantograph raising control diagram provided by an embodiment of the present invention;

[0073] Figure 8 is an emergency brake control logic diagram provided by an embodiment of the present invention;

[0074] Fig. 9 is an emergency brake control logic diagram provided by another embodiment of the present invention;

[0075] Fig.10 is a traction control logic diagram provided by an embodiment of the present invention;

[0076] Fig.11 is a traction control logic diagram provided by another embodiment of the present invention;

[0077] Fig.12 is a battery activation related logic diagram provided by an embodiment of the present invention;

[0078] Fig.13 It is a logic diagram of a simulated ATP system provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0079] In the following description, specific details such as specific system structures, technologies, etc. are provided for the purpose of illustration rather than limitation, so as to provide a thorough understanding of the embodiments of the present invention. However, it should be clear to those skilled in the art that the present invention may be implemented in other embodiments without these specific details. In other cases, detailed descriptions of well-known systems, devices, circuits, and methods are omitted to prevent unnecessary details from obstructing the description of the present invention.

[0080] In order to make the purpose, technical solutions and advantages of the present invention more clear, specific embodiments will be described below in conjunction with the accompanying drawings.

[0081] like Figure 1 As shown, an embodiment of the present invention provides a simulation platform for key systems of an EMU, including: a first driver's station, a second driver's station, a first electrical cabinet EC01, a second electrical cabinet TC02 / IC03, a third electrical cabinet IC06 / TC07, a fourth electrical cabinet EC08, a first gas circuit control valve plate, a second gas circuit control valve plate, an air compressor with an air storage cylinder, a pantograph model device 25, and a vehicle speed simulation device 24. In the figure, 1 can represent the first driver's station or the second driver's station, and 2 can represent any electrical cabinet from the first electrical cabinet to the fourth electrical cabinet.

[0082] Among them, the first driver station 1, the first electrical cabinet EC01, the second electrical cabinet TC02 / IC03, the third electrical cabinet IC06 / TC07, the fourth electrical cabinet EC08 and the second driver station 1 can be connected in sequence through the aviation plug 20 and the network cable plug. The aviation plug 20 can realize the control line connection between the driver station and the electrical cabinet and between the electrical cabinets, and the network cable plug can realize the communication line connection between the driver station and the electrical cabinet and between the electrical cabinets.

[0083] The first air circuit control valve plate is arranged in the spare cabinet behind the first driver's platform 1, and the second air circuit control valve plate is arranged in the spare cabinet behind the second driver's platform 1. The first air circuit control valve plate and the second air circuit control valve plate are connected to the air circuit through the main air duct and the train pipe, and the air compressor is connected to the main air duct.

[0084] The first gas circuit control valve plate is also electrically connected to the first electrical cabinet EC01 and the second electrical cabinet TC02 / IC03, and the second gas circuit control valve plate is also electrically connected to the third electrical cabinet IC06 / TC07 and the fourth electrical cabinet EC08.

[0085] The pantograph model device 25 is connected to the first gas path control valve plate.

[0086] The vehicle speed simulation device 24 is disposed between the second electrical cabinet TC02 / IC03 and the third electrical cabinet IC06 / TC07 , and is electrically connected to the third electrical cabinet IC06 / TC07 .

[0087] Among them, the EC car is the lead car, and the TC / IC car is a mixture of the main transformer car and the traction converter car. In this embodiment, the first electrical cabinet EC01, the second electrical cabinet TC02 / IC03, the third electrical cabinet IC06 / TC07, and the fourth electrical cabinet EC08 are set, and the key systems of the EMU can be set in the electrical cabinets.

[0088] For example, if the simulation platform of the key control system of CRH3 EMU is built by setting up the first electrical cabinet EC01, the second electrical cabinet TC02 / IC03, the third electrical cabinet IC06 / TC07, and the fourth electrical cabinet EC08, the electrical cabinets of the dining car and the first-class car of the CRH3 EMU can be omitted, and some of the components indispensable for building the system in the electrical cabinets of the dining car and the first-class car can be integrated in the electrical cabinets of the TC / IC car. Electrical components of different functional groups can be distributed in electrical cabinets of different carriages, and the distribution and layout of components can follow the assembly principles of the three types of EMUs. In order to form a complete train combination, the connection of each component between vehicles can be connected by the terminal block and the aviation plug on the side of the electrical cabinet.

[0089] In this embodiment, the first driver's station and the second driver's station can represent the two ends of the driver's cab. The driver's operating stations are located at the two ends of the first electrical cabinet EC01, the second electrical cabinet TC02 / IC03, the third electrical cabinet IC06 / TC07, and the fourth electrical cabinet EC08. The four electrical cabinets can represent the electrical control cabinets of the two head cars and the main transformer car and the traction converter car. The first air circuit control valve plate and the second air circuit control valve plate can simulate the control of the main air duct and the train duct, and combine with the pantograph model device to simulate the control of the pantograph raising cylinder. For ease of placement, they can be installed in the spare cabinets behind the two driver's stations. The air compressor can be used to provide a wind source for the platform. For example, Figure 3 As shown, the air compressor 23 may be disposed below the vehicle speed simulation device 24 .

[0090] Exemplarily, the driver's station (i.e., the first driver's station or the second driver's station) can be composed of an operating station, a display station, and a fault switch area. The display station can be set directly above the driver's station, the operating station can be set directly in front of the driver's station, and the fault switch area can be set on the side of the driver's station.

[0091] like Figure 2 As shown, a brake handle 6 can be provided at the lower left of the operating console 3 to realize emergency brake EB control, proportional brake control, brake relief control and train pipe air filling control, etc. An emergency brake mushroom head button 9 and an external lighting simulation switch 26 can be provided at the upper left of the operating console 3. The emergency brake mushroom head button 9 can be used to realize emergency brake control, and the external lighting simulation switch 26 is mainly used to provide a signal for the three-button reset of the EMU.

[0092] Among them, for the sake of simplification, the brake handle can be set to have a total of 7 gears, and the internal cam controls the action of 6 groups of auxiliary contacts. Different braking levels are defined according to the triggering and release status of the 6 groups of auxiliary contacts in different positions, which are fed back to the CCU controller (i.e., the PLC installed in the electrical cabinet of the head car). Proportional braking and brake relief are mainly used to provide braking information for the IC06 / TC07 vehicle traction control unit TCU, thereby controlling the traction output. The train pipe air charging control is also controlled by the PLC outputting the air charging signal to the train pipe air charging solenoid valve to energize the main air duct to charge the train pipe.

