Train activation control circuit

Abstract

The invention discloses a train activation control circuit. Relates to the field of motor cars, and solves the problem that vehicle door state monitoring cannot be realized under the condition of no driver occupation. The activation occupation relay or the disconnection activation relay is switched and controlled through the mechanical control switch to be powered on; and the train control center determines the closing state of the train door by monitoring the power-on state of the passenger room side door state relays of the two trains subjected to external reconnection. By means of the train activation occupation relays, after the train is powered on, only one end of the train activation occupation relay of the whole train is powered on, and the train activation occupation relay is not affected by reactivation of other operation ends any more; whether the train door is completely closed or not is judged by monitoring the state of the passenger room side door state relay, real-time monitoring of the train door state is achieved, in addition, external reconnection of a train line is achieved through the reconnection coupler, the train door state can be managed in a unified mode when the train runs in a reconnection mode, and the safety of train running is further enhanced.

Description

Technical Field

[0001] The present application relates to the field of electric vehicles, and in particular to a train activation control circuit. Background Art

[0002] In the prior art, the train activation control circuit is the basis of the entire train electrical control and is responsible for the important task of powering on the train. Before the train is reconnected, the trains to be reconnected are independent vehicles, so the train activation is performed independently. After the train is reconnected, since the original trains are powered on separately and cannot be controlled uniformly, all reconnected trains can only be activated / deactivated separately.

[0003] When the train is in the process of changing ends and there is no driver in the entire train, the door status circuit will not be able to correctly feedback the status of the train doors, which in some cases will affect the driver's judgment and the normal operation of the vehicle.

[0004] It can be seen that how to monitor the door status when there is no driver in the vehicle is a technical problem that needs to be solved urgently by people in this field. Summary of the invention

[0005] The purpose of this application is to provide a train activation control circuit to solve the problem that door status monitoring cannot be achieved when there is no driver in possession.

[0006] In order to solve the above technical problems, the present application provides a train activation control circuit, including: a mechanical control switch, an activation occupation relay, an activation disconnection relay, and a passenger compartment side door status relay arranged in the driver's cab at both ends of the train; a first passenger compartment side door status train line and a second passenger compartment side door status train line; the first passenger compartment side door status train line and the second passenger compartment side door status train line are externally reconnected through a reconnecting coupler; the mechanical control switch switches to control the activation occupation relay or the activation disconnection relay to be energized;

[0007] In the driver's cab at one end of the train, the DC positive bus is connected to the first end of the first normally open contact of the activation occupation relay, the second end of the first normally open contact of the activation occupation relay is connected to the first end of the first normally closed contact of the activation occupation relay and connected to the first passenger compartment side door status train line, the second end of the first normally closed contact of the activation occupation relay is connected to the second passenger compartment side door status train line and connected to the DC negative bus through the passenger compartment side door status relay, the second end of the first normally open contact of the activation occupation relay is connected to the side door status switch of the first carriage, all the side door status switches are connected in series on the first passenger compartment side door status train line and are symmetrically arranged in the driver's cab at the other end;

[0008] The train control center determines the door closing state by monitoring the energized state of the passenger compartment side door state relays of the two externally coupled trains.

[0009] As an optional solution, the above train activation control circuit further includes: an activation relay, a coupling relay; a disconnection activation train line running through the entire train; the mechanical control switch includes a disconnection activation switch and an activation switch;

[0010] The fixed end of the disconnect activation switch, the fixed end of the activation switch, and the first end of the normally open contact of the activation relay are connected to the DC positive bus, the second end of the normally open contact of the activation relay is connected to the moving end of the activation switch, the moving end of the activation switch and the normally closed contact of the disconnect activation relay, the first normally closed contact of the linkage relay, the normally closed contact of the activation relay, and the coil of the activation occupation relay are connected in series to the DC negative bus in sequence; the third normally open contact of the activation occupation relay is connected in parallel with the normally closed contact of the activation relay; the moving end of the disconnect activation switch is connected to the disconnect activation train line, and the disconnect activation train line is connected to the DC negative bus through the coil of the disconnect activation relay.

[0011] As an optional solution, the above train activation control circuit further includes: a first activation train line and a second activation train line running through the entire train;

[0012] In the driver's cab at one end of the train, the DC positive bus is connected to the first end of the fourth normally open contact of the activation occupancy relay, the second end of the fourth normally open contact of the activation occupancy relay is connected to the first end of the second normally closed contact of the activation occupancy relay and connected to the first activation train line; the second end of the second normally closed contact of the activation occupancy relay is connected to the DC negative bus through the activation relay and connected to the second activation train line; and are symmetrically arranged in the driver's cab at the other end.