[0093] A traction handle 7 and a constant speed handle 8 can be set at the lower right of the operating console 3. The traction handle 7 is mainly used to control the traction force of the EMU and to adjust the acceleration of the EMU. The constant speed handle 8 is mainly used to set the target speed of the EMU. When the speed approaches the target speed, the acceleration value is automatically adjusted to achieve constant speed control. A pantograph operating switch 13 and a main circuit breaker operating switch 12 can be set directly above the operating console, which are mainly used to control the pantograph and the main circuit breaker. A direction switch 11 and an occupation key 10 can be set at the upper right of the operating console 3, which are mainly used to simulate the occupation of the driver's cab. An emergency shutdown button 19 can be set at the rear right of the operating console 3, which is mainly used for emergency pantograph lowering.

[0094] A DC voltmeter 15 and a double-needle wind pressure gauge 14 can be set on the left side of the display station 4, which are mainly used to display the DC voltage, total air duct pressure and train pipe pressure in real time. A speedometer 16 can be set on the right side of the display station 4, which is mainly used to display the vehicle speed in real time. The speed signal can be provided by the speed sensor of the vehicle speed simulation device. Two HMI display screens 17 can be set in the middle of the display station 4, which are mainly used to display the vehicle group information. For example, they can include the main page, maintenance interface, switch page, fan page, traction page, brake page, fault overview interface, fault operation prompt interface, fault maintenance prompt interface, tail end driver's room page, etc., and each page can be switched freely. A foot switch 18 can be set under the driver's station, which is mainly used for automatic safety device alarm simulation.

[0095] Among them, the foot switch 18 is a device unique to the Type III vehicle, also known as the anti-death device, which is set to prevent the driver from failing to discover the problem in time during the operation of the vehicle group. When in use, the central control unit CCU collects the foot pedal action signal. The software requires that the driver must operate the foot pedal once within 30 seconds during the operation of the vehicle group. Otherwise, if there is no action for 35 seconds, the maximum common brake will be automatically applied, and if there is no action for 40 seconds, the emergency brake will be automatically applied.

[0096] The fault switch area 5 on the side of the driver's station may include a battery activation and disconnection switch, a grounding key switch, a transformer gas alarm simulation switch, an emergency brake valve cut-off switch, an emergency brake loop fault switch, a parking brake loop fault switch, a bogie monitoring loop fault switch, a fire alarm loop fault switch, an automatic safety device fault switch, an ATP isolation or operation selection switch, an emergency circuit cut-off switch, an ATP A / B system selection switch, etc., and then cooperate with the second driver's station, the first electrical cabinet EC01, the second electrical cabinet TC02 / IC03, the third electrical cabinet IC06 / TC07, the fourth electrical cabinet EC08, the first air circuit control valve plate, the second air circuit control valve plate, the air compressor 23, the pantograph model device 25 and the vehicle speed simulation device 24 to realize the simulation of the key systems of the EMU.

[0097] For example, the electrical cabinet can adopt a double-layer design, and the front row can be equipped with an automatic air switch, a PLC-based central control unit or a traction control unit, an intermediate relay for output control, a fire alarm reset button and a cut-off button control box, and a control power supply. The rear row can be equipped with relays and DC power supplies, smoke detectors, and cooling fans. Aviation plugs and network cable plugs are set on both sides of the electrical cabinet for electrical and network connection with the driver's station and other electrical cabinets. The electrical cabinet door can adopt a double-door design, and a transparent plexiglass plate is set in the middle of the door leaf to facilitate observation of the internal structure.

[0098] For example, in combination with Figure 1 and Figure 3 As shown, the vehicle speed simulation device 24 is arranged between the second electrical cabinet and the third electrical cabinet, and adopts a three-phase AC asynchronous motor 35 arranged in a three-phase asynchronous motor junction box and equipped with a speed measuring gear 36, and detects its rotation speed through a speed sensor 37 to simulate the vehicle speed. The three-phase AC asynchronous motor 35 can be controlled by a frequency converter installed in the 06 vehicle simulation electrical cabinet, and the frequency converter input signal and speed sensor signal can be controlled and feedback signals can be received by the PLC (traction control unit) in the 06 vehicle simulation electrical cabinet. That is, the traction motor speed is controlled by the TCU, and the speed sensor is input through the aviation plug on the side of the IC06 / TC07 vehicle electrical cabinet, and is given to the TCU high-frequency pulse input module to record the rotation frequency of the speed measuring gear.

[0099] Exemplarily, the pantograph model device 25 can be arranged on the top of the second electrical cabinet (e.g. Figure 1 The air cylinder is used to control its lifting state. The control wind pressure signal can be sent by the air circuit control valve plate in the cabinet behind the driver's desk. The feedback signal is sent by the second electrical cabinet and transmitted to the HMI for display through the network signal.

[0100] The pantograph model device 25 is controlled by the pantograph raising solenoid valve to raise and lower the pantograph. In principle, the pantograph raising solenoid valve is installed in the 2 / 7 car, but the simulation platform has an air circuit control valve plate behind the driver's station of car 01. It mainly transmits the total air duct air pressure through the pressure reducing valve and the throttle valve to the pantograph control cylinder through the pantograph raising solenoid valve to push the pantograph to move. For the convenience of installation, the pantograph raising solenoid valve is installed inside the driver's station of car 1. The pantograph raising solenoid valve outputs the control signal from the electrical cabinet of the TC02 / IC03 car or IC06 / TC07 car. Normally, there are two sets of the same pantographs. Considering the cost, only one pantograph model device can be made, so that the pantograph model device can be controlled by the TC02 / IC03 car or IC06 / TC07 car.

[0101] In one embodiment, if Figure 4 As shown, the second electrical cabinet TC02 / IC03 and the third electrical cabinet IC06 / TC07 may include: a first main break holding relay 10-Q01.2, a second main break holding relay 10-Q01.3 and a first main break activation relay 10-Q01.1.

[0102] The coil of the first main breaker holding relay 10-Q01.2 is connected in parallel with the coil of the second main breaker holding relay 10-Q01.3, and one end of the parallel connection is connected to the normally open contact of the first main breaker activation relay 10-Q01.1, and the other end of the parallel connection is connected to the coil of the first main breaker activation relay 10-Q01.1.

[0103] The normally open contact of the first main break activating relay 10-Q01.1 is also connected in parallel with the normally open contact of the first main break holding relay 10-Q01.2.

[0104] In this embodiment, in order to simulate a real main circuit breaker, the first main circuit breaker holding relay 10-Q01.2, the second main circuit breaker holding relay 10-Q01.3 and the first main circuit breaker activation relay 10-Q01.1 are used. When the first main circuit breaker activation relay 10-Q01.1 is energized, the compressed air pushes the cylinder to make the main circuit breaker move in the direction of closing. Then the first main circuit breaker holding relay 10-Q01.2 and the second main circuit breaker holding relay 10-Q01.3 are used as holding coils. The holding coil is similar to an electromagnet. Once it is energized, it can keep the main circuit breaker closed. This activation is only a short process, just a push. At this time, it is kept closed by 10-Q01.2 and 10-Q01.3. When disconnecting, only the coil needs to be de-energized, and the electromagnet can automatically pop open once the power is off.

[0105] This embodiment adopts two holding relays 10-Q01.2 and 10-Q01.3. By connecting the coil of the first main break holding relay 10-Q01.2 in parallel with the coil of the second main break holding relay 10-Q01.3, sufficient feedback contacts can be provided to the central control unit CCU or traction control unit TCU based on PLC, thereby meeting the feedback contact requirements.

[0106] In one embodiment, if Figure 5 As shown, the second electrical cabinet TC02 / IC03 and the third electrical cabinet IC06 / TC07 may both include: a simulated isolating switch closing contactor 10-Q20.1, a simulated isolating switch closing time relay 10-T20.1, a simulated isolating switch opening contactor 10-Q20.2 and a simulated isolating switch opening time relay 10-T20.1.

[0107] The coil of the simulated isolating switch closing contactor 10-Q20.1 is connected in parallel with the trigger end of the simulated isolating switch closing time relay 10-T20.1, which is recorded as the first parallel unit.

[0108] The coil of the simulated isolating switch disconnecting contactor 10-Q20.2 and the triggering end of the simulated isolating switch disconnecting time relay 10-T20.1 are connected in parallel and recorded as the second parallel unit.

[0109] One end of the first parallel unit is connected to one end of the second parallel unit, the other end of the first parallel unit is connected to the normally closed contact of the simulated isolating switch disconnecting time relay 10-T20.1, and the other end of the second parallel unit is connected to the normally closed contact of the simulated isolating switch closing time relay 10-T20.1.

[0110] The trigger end of the simulated isolating switch closing time relay 10-T20.1 is also connected to the trigger end of the simulated isolating switch opening time relay 10-T20.1.

[0111] This embodiment realizes the simulation of the isolating switch. The actual isolating switch is closed and opened by pushing two cylinders. When the solenoid valve in the cylinder is energized, the compressed air will push the cylinder to close the isolating switch, and it will remain in the closed state after reaching the closed position. When the isolating switch needs to be disconnected, the solenoid valve is disconnected and then energized to achieve the disconnection of the isolating switch. In this process, the solenoid valve does not need to be energized all the time. However, when realizing the simulation of the key system of the EMU, it is costly to use a real isolating switch. Therefore, it is considered to use a contactor to simulate the function of the isolating switch.

[0112] like Figure 5As shown, in order to reduce costs and realize the simulation of the isolating switch, this embodiment uses 10-Q20.1 to simulate the closing of the isolating switch, and uses 10-Q20.2 to simulate the opening of the isolating switch. In addition, considering that the isolating switch is not completed instantly from closing to opening or from opening to closing, it generally takes 3 to 5 seconds to operate. When the isolating switch is simulated by closing contactor 10-Q20.1 and disconnecting contactor 10-Q20.2, the contactor is instantly closed or disconnected, resulting in the failure to achieve the effect of simulating the isolating switch. Therefore, it is considered to add a power-off delay time relay to control when the contactor is closed.

[0113] In addition, when simulating the isolating switch, since the isolating switch is powered on after closing, when using the simulated isolating switch closing contactor 10-Q20.1 to simulate the closing of the isolating switch, it is necessary to keep the contactor powered on after closing to maintain the closed state. When the simulated isolating switch is disconnected, the simulated isolating switch disconnecting contactor 10-Q20.2 should also be kept closed to ensure that the use effect of the simulated isolating switch is consistent with the actual EMU.

[0114] This embodiment simulates a real main circuit breaker and a real isolating switch, and cooperates with the battery activation switch and grounding key switch on the side of the driver's desk, so that trainees can operate according to the EMU power supply process, activate the battery switch, occupy the driver's cab, raise the pantograph to close the main circuit breaker, release the brakes, apply traction, etc., thereby realizing the basic operation process of the EMU from battery activation to EMU operation, and clearly reflecting the basic control process of the EMU. By using this platform to train EMU maintenance workers and EMU drivers, the staff can better understand the working principle of the EMU, shorten the time to learn the EMU, and thus effectively shorten the training cycle.

[0115] In one embodiment, reference Figure 6 The first air circuit control valve plate and the second air circuit control valve plate have the same structure. The first air circuit control valve plate may include: a double-needle pressure gauge, a pressure reducing valve, a train pipe air charging solenoid valve, a train pipe pressure sensor, a train pipe air exhaust solenoid valve, a main air duct pressure sensor, a pantograph raising solenoid valve, a two-position three-way valve, a first pressure switch, a second pressure switch, an emergency pantograph lowering exhaust valve and a simulated air leakage valve.

[0116] Double-needle pressure gauge, one end is connected to the main air duct and the other end is connected to the train pipe.

[0117] The pressure reducing valve has one end connected to the main air duct, and the other end connected to one end of the train pipe air filling solenoid valve and one end of the pantograph raising solenoid valve. Figure 6As shown, the other end of the pressure reducing valve can be connected to one end of the train pipe air filling solenoid valve and one end of the pantograph raising solenoid valve through a three-way connection.

[0118] The other end of the train pipe air filling solenoid valve is connected to the train pipe. Figure 6 As shown, the other end of the train pipe air charging solenoid valve can be connected to the train pipe via a throttle valve and a one-way valve.

[0119] The train pipe pressure sensor is connected to the train pipe.

[0120] The train pipe exhaust solenoid valve has one end connected to the train pipe and the other end used for exhaust.

[0121] The main air duct pressure sensor is arranged on the main air duct.

[0122] The pantograph raising solenoid valve has one end connected between the pressure reducing valve and the train pipe air filling solenoid valve, and the other end connected to the P port of the two-position three-way valve. The output is output from the A port of the two-position three-way valve to the pantograph raising control air duct and then to the pantograph pushing cylinder. The R port of the two-position three-way valve is connected to the atmosphere through the throttle valve.

[0123] The first pressure switch and the second pressure switch are installed on the pantograph raising control air duct.

[0124] The emergency pantograph lowering exhaust valve has one end connected to the pantograph raising control air duct between the pantograph raising solenoid valve and the first pressure switch, and the other end connected to the atmosphere through a throttle valve for emergency exhaust.

[0125] The simulated air leakage valve has one end connected to the pantograph raising control air duct between the pantograph raising solenoid valve and the first pressure switch, and the other end connected to the atmosphere through a throttle valve, for simulating air leakage.

[0126] like Figure 6 As shown, the air circuit control valve plate (i.e., the first air circuit control valve plate and the second air circuit control valve plate) mainly includes components such as a solenoid valve, a pressure regulating valve, a throttle valve, a pressure switch capable of setting the air pressure, and a pressure sensor, which are used to simulate the air pressure state of the main air duct and the train duct of the EMU and the air filling and exhaust action of the train duct, simulate the emergency braking state of the EMU, and also to provide air pressure to the pantograph raising and lowering cylinder to control the pantograph raising and lowering action.