[0013] As an optional solution, the above train activation control circuit further includes: a direction relay and a zero speed relay;

[0014] The disconnection activation train line is connected in series to the coil of the disconnection activation relay through the first normally closed contact of the directional relay and the first normally open contact of the zero-speed relay.

[0015] As an optional solution, the above train activation control circuit further includes: an emergency activation mechanical control switch, a low voltage detection relay, a first undervoltage detection relay, a second undervoltage detection relay, and a power failure delay relay;

[0016] The DC positive bus is connected in series to the first end of the low voltage detection relay coil through the second normally closed contact of the directional relay and the second normally open contact of the zero speed relay, the second end of the low voltage detection relay coil is connected to the moving end of the emergency activation mechanical control switch, the fixed end of the emergency activation mechanical control switch is connected to the DC negative bus through the normally closed contact of the power failure delay relay, and the second end of the low voltage detection relay coil is connected to the DC negative bus through the normally closed contact of the second undervoltage detection relay;

[0017] The first end of the normally open contact of the low-voltage detection relay is connected to the DC positive bus, and the second end is connected to the disconnect activation train line; the positive pole of the coil of the first undervoltage detection relay and the positive pole of the coil of the second undervoltage detection relay are connected to the DC positive bus, and the negative pole of the coil of the first undervoltage detection relay and the negative pole of the coil of the second undervoltage detection relay are connected to the DC negative bus;

[0018] The first end of the normally open contact of the first undervoltage detection relay is connected to the DC positive bus, the second end of the normally open contact of the first undervoltage detection relay is connected to the positive pole of the coil of the power-off delay relay, and the negative pole of the coil of the power-off delay relay is connected to the DC negative bus.

[0019] As an optional solution, in the above train activation control circuit, the normal working state of the emergency activation mechanical control switch is that the moving end is closed, and the emergency activation state is that the moving end is disconnected;

[0020] When the power-off delay relay is triggered, the active end of the emergency activation mechanical control switch is controlled to be disconnected within the power-off delay time to maintain the activation state.

[0021] As an optional solution, in the above-mentioned train activation control circuit, the directional relay includes a forward relay and a backward relay.

[0022] As an optional scheme, in the above-mentioned train activation control circuit, the second normally closed contact of the coupling relay is connected in series with the first normally closed contact of the activation occupation relay; the third normally closed contact of the coupling relay is connected in series with the second normally closed contact of the activation occupation relay.

[0023] As an optional solution, the above train activation control circuit further includes a first diode and a second diode;

[0024] The moving end of the disconnect activation switch is connected to the positive electrode of the first diode, and the negative electrode of the first diode is connected to the disconnect activation train line;

[0025] The second end of the normally open contact of the low voltage detection relay is connected to the anode of the second diode, and the cathode of the second diode is connected to the disconnect activation train line.

[0026] As an optional solution, in the above-mentioned train activation control circuit, the first activation train line and the second activation train line are externally reconnected through a reconnecting coupler.

[0027] The train activation control circuit provided by the present application includes: a mechanical control switch switches to control the activation and occupation relay or disconnects the activation relay to be energized; the train control center determines the door closing state by monitoring the energized state of the passenger compartment side door status relays of the two trains that are externally coupled. The present application is a control method using a pure hard-wired circuit, which is simple, low-cost, and reliable; through the set train activation and occupation relay, after the train is powered on, only one end of the train activation and occupation relay will be energized in the entire train, and will no longer be affected by the reactivation of other operating ends. After the activation and occupation relay of the passenger compartment side door status train line is energized, it determines whether the door is completely closed by monitoring the state of the passenger compartment side door status relay, thereby realizing real-time monitoring of the train door state. In addition, the external coupling of the train line is realized by the coupling coupler, so that the train can uniformly manage the door state during the coupled operation, further enhancing the safety of the train operation. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] In order to more clearly illustrate the embodiments of the present application, the following is a brief introduction to the drawings required for use in the embodiments. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0029] Figure 1 A circuit diagram of a train activation control circuit provided in an embodiment of the present application;

[0030] Figure 2 A circuit diagram of another train activation control circuit provided in an embodiment of the present application;

[0031] Figure 3 A circuit diagram of another train activation control circuit provided in an embodiment of the present application. DETAILED DESCRIPTION

[0032] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0033] The core of this application is to provide a train activation control circuit.