[0127] The connection method between the components in the gas circuit control valve plate is shown in Figure 6, each solenoid valve, pressure sensor, and pressure switch are electrically connected. Each solenoid valve is energized and turned on by the coil, that is, when the train pipe air charging solenoid valve is energized, the train pipe air exhaust solenoid valve is de-energized to charge the train pipe, and vice versa, the train pipe is exhausted. The CCU detects that the train pipe air pressure is above 450Bar and considers that the emergency brake is relieved. The pantograph raising solenoid valve is energized, the pantograph cylinder is charged, the pantograph is raised, the pantograph raising solenoid valve is de-energized, and the two-position three-way valve R is exhausted to achieve normal pantograph lowering. The emergency exhaust solenoid valve is energized to achieve emergency pantograph lowering.

[0128] In one embodiment, in combination Figure 7 The first electrical cabinet EC01 may include an analog air leakage switch and a pressure switch conversion relay; the second electrical cabinet TC02 / IC03 may include 21-K12 normally open contact 1, 21-K12 normally open contact 2, 21-K61 normally closed contact 1, 2K25 bow feedback relay, 2K25 normally open contact 1 and 2K25 normally open contact 2; the third electrical cabinet IC06 / TC07 may include 21-K12 normally open contact 3, 21-K12 normally open contact 4 and 21-K61 normally closed contact 2.

[0129] One end of the coil of the pantograph raising solenoid valve, one end of the coil of the emergency exhaust valve and one end of the coil of the simulated air leakage valve are all connected to the negative pole of the DC 24V power supply.

[0130] The other end of the coil of the simulated air leakage valve is connected to one end of the simulated air leakage switch, and the other end of the simulated air leakage switch is connected to the positive pole of the DC 24V power supply.

[0131] The other end of the coil of the pantograph raising solenoid valve is connected to one end of the 21-K12 normally open contact 1 and one end of the 21-K12 normally open contact 4 through an aviation plug, and the other end of the 21-K12 normally open contact 1 is connected to the other end of the 21-K12 normally open contact 4 through an aviation plug.

[0132] The other end of the coil of the emergency exhaust valve is connected to one end of the 21-K61 normally closed contact 1 and one end of the 21-K61 normally closed contact 2 through an aviation plug, the other end of the 21-K61 normally closed contact 1 is connected to the other end of the 21-K12 normally open contact 1 and one end of the 2K25 normally open contact 1, the other end of the 2K25 normally open contact 1 is connected to the 21-K12 normally open contact 2, and the other end of the 21-K61 normally closed contact 2 is connected to the other end of the 21-K12 normally open contact 4.

[0133] One end of the first pressure switch is connected to the positive pole of the DC 24V power supply, and the other end of the first pressure switch is connected to the pressure switch conversion relay.

[0134] One end of the second pressure switch is connected to the positive pole of the DC 24V power supply, and the other end of the second pressure switch is connected to the 2K25 bow-lift feedback relay.

[0135] One end of the 2K25 normally open contact 2 is connected to the third electrical cabinet through an aviation plug, and one end of the 2K25 normally open contact 2 is connected to the 21-K12 normally open contact 3 through an aviation plug.

[0136] This embodiment is the electrical connection relationship of the solenoid valve in the air circuit control valve plate, mainly for the pantograph raising control part. When the pantograph model device raises or lowers the pantograph, there is a cylinder to push it. If there is wind in the cylinder, it can be lifted up. When the air is exhausted in the cylinder, it will automatically fall down by gravity. Whether there is wind in the cylinder is determined by the pantograph raising solenoid valve 21-K01. The pantograph raising solenoid valve 21-K01 raises the pantograph when it is energized, and lowers the pantograph when it loses power. The pantograph raising solenoid valve 21-K01 is connected between the negative pole of the DC 24V power supply and the second electrical cabinet TC02 / IC03 and the third electrical cabinet IC06 / TC07.

[0137] In addition, the pantograph of a real vehicle includes the pantograph air supply duct, airbag, carbon slide plate, etc. If it is hit by foreign objects, it may cause air leakage. After the air leakage, the air pressure of the pantograph air supply duct is reduced, and the inflation pressure of the airbag is reduced. This failure requires emergency pantograph lowering. In order to simulate the emergency pantograph lowering, this embodiment adds a simulated air leakage valve. Once the simulated air leakage valve is energized, it can simulate a certain position being hit or leaking.

[0138] In addition, 21-A01 (i.e. 21-A01 / 1 and 21-A01 / 2) here are two pressure switches, that is, Figure 6 There are pressure switches 1 and 2 in the figure. When the wind pressure of pressure switch 1 is greater than 2.8 Bar, that is, more than 280 atmospheres, pressure switch 1 is closed.

[0139] Then the pressure switch 1 is also fed to the pressure switch conversion relay 1K31, which means that when the wind pressure reaches 2.8Bar or above, the pressure switch conversion relay 1K31 is energized. This pressure switch conversion relay 1K31 is used in the emergency shutdown loop.

[0140] Then the pressure switch 2 is fed to the 2K25 relay of the second electrical cabinet TC02 / IC03. The 2K25 relay is a pantograph raising feedback relay, which cooperates with the normally open contact 21-K12 of car 02 or 07 to determine which pantograph is currently raised, and feeds back to the central control unit CCU based on PLC. When 21-K12 of car 02 (i.e. the second electrical cabinet TC02 / IC03) is energized and 2K25 is energized, it means that the pantograph of car 02 is raised. When 21-K12 of car 07 (i.e. the third electrical cabinet IC06 / TC07) is energized and 2K25 is energized, it means that the pantograph of car 07 is raised.

[0141] It should be noted that, under normal circumstances, both 02 and 07 cars have pantographs. Since the EMU key system simulation platform provided in this embodiment only provides a pantograph model device, this pantograph model device is needed to simulate the actions of two pantographs. Therefore, by adding 2K25 relays to cooperate with 02 / 07 car 21-K12 relays to provide different feedback signals to indicate different cars control the pantograph. And the pressure switches in this embodiment all control 24V, so the pressure switch conversion relay 1K31 is used to convert 24V to 110V control.

[0142] In one embodiment, if Figure 8 As shown, the first electrical cabinet EC01 and the fourth electrical cabinet EC08 may include: 43-K40 normally open contact, 28-K21 normally open contact, and the first driver's platform and the second driver's platform may include: 28-S01 brake handle and handle emergency brake position mark relay.

[0143] One end of the coil of the train pipe exhaust solenoid valve and one end of the coil of the train pipe filling solenoid valve are both connected to the negative pole of the DC 24V power supply.

[0144] The other end of the coil of the train pipe exhaust solenoid valve is connected to the normally open contact 43-K40, and the other end of the coil of the train pipe filling solenoid valve is connected to the normally open contact 28-K21.

[0145] The handle emergency brake position mark relay is connected to the 28-S01 brake handle.

[0146] In this embodiment, combined with Figure 8 and Fig. 9 As shown, it involves the emergency brake control part. Figure 8 In the diagram, below the 28-F19 circuit breaker is the emergency brake control part, where the 43-K40 coil at the bottom and the exhaust solenoid valve in the dotted line frame are used to execute the emergency brake command. Once the exhaust solenoid valve is energized, the train pipe will be exhausted immediately, and the emergency brake will be applied. The exhaust solenoid valve in the dotted line frame is not actually in this position, but is located on the air path control valve plate or Fig. 9 The train pipe exhaust solenoid valve in the train pipe. Emergency braking is when there is no wind in the train pipe. The elastic force of the energy storage spring will apply the maximum braking force to all brake pads. This is emergency braking. Therefore, some feedback from 43-K40 is involved to collect whether it is in an emergency braking state. In the braking state, 43-K40 is powered and N05 exhausts air. In the relief state, Figure 8 The 28-K21 on the middle right is the air charging solenoid valve, which is also used here. Fig. 9 The train pipe air charging solenoid valve is used to charge the train pipe with air. After 28-K21 is energized, the normally open contact controls the air charging solenoid valve to be energized to charge the train pipe with air. When the train pipe reaches above 4.5Bar, the emergency braking can be relieved.

[0147] Figure 8 The 43-K13 in the figure is the emergency brake bypass relay. When a fault occurs in the emergency brake loop, the emergency brake loop can be bypassed by closing the 43-K13 relay.

[0148] and Fig. 9 The train pipe exhaust solenoid valve and train pipe filling solenoid valve were connected to a DC 24V power supply to meet the system simulation.

[0149] In addition, the handle emergency brake position mark relay is set to connect with the 28-S01 brake handle in order to use the simulated brake handle to realize the brake handle function of the actual EMU. When the simulated brake handle is in different positions, different contacts are in action. There are a total of 6 groups of contacts to feedback the brake level of the vehicle. When the brake handle of the actual EMU is pulled to the emergency brake position, only one group of contacts is in action on the vehicle, which cannot be realized by the simulated brake handle. Therefore, a 1K30 handle emergency brake position mark relay is added. When the handle is pulled to the S6 position, which represents the EB position, 1K30 is energized to convert it.

[0150] This embodiment can simulate the emergency braking failure to alleviate the fault by simulating the circuit breaker of the emergency braking loop-related lines, thereby providing a state simulation of the EMU when the emergency braking failure to alleviate the fault occurs. According to the corresponding fault code and operation prompt information, by correctly cutting off the corresponding loop fault switch or the strong suction related relay, the emergency handling drill of the EMU emergency braking failure to alleviate the fault can be realized, providing data support for the emergency command of the EMU.

[0151] In one embodiment, in combination Fig.10 As shown, the vehicle speed simulation device may include a three-phase asynchronous motor, a speed measuring gear and a speed sensor; the third electrical cabinet IC06 / TC07 is installed with a frequency converter.

[0152] The three-phase asynchronous motor is connected to the frequency converter, the speed measuring gear is connected to the shaft end of the three-phase asynchronous motor, the speed sensor is installed around the speed measuring gear, and the gap between the speed sensor and the speed measuring gear is within a preset distance range. For example, the preset distance range may be 0.4-1.4 mm.

[0153] In this embodiment, the traction control of the EMU is simulated by the traction handle, the positioning handle, the three-phase asynchronous motor, the speed measuring gear and the speed sensor. Among them, the traction handle and the positioning handle are essentially an angle-controlled potentiometer. When the handle is pushed to different angles, different output voltages correspond. Then, the traction converter is simulated by the frequency converter, and the three-phase asynchronous motor simulates the traction motor. The frequency converter is a small frequency converter that inputs a single-phase 220v / 50HZ AC power supply and outputs a three-phase AC power supply. The motor speed is changed by adjusting the output frequency of the frequency converter, and the actual vehicle running speed is fed back according to the motor speed. For example, the maximum output frequency of the frequency converter is 50HZ, and it can be adjusted arbitrarily between 0-50HZ. The output frequency of the frequency converter can be changed by an angle given by the traction handle, thereby changing the output speed of the traction motor. Through the adjustment of this 0 to 50Hz output frequency, the corresponding actual vehicle speed of the EMU is defined as 0 kilometers to 380 kilometers per hour. The actual acceleration and deceleration cannot be simulated because the vehicle may be carrying passengers or not, or the track may be straight, uphill or downhill, which are all different. Therefore, the acceleration frequency is changed according to the approximate acceleration for simulation. For example, if the traction handle gives 50% traction and the traction handle gives 100% traction, the acceleration time required to accelerate the vehicle from 0KM / H to 100KM / H will increase by 1 times.

[0154] Fig.10 41-P04 is the speedometer on the driver's console, which is used to display the current vehicle speed. The input signal of the speedometer comes from the speed measuring gear and speed sensor on the shaft end of the traction motor. The digital signal from the speed sensor is converted from digital to analog, and then transmitted to the speedometer on the driver's console through the aviation plug.

[0155] In one embodiment, if Fig.11 As shown, the vehicle speed simulation device of the EMU key system simulation platform can also include a voltage comparator, a sampling resistor, and a 12V power supply, which are installed in the third electrical cabinet.

[0156] Among them, the ground terminal PE of the speed sensor 28-B01 is grounded, the low level terminal GL1- of the speed sensor is connected to the positive electrode V+ of the 12V power supply, and the high level terminal GL1+ of the speed sensor is connected to the first input terminal of the voltage comparator.

[0157] The second input terminal of the voltage comparator is connected to the negative electrode V- of the 12V power supply, a sampling resistor is connected in parallel between the first input terminal and the second input terminal of the voltage comparator, and the output terminal of the voltage comparator is used to output a pulse signal.

[0158] This embodiment illustrates the working principle of the speed sensor: the speed sensor adopts a Hall sensor and is powered by a DC 12V power supply. As the speed measuring gear rotates, different current signals will be induced in the sensor circuit. The sampling resistor is connected in series in the sensor circuit, and different voltage signals can be generated on the sampling resistor. In this embodiment, the sampling resistor selects a standard resistor of 680 ohms, which can generate two different voltage values ​​of 3V or 7V on the resistor. Then a voltage comparator is used to collect the voltage signal from the resistor. The reference voltage of the voltage comparator is set to 5V. The sampling voltage is lower than 5V and output as a low level, and higher than 5V and output as a high level. When the speed measuring gear rotates, a pulse signal will be output at the output end of the voltage comparator. The output signal is transmitted to the traction control unit TCU, and the TCU calculates the actual vehicle speed based on the frequency of the pulse.

[0159] In one embodiment, if Fig.12 As shown, the first electrical cabinet EC01 and the fourth electrical cabinet EC08 may include: a first voltage transmitter, a second voltage transmitter and a grid voltage simulation generator; the first driver's desk and the second driver's desk both include a DC voltmeter.