[0034] In order to enable those skilled in the art to better understand the present application, the present application is further described in detail below in conjunction with the accompanying drawings and specific implementation methods.

[0035] In order to solve the problem that the train activation control circuit has many activation steps and takes a long time in the case of reconnection, when the driver cancels the occupation during the vehicle change process, the vehicle cannot correctly feedback the status of the train door, which in some cases affects the driver's judgment and the normal operation of the vehicle.

[0036] This embodiment provides a train activation control circuit, such as Figure 1 , Figure 2 As shown, it includes: a mechanical control switch S01, an activation occupation relay K01, an activation disconnection relay K02, and a passenger compartment side door status relay K03 arranged in the driver's cab at both ends of the train; a first passenger compartment side door status train line, a second passenger compartment side door status train line; the first passenger compartment side door status train line, and the second passenger compartment side door status train line are externally reconnected through a reconnection coupler; the mechanical control switch S01 switches to control the activation occupation relay K01 or the activation disconnection relay K02 to be energized;

[0037] In the driver's cab at one end of the train, the DC positive bus is connected to the first end of the first normally open contact K01-A1 of the activating occupation relay K01, the second end of the first normally open contact K01-A1 of the activating occupation relay K01 is connected to the first end of the first normally closed contact K01-B1 of the activating occupation relay K01 and connected to the first passenger compartment side door status train line, the second end of the first normally closed contact K01-B1 of the activating occupation relay K01 is connected to the second passenger compartment side door status train line and connected to the DC negative bus through the passenger compartment side door status relay K03, the second end of the first normally open contact K01-A1 of the activating occupation relay K01 is connected to the side door status switch of the first carriage, all the side door status switches are connected in series on the first passenger compartment side door status train line, and are symmetrically arranged in the driver's cab at the other end;

[0038] The train control center determines the door closing status by monitoring the energized status of the passenger compartment side door status relay K03 of the two externally coupled trains.

[0039] In the above technical solution, the mechanical control switch S01 refers to a physical switch device in the train driver's cab for manually switching the activation or deactivation state of the train, which can be specifically a knob or switch button with a clear mark, and specifically includes two control switches for activation control and deactivation control of the train. It is manually controlled by the staff.

[0040] Activation possession relay K01: refers to an electrical switch device, whose energized state is used to control the activation state of the train, specifically a relay with normally open contacts and normally closed contacts, whose normally open contacts are closed when energized, thereby establishing a circuit connection and activating the train. The connection between the mechanical control switch S01 and the activation possession relay K01 realizes the train activation control. The driver controls the energized state of the activation possession relay K01 by operating the mechanical control switch S01, thereby activating the train.

[0041] Disconnect activation relay K02: refers to the relay used to control the disconnect activation state of the train. Its energized state is used to cut off the activation circuit of the train to ensure that the train can be safely disconnected from the power supply to prevent accidental activation.

[0042] Passenger compartment side door status relay K03: refers to a relay used to monitor and feedback the status of the train passenger compartment side door, which can be specifically a signal feedback device used to transmit the opening and closing status of the door to the train control system.

[0043] The first passenger compartment side door status train line and the second passenger compartment side door status train line: refer to the electrical lines connecting the driver's cab and each passenger compartment side door status switch at both ends of the train, used to transmit the door status signal. The first passenger compartment side door status train line and the second passenger compartment side door status train line are used for external reconnection through the reconnection hook, and are closed at the reconnection end to form a closed loop when all side door status switches are closed.

[0044] Activate the connection between the occupied relay K01 and the passenger compartment side door status relay K03. By activating the normally open contact and normally closed contact of the occupied relay K01, the train activation status is connected with the passenger compartment side door status relay K03 to ensure that the door status can be correctly fed back.

[0045] The first passenger compartment side door status train line is connected in series with all side door status switches to monitor the status of all passenger compartment side doors of the train and ensure that all doors are closed before the train is activated.

[0046] When the activation occupancy relay K01 is energized, the normally open contact of the activation occupancy relay K01 is closed and the normally closed contact is opened; when all the side door status switches are closed, the first passenger compartment side door status train line is connected with the second passenger compartment side door status train line to form a loop, and the second passenger compartment side door status train line is connected with the passenger compartment side door status relay K03 to transmit the door status signal to the passenger compartment side door status relay K03, and the passenger compartment side door status relay K03 is energized, and remote monitoring of the door status is achieved by monitoring the passenger compartment side door status relay K03.