[0160] The first end of the first voltage transmitter, the first end of the second voltage transmitter and the first end of the grid voltage simulation generator are all connected to the positive pole of the DC 24V power supply.

[0161] The second end of the first voltage transmitter, the second end of the second voltage transmitter and the second end of the grid voltage simulation generator are all connected to the negative pole of the DC 24V power supply.

[0162] The third terminal of the first voltage transmitter is connected to the third terminal of the second voltage transmitter.

[0163] The fourth terminal of the first voltage transmitter is connected to the fourth terminal of the second voltage transmitter.

[0164] The fifth terminal and the sixth terminal of the first voltage transmitter, the fifth terminal and the sixth terminal of the second voltage transmitter, and the third terminal and the fourth terminal of the grid voltage simulation generator are all connected to the central control unit based on PLC.

[0165] The fifth terminal and the sixth terminal of the first voltage transmitter are also connected to the DC voltmeter.

[0166] In this embodiment, considering that when building a simulation platform for the key systems of the EMU, the PLC module of the central control unit or the traction control unit, as well as the DC voltmeter used to display the voltage, cannot directly use the 110V power supply on the vehicle, therefore, it is connected to a DC 24V power supply through a voltage transmitter, and then given to a DC voltmeter, and the voltage of 0 to 110V is correspondingly changed to 0 to 24V through the voltage transmitter, so as to achieve the purpose of displaying the voltage size through the DC voltmeter.

[0167] The purpose of setting up a grid voltage simulation generator is to simulate abnormal grid voltage conditions, so as to obtain the corresponding fault code and observe the corresponding fault phenomenon. The grid voltage simulation generator here actually takes 24V DC, and then there are actually two high-precision potentiometers (RP2, RP1) in the grid voltage simulation generator. By adjusting its position, the output voltage can be different. For example, 20V is defined to correspond to the normal 27.5KV grid voltage. By adjusting the position of the potentiometer, the simulated contact network voltage value can be adjusted to the range of 0-32KV. The central control unit CCU detects different grid voltage signals, which can be used to simulate the abnormal grid voltage signal fault when the EMU is running, and generate corresponding fault phenomena and fault codes.

[0168] Exemplarily, in combination with the present embodiment, high-voltage traction faults can be simulated by removing relevant relay connections (such as main circuit breaker feedback lines, etc.), cutting off high-voltage equipment from the HMI (such as cutting off traction inverters), and adjusting the grid voltage simulation generator (such as simulating a contact network voltage that is too high or too low). This can provide a state simulation of the EMU when a high-voltage traction fault occurs. According to the corresponding fault code and operating prompt information, by correctly cutting off the faulty components, emergency handling drills for EMU high-voltage traction component failures can be implemented, providing data support for EMU emergency command.

[0169] In one embodiment, if Fig.13 As shown, the first electrical cabinet EC01 and the fourth electrical cabinet EC08 may include: 44-F11 circuit breaker 1, 44-F11 circuit breaker 2, simulated ATP_A series delayed start relay, simulated ATP_B series delayed start relay; the first driver's desk and the second driver's desk may include: ATP A / B series selection switch.

[0170] One end of the 44-F11 circuit breaker 1 is connected to the positive pole of the DC 110V power supply, and the other end of the 44-F11 circuit breaker 1 is connected to the input end of the A / B series selection switch of the ATP.

[0171] The first output end of the ATP A / B series selection switch is connected to one end of the coil of the simulated ATP_A series delayed start relay, and the second output end of the ATP A / B series selection switch is connected to one end of the coil of the simulated ATP_B series delayed start relay.

[0172] The other end of the coil of the simulated ATP_A series delayed start relay is connected to the other end of the coil of the simulated ATP_B series delayed start relay, and then connected to one end of the 44-F11 circuit breaker 2. The other end of the 44-F11 circuit breaker 2 is connected to the negative pole of the DC 110V power supply.

[0173] The normally open contact 1 of the analog ATP_A series delayed start relay and the normally open contact 1 of the analog ATP_B series delayed start relay are connected in parallel and serve as the first analog ATP signal output terminal.

[0174] The normally open contact 2 of the analog ATP_A series delayed start relay and the normally open contact 2 of the analog ATP_B series delayed start relay are connected in parallel to serve as the second analog ATP signal output terminal.

[0175] The Automatic Train Protection (ATP) system is used for overspeed protection or train speed supervision. It is a device that ensures driving safety, prevents trains from entering the section occupied by the train ahead, and prevents overspeeding, and realizes safe interval protection and overspeed protection for train operation. The ATP subsystem detects the train position and transmits ATP information (target speed information or target distance information) to the train. The train receives the ATP information and automatically controls the speed to ensure that the train runs safely within the target distance without exceeding the target speed. The ATP system mainly has the following functions: train positioning, speed and distance measurement, ATP supervision function, overspeed protection, stop point protection, train interval control, platform screen door control, emergency stop, giving departure orders, train reverse control, and stable stop supervision. When building a simulation platform for key systems of EMUs, there is no corresponding on-board equipment, and in the emergency brake control loop, the ATP signal is indispensable, so it is considered to give the required ATP signal through simulation.

[0176] For example, the train brake request control part generally requires an ATP signal. In this embodiment, the required ATP signal is provided by simulating the ATP_A series delayed start relay or the ATP_B series delayed start relay. For example, by turning the ATP A / B series selection switch on the side of the driver's console, it can be selected whether the ATP_A series delayed start relay provides the ATP signal or the ATP_B series delayed start relay provides the ATP signal.

[0177] like Fig.13 As shown, since the ATP signal is not under the jurisdiction of the vehicle port, in order to save the platform manufacturing cost, this embodiment uses a time relay to simulate how long it takes for the required ATP signal to fully start the machine after normal power supply, for example, how long it takes to send a relief signal under normal conditions, so as to give a corresponding signal through a time relay. Then, the fault simulation of some abnormal ATP signals is completed.

[0178] Optionally, this embodiment can also provide a state simulation of the EMU when a fire alarm failure occurs. According to the corresponding fault code and operation prompt information, by correctly cutting off the single-car fire alarm fault switch or the whole-train fire alarm loop fault switch, an emergency handling drill for fire alarm failures in various parts of the EMU can be implemented to provide data support for the emergency command of the EMU. For example, a fire alarm can be simulated by generating smoke (such as smoking) at the smoke probe.

[0179] This embodiment can also provide hardware fault simulations such as pantograph failure to raise, main circuit breaker failure to close, emergency brake failure to release, fire alarm, DC power supply grounding, etc., to test the theoretical knowledge and skill level of maintenance staff, which can be used as the assessment standard for EMU maintenance staff before taking up their posts.

[0180] The embodiment of the present invention is composed of a first driver's station, a second driver's station, a first electrical cabinet, a second electrical cabinet, a third electrical cabinet, a fourth electrical cabinet, a first air circuit control valve plate, a second air circuit control valve plate, an air compressor with an air storage cylinder, a pantograph model device and a vehicle speed simulation device. The first driver's station, the first electrical cabinet, the second electrical cabinet, the third electrical cabinet, the fourth electrical cabinet and the second driver's station are connected in sequence through an aviation plug and a network cable plug. The first air circuit control valve plate is arranged in a spare cabinet behind the first driver's station, and the second air circuit control valve plate is arranged in a spare cabinet behind the second driver's station. The first air circuit control valve plate and the second air circuit control valve plate are connected in air through a main air duct and a train duct, and the air compressor is connected to the main air duct; the first air circuit control valve plate is also electrically connected to the first electrical cabinet and the second electrical cabinet, and the second air circuit control valve plate is also electrically connected to the third electrical cabinet and the fourth electrical cabinet; the pantograph model device is connected to the first air circuit control valve plate; the vehicle speed simulation device is arranged between the second electrical cabinet and the third electrical cabinet, and is electrically connected to the third electrical cabinet. Thus, through the first driver's station, the second driver's station, the first electrical cabinet, the second electrical cabinet, the third electrical cabinet, the fourth electrical cabinet, the first gas circuit control valve plate, the second gas circuit control valve plate, the air compressor with the air storage cylinder, the pantograph model device and the speed simulation device, the main circuit breaker simulation of the EMU, the disconnector simulation, the pantograph lifting and lowering gas circuit control, the emergency brake, the ATP signal simulation, etc. can be completed, so that the basic process of the EMU from activating the battery to running can be realized, and at the same time, the typical faults that affect the driving of the operating train can be simulated, and the specific cause of the fault and the impact produced can be indicated by generating the corresponding fault code, and the fault point can be accurately found. It can also simulate the emergency handling process, and provide emergency plans quickly and accurately when the EMU has an operational fault, shorten the parking time, and guarantee the safe and reliable operation of the EMU to the greatest extent. This will meet the demand for key control system training in EMU maintenance and operation, so that employees no longer need to rely entirely on circuit diagrams when learning about EMUs. They can intuitively understand the line directions of key loops and the status of related relays, and find it easier to handle faults, thereby achieving the goal of quickly training employees and enabling them to take up their posts independently in a short period of time.

[0181] In the above embodiments, the description of each embodiment has its own emphasis. For parts that are not described or recorded in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0182] The above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit the same. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that the technical solutions described in the aforementioned embodiments may still be modified, or some of the technical features may be replaced by equivalents. Such modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present invention, and should all be included in the protection scope of the present invention.

Claims

1. A simulation platform for key systems of EMU, characterized in that: include: A first driver's station, a second driver's station, a first electrical cabinet, a second electrical cabinet, a third electrical cabinet, a fourth electrical cabinet, a first gas circuit control valve plate, a second gas circuit control valve plate, an air compressor with an air storage cylinder, a pantograph model device, and a vehicle speed simulation device; The first driver's station, the first electrical cabinet, the second electrical cabinet, the third electrical cabinet, the fourth electrical cabinet and the second driver's station are connected in sequence through aviation plugs and network cable plugs; The first air circuit control valve plate is arranged in a spare cabinet behind the first driver's station, and the second air circuit control valve plate is arranged in a spare cabinet behind the second driver's station, and the first air circuit control valve plate and the second air circuit control valve plate are connected in air circuit through a main air duct and a train pipe, and the air compressor is connected to the main air duct; The first gas circuit control valve plate is also electrically connected to the first electrical cabinet and the second electrical cabinet, and the second gas circuit control valve plate is also electrically connected to the third electrical cabinet and the fourth electrical cabinet; The pantograph model device is connected to the first gas path control valve plate; The vehicle speed simulation device is arranged between the second electrical cabinet and the third electrical cabinet, and is electrically connected to the third electrical cabinet.

2. The EMU key system simulation platform according to claim 1 is characterized in that: The second electrical cabinet and the third electrical cabinet both include: a first main disconnect holding relay, a second main disconnect holding relay and a first main disconnect activation relay; The coil of the first main break holding relay is connected in parallel with the coil of the second main break holding relay, and one end of the parallel connection is connected to the normally open contact of the first main break activation relay, and the other end of the parallel connection is connected to the coil of the first main break activation relay; The normally open contact of the first main break activating relay is also connected in parallel with the normally open contact of the first main break holding relay.

3. The EMU key system simulation platform according to claim 1 is characterized in that: The second electrical cabinet and the third electrical cabinet both include: a simulated isolating switch closing contactor, a simulated isolating switch closing time relay, a simulated isolating switch opening contactor and a simulated isolating switch opening time relay; The coil of the simulated isolating switch closing contactor is connected in parallel with the trigger end of the simulated isolating switch closing time relay, which is recorded as a first parallel unit; The coil of the simulated isolating switch disconnecting contactor and the trigger end of the simulated isolating switch disconnecting time relay are connected in parallel, which is recorded as a second parallel unit; One end of the first parallel unit is connected to one end of the second parallel unit, the other end of the first parallel unit is connected to the normally closed contact of the analog isolating switch disconnecting time relay, and the other end of the second parallel unit is connected to the normally closed contact of the analog isolating switch closing time relay; The trigger end of the simulated isolating switch closing time relay is also connected to the trigger end of the simulated isolating switch opening time relay.

4. The EMU key system simulation platform according to claim 1 is characterized in that: The first gas circuit control valve plate and the second gas circuit control valve plate have the same structure, and the first gas circuit control valve plate includes: a double-needle pressure gauge, a pressure reducing valve, a train pipe air charging solenoid valve, a train pipe pressure sensor, a train pipe air exhaust solenoid valve, a main air duct pressure sensor, a pantograph raising solenoid valve, a two-position three-way valve, a first pressure switch, a second pressure switch, an emergency pantograph lowering exhaust valve and a simulated air leakage valve; The double-needle pressure gauge has one end connected to the main air duct and the other end connected to the train pipe; The pressure reducing valve has one end connected to the main air duct, and the other end connected to one end of the train pipe air filling solenoid valve and one end of the pantograph raising solenoid valve respectively; The train pipe air charging solenoid valve has the other end connected to the train pipe; The train pipe pressure sensor is connected to the train pipe; The train pipe exhaust solenoid valve has one end connected to the train pipe and the other end used for exhausting air; The main air duct pressure sensor is arranged on the main air duct; The pantograph raising solenoid valve has one end connected between the pressure reducing valve and the train pipe air charging solenoid valve, and the other end connected to the P port of the two-position three-way valve, and is output from the A port of the two-position three-way valve to the pantograph raising control air duct, and then to the pantograph pushing cylinder, and the R port of the two-position three-way valve is connected to the atmosphere; The first pressure switch and the second pressure switch are installed on the pantograph raising control air duct; The emergency pantograph lowering exhaust valve has one end connected to the pantograph raising control air duct between the pantograph raising solenoid valve and the first pressure switch, and the other end connected to the atmosphere for emergency exhaust; The simulated air leakage valve has one end connected to the pantograph raising control air duct between the pantograph raising solenoid valve and the first pressure switch, and the other end connected to the atmosphere, for simulating air leakage.