[0047] It should be noted that in order to achieve the dual purpose of train activation control and door status monitoring, the driver is allowed to perform activation or deactivation operations in the driver's cab at both ends of the train, which improves the flexibility of operation. The coordinated use of activation occupancy relay K01 and deactivation relay K02 ensures the stability of the train activation state and safe deactivation, preventing unauthorized activation or erroneous operation. The connection between the passenger compartment side door status relay K03 and the train control center enables the train control center to monitor the door status in real time and improve the safety of train operation.

[0048] All train lines in this application run through the entire train, and are connected to automatic couplers at both ends of the train for connecting the train lines.

[0049] The train activation control circuit provided by this embodiment includes: a mechanical control switch S01, an activation occupation relay K01, an activation disconnection relay K02, and a passenger compartment side door status relay K03 arranged in the driver's cab at both ends of the train; a first passenger compartment side door status train line, a second passenger compartment side door status train line; the first passenger compartment side door status train line, and the second passenger compartment side door status train line are externally reconnected through a reconnecting coupler; the mechanical control switch S01 switches to control the activation occupation relay K01 or the activation disconnection relay K02 to be energized; in the driver's cab at one end of the train, the DC positive bus is connected to the first end of the first normally open contact of the activation occupation relay K01 The second end of the first normally open contact of the activating occupation relay K01 is connected to the first end of the first normally closed contact of the activating occupation relay K01, the second end of the first normally closed contact of the activating occupation relay K01 is connected to the DC negative bus through the passenger compartment side door status relay K03, the second end of the first normally open contact of the activating occupation relay K01 is connected to the side door status switch of the first car, all the side door status switches are connected in series on the first passenger compartment side door status train line, and are symmetrically arranged in the driver's cab at the other end; the train control center determines the door closing state by monitoring the power-on state of the passenger compartment side door status relay K03 of the two trains in the external coupling. The present application adopts a pure hard-wire circuit control method, which is simple, low-cost and reliable; by setting up the train activation and occupancy relay K01, after the train is powered on, only one end of the entire train will have the train activation and occupancy relay K01 energized, and will no longer be affected by the reactivation of other operating ends. After the activation and occupancy relay K01 of the passenger compartment side door status train line is energized, it monitors the state of the passenger compartment side door status relay K03 to determine whether the door is completely closed, thereby realizing real-time monitoring of the train door status. In addition, the external reconnection of the train line is realized through the reconnection coupler, so that the train can uniformly manage the door status when the train is reconnected, further enhancing the safety of the train operation.

[0050] According to the above embodiment, specifically, Figure 2As shown, the train activation control circuit also includes: an activation relay K04, a coupling relay K05; a disconnection activation train line running through the entire train; and a mechanical control switch S01 including a disconnection activation switch and an activation switch;

[0051] The fixed end 3 of the disconnect activation switch, the fixed end 1 of the activation switch, and the first end of the normally open contact K04-A1 of the activation relay are connected to the DC positive bus, the second end of the normally open contact K04-A1 of the activation relay is connected to the moving end 2 of the activation switch, the moving end 2 of the activation switch and the normally closed contact K02-1 of the disconnect activation relay K02, the first normally closed contact K05-1 of the linkage relay, the normally closed contact K04-B1 of the activation relay, and the coil of the activation occupation relay K01 are connected in series to the DC negative bus in sequence; the third normally open contact K01-A3 of the activation occupation relay K01 is connected in parallel with the normally closed contact K04-B1 of the activation relay; the moving end 4 of the disconnect activation switch is connected to the disconnect activation train line, and the disconnect activation train line is connected to the DC negative bus through the coil of the disconnect activation relay K02.

[0052] The activation relay is used to control the circuits related to train activation. When the activation relay is energized, its normally closed contacts open and its normally open contacts close, thereby controlling the activation state of the train.

[0053] The coupling relay refers to a relay used to control the coupling status of the train. When the train is reconnected or disconnected, the state change of the coupling relay can control the relevant circuits to ensure the safe operation of the train. Specifically, when the reconnection is completed, the coupling relay is energized.

[0054] The disconnection activation train line refers to the electrical line running through the entire train, which is used to transmit the disconnection activation signal. When the train needs disconnection activation, the signal on the disconnection activation train line can control the disconnection activation operation of the train.

[0055] Mechanical control switch S01: includes the disconnect activation switch and the activation switch, which are used to manually control the activation and disconnect activation states of the train in the driver's cab. The fixed end of the activation switch refers to the end of the activation switch in the static state, which is connected to the DC positive bus to provide power for the activation switch. The fixed end of the disconnect activation switch refers to the end of the disconnect activation switch in the static state, which is also connected to the DC positive bus to provide power for the disconnect activation switch.