5. The EMU key system simulation platform according to claim 4 is characterized in that: The first electrical cabinet includes a simulated air leakage switch and a pressure switch conversion relay, the second electrical cabinet includes 21-K12 normally open contact 1, 21-K12 normally open contact 2, 21-K61 normally closed contact 1, 2K25 bow feedback relay, 2K25 normally open contact 1 and 2K25 normally open contact 2, and the third electrical cabinet includes 21-K12 normally open contact 3, 21-K12 normally open contact 4 and 21-K61 normally closed contact 2; One end of the coil of the pantograph raising solenoid valve, one end of the coil of the emergency pantograph lowering exhaust valve and one end of the coil of the simulated air leakage valve are all connected to the negative electrode of the DC 24V power supply; The other end of the coil of the simulated air leakage valve is connected to one end of the simulated air leakage switch, and the other end of the simulated air leakage switch is connected to the positive electrode of the DC 24V power supply; The other end of the coil of the pantograph raising solenoid valve is connected to one end of the 21-K12 normally open contact 1 and one end of the 21-K12 normally open contact 4 through an aviation plug, and the other end of the 21-K12 normally open contact 1 is connected to the other end of the 21-K12 normally open contact 4 through an aviation plug; The other end of the coil of the emergency exhaust valve is connected to one end of the 21-K61 normally closed contact 1 and one end of the 21-K61 normally closed contact 2 through an aviation plug, the other end of the 21-K61 normally closed contact 1 is connected to the other end of the 21-K12 normally open contact 1 and one end of the 2K25 normally open contact 1, the other end of the 2K25 normally open contact 1 is connected to the 21-K12 normally open contact 2, and the other end of the 21-K61 normally closed contact 2 is connected to the other end of the 21-K12 normally open contact 4; One end of the first pressure switch is connected to the positive electrode of the DC 24V power supply, and the other end of the first pressure switch is connected to the pressure switch conversion relay; One end of the second pressure switch is connected to the positive electrode of the DC 24V power supply, and the other end of the second pressure switch is connected to the 2K25 bow-raising feedback relay; One end of the 2K25 normally open contact 2 is connected to the third electrical cabinet through an aviation plug, and one end of the 2K25 normally open contact 2 is connected to the 21-K12 normally open contact 3 through an aviation plug.

6. The EMU key system simulation platform according to claim 4 is characterized in that: The first electrical cabinet and the fourth electrical cabinet both include: 43-K40 normally open contact, 28-K21 normally open contact, the first driver's desk and the second driver's desk both include: 28-S01 brake handle and handle emergency brake position mark relay; One end of the coil of the train pipe exhaust solenoid valve and one end of the coil of the train pipe filling solenoid valve are both connected to the negative electrode of the DC 24V power supply; The other end of the coil of the train pipe exhaust solenoid valve is connected to the 43-K40 normally open contact, and the other end of the coil of the train pipe filling solenoid valve is connected to the 28-K21 normally open contact; The handle emergency brake position mark relay is connected to the 28-S01 brake handle.

7. The EMU key system simulation platform according to claim 1 is characterized in that: The vehicle speed simulation device includes a three-phase asynchronous motor, a speed measuring gear and a speed sensor; the third electrical cabinet includes a frequency converter; The three-phase asynchronous motor is connected to the frequency converter, the speed measuring gear is connected to the shaft end of the three-phase asynchronous motor, the speed sensor is installed around the speed measuring gear, and the gap between the speed sensor and the speed measuring gear is within a preset distance range.

8. The EMU key system simulation platform according to claim 7 is characterized in that: The vehicle speed simulation device also includes a voltage comparator, a sampling resistor, and a 12V power supply; The ground terminal of the speed sensor is grounded, the low level terminal of the speed sensor is connected to the positive electrode of the 12V power supply, and the high level terminal of the speed sensor is connected to the first input terminal of the voltage comparator; The second input end of the voltage comparator is connected to the negative electrode of the 12V power supply, and the output end of the voltage comparator is used to output a pulse signal; The two ends of the sampling resistor are connected in parallel between the first input terminal and the second input terminal of the voltage comparator.

9. The EMU key system simulation platform according to claim 1, characterized in that: The first electrical cabinet and the fourth electrical cabinet both include: a first voltage transmitter, a second voltage transmitter and a grid voltage simulation generator; the first driver's desk and the second driver's desk both include a DC voltmeter; The first end of the first voltage transmitter, the first end of the second voltage transmitter and the first end of the grid voltage simulation generator are all connected to the positive pole of the DC 24V power supply; The second end of the first voltage transmitter, the second end of the second voltage transmitter and the second end of the grid voltage simulation generator are all connected to the negative pole of the DC 24V power supply; The third terminal of the first voltage transmitter is connected to the third terminal of the second voltage transmitter; The fourth end of the first voltage transmitter is connected to the fourth end of the second voltage transmitter; The fifth terminal and the sixth terminal of the first voltage transmitter, the fifth terminal and the sixth terminal of the second voltage transmitter, and the third terminal and the fourth terminal of the grid voltage simulation generator are all connected to a central control unit based on PLC; The fifth terminal and the sixth terminal of the first voltage transmitter are also connected to the DC voltmeter.

10. The EMU key system simulation platform according to claim 1, characterized in that: The first electrical cabinet and the fourth electrical cabinet both include: 44-F11 circuit breaker 1, 44-F11 circuit breaker 2, analog ATP_A series delayed start relay, analog ATP_B series delayed start relay; the first driver console and the second driver console both include: ATP A / B series selection switch; One end of the 44-F11 circuit breaker 1 is connected to the positive electrode of the DC 110V power supply, and the other end of the 44-F11 circuit breaker 1 is connected to the input end of the A / B series selection switch of the ATP; The first output end of the ATP A / B series selection switch is connected to one end of the coil of the simulated ATP_A series delayed start relay, and the second output end of the ATP A / B series selection switch is connected to one end of the coil of the simulated ATP_B series delayed start relay; The other end of the coil of the simulated ATP_A series delayed start relay is connected to the other end of the coil of the simulated ATP_B series delayed start relay and then connected to one end of the 44-F11 circuit breaker 2, and the other end of the 44-F11 circuit breaker 2 is connected to the negative pole of the DC 110V power supply; The normally open contact 1 of the simulated ATP_A series delayed start relay and the normally open contact 1 of the simulated ATP_B series delayed start relay are connected in parallel as the first simulated ATP signal output terminal; The normally open contact 2 of the analog ATP_A delayed start relay and the normally open contact 2 of the analog ATP_B delayed start relay are connected in parallel as the second analog ATP signal output terminal.

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