[0056] The normally open contact of the activation relay is disconnected when not powered, and is closed when powered, with the first end connected to the DC positive bus. The other end of the normally open contact of the activation relay is connected to the moving end of the activation switch. When the activation switch is operated, the power state of the activation occupation relay K01 can be controlled.

[0057] When the train is not activated and there is no disconnect activation signal, the activation switch at the non-coupled end is controlled to be closed, and the train activation occupation relay K01 coil is energized and self-maintained; if the disconnect activation switch is controlled to be closed, the disconnect activation relay K02 coils at both ends of the train are energized through the train line.

[0058] The moving end of the disconnect activation switch is connected to the disconnect activation train line, and the moving end of the disconnect activation switch is connected to the disconnect activation train line, so that the operation of the disconnect activation switch can be transmitted to other parts of the train through the disconnect activation train line.

[0059] The coordination of the mechanical control switch S01 and the relay ensures the safety of the train during activation and deactivation, and prevents unauthorized and erroneous operations.

[0060] According to the above embodiment, specifically, Figure 3 As shown, the train activation control circuit also includes: a first activation train line and a second activation train line that run through the entire train;

[0061] In the driver's cab at one end of the train, the DC positive bus is connected to the first end of the fourth normally open contact K01-A4 of the activation occupation relay K01, and the second end of the fourth normally open contact K01-A4 of the activation occupation relay K01 is connected to the first end of the second normally closed contact K01-B2 of the activation occupation relay K01, and connected to the first activation train line; the second end of the second normally closed contact K01-B2 of the activation occupation relay K01 is connected to the DC negative bus through the activation relay K04, and connected to the second activation train line; and are symmetrically arranged in the driver's cab at the other end.

[0062] Similar to the passenger compartment side door status train line, the first activation train line and the second activation train line run through the entire train and are used to transmit activation signals between the two ends of the train. The first activation train line and the second activation train line form an activation loop, and the train DC bus is connected to the normally open contact of the train activation occupation relay K01 to connect to the first activation train line, and then connected in series with the train activation occupation normally closed contact, and then connected to the second activation train line, and then connected to the train activation relay K04 coil, and finally connected to the train DC negative bus.

[0063] The fourth normally open contact of the activation occupation relay K01 is disconnected when not powered and is closed when powered. The DC positive bus is connected to the first end of the fourth normally open contact of the activation occupation relay K01, providing power for the activation relay and is the basis of the activation circuit.

[0064] The activation state of the circuit is controlled by activating the relay, the fourth normally open contact of the activation occupation relay K01 is closed, the second normally closed contact is disconnected, and the first activation train line is connected with the second activation train line at the other end of the train driver's cab, forming an internal circuit loop. (If either end is used for reconnection, the loop is formed through the automatic coupler).

[0065] By setting up activation control in the driver's cab, it is ensured that only authorized personnel can operate the train activation. At the same time, the complex circuit design also reduces the possibility of misoperation.

[0066] Specifically, the first passenger compartment side door status train line, the second passenger compartment side door status train line, the first activated train line, and the second activated train line are symmetrically arranged.

[0067] The first passenger compartment side door status train line, the second passenger compartment side door status train line, the first activated train line and the second activated train line are set symmetrically to ensure the consistency and reliability of the control signal no matter which end the train is operated from when it is coupled or running in multiple units.

[0068] According to the above embodiment, specifically, the train activation control circuit further includes: a direction relay and a zero speed relay;

[0069] The disconnection activation train line is connected in series to the coil of the disconnection activation relay K02 through the first normally closed contact K10-1 of the direction relay and the first normally open contact K06-1 of the zero speed relay.

[0070] In the train activation control circuit, a directional relay and a zero-speed relay are further added. The directional relay is an electrical switch used to monitor the direction of the train. It is usually used in the train control system to ensure that the train runs in the correct direction before performing specific operations, such as activation or deactivation. Specifically, in the train activation control circuit, the directional relay includes a forward relay K07 and a backward relay K08.

[0071] The forward relay is used to monitor whether the train is in the forward running state. When the train's direction handle is set to forward and the train starts to move, the forward relay is activated (its normally closed contact opens).

[0072] Corresponding to the forward relay, the backward relay is used to monitor whether the train is in the backward (reverse) running state. When the train's direction handle is set to backward and the train starts to move, the backward relay will be activated (its normally closed contact is open). Otherwise, the normally closed contact is closed.

[0073] A zero-speed relay is a device that monitors train speed. Its function is to detect whether the train is stationary. In train control systems, zero-speed relays are often used to ensure that the train is stationary before certain operations, such as activation or deactivation, can be performed. The normally open contacts of the zero-speed relay close when the speed is 0.

[0074] The disconnect activation train line is connected in series to the coil of the disconnect activation relay K02 through the first normally closed contact of the directional relay and the first normally open contact of the zero-speed relay. This series connection ensures that only when the train is in the correct direction and stationary, the disconnect activation signal can be transmitted to the coil of the disconnect activation relay K02 through the directional relay and the zero-speed relay, thereby triggering the disconnect activation operation.

[0075] Through the control of the directional relay and the zero-speed relay, the train can only be disconnected and activated when it is in the correct direction and stationary state, which greatly reduces the safety risks caused by misoperation or improper operation. When the train does not meet the preset operating conditions (such as the correct direction and stationary state), the disconnection and activation operation will not be performed even if there is a disconnection and activation instruction, which effectively prevents the interruption of train operation due to unexpected operation. In complex railway operation environments, such as stations and turnouts, the correct control of direction and speed is particularly important. The introduction of directional relays and zero-speed relays enables the train control system to better adapt to these environments and ensure the safe and stable operation of the train.

[0076] In summary, the introduction of directional relays and zero-speed relays not only enhances the safety and control accuracy of the train activation control circuit, but also improves the system's adaptability to complex operating environments, thereby ensuring the safety and reliability of train operation.

[0077] According to the above embodiment, specifically, the train activation control circuit further includes: an emergency activation mechanical control switch S02, a low voltage detection relay K11, a first undervoltage detection relay K14, a second undervoltage detection relay K13, and a power failure delay relay K12;

[0078] The DC positive bus is connected in series to the first end of the coil of the low-voltage detection relay K11 through the second normally closed contact K10-2 of the directional relay and the second normally open contact K06-2 of the zero-speed relay. The second end of the coil of the low-voltage detection relay K11 is connected to the moving end 11 of the emergency activation mechanical control switch S02. The fixed end 12 of the emergency activation mechanical control switch S02 is connected to the DC negative bus through the normally closed contact K12-1 of the power-off delay relay. The second end of the coil of the low-voltage detection relay K11 is connected to the DC negative bus through the normally closed contact K13-1 of the second undervoltage detection relay.

[0079] The first end of the normally open contact K11-1 of the low-voltage detection relay is connected to the DC positive bus, and the second end is connected to the disconnect activation train line; the positive pole of the coil of the first undervoltage detection relay K14 and the positive pole of the coil of the second undervoltage detection relay K13 are connected to the DC positive bus, and the negative pole of the coil of the first undervoltage detection relay K14 and the negative pole of the coil of the second undervoltage detection relay K13 are connected to the DC negative bus;

[0080] The first end of the normally open contact K14-1 of the first undervoltage detection relay is connected to the DC positive bus, the second end of the normally open contact K14-1 of the first undervoltage detection relay is connected to the positive pole of the coil of the power-off delay relay K12, and the negative pole of the coil of the power-off delay relay K12 is connected to the DC negative bus.

[0081] In the train activation control circuit, newly added components such as emergency activation mechanical control switch S02, low voltage detection relay, first undervoltage detection relay, second undervoltage detection relay and power failure delay relay provide the circuit with emergency activation, voltage monitoring and power failure protection functions.

[0082] The emergency activation mechanical control switch S02 is used to manually activate the physical switch of the train in a specific emergency situation, allowing the operator to perform emergency activation when an abnormality occurs in the circuit or system. Specifically, in the train activation control circuit, the normal working state of the emergency activation mechanical control switch S02 is the moving end closed, and the emergency activation state is the moving end disconnected; when the power-off delay relay is triggered, the moving end of the emergency activation mechanical control switch S02 is controlled to be disconnected within the power-off delay time to maintain the activation state.

[0083] The low voltage detection relay is a relay used to detect whether the DC power supply voltage is lower than the lower limit of the normal operating voltage to ensure that the train can respond in time when the voltage is too low.

[0084] The first undervoltage detection relay and the second undervoltage detection relay are used to detect whether the DC power supply voltage is too low at different voltage thresholds to achieve graded voltage protection.

[0085] When the train DC bus voltage is higher than X1v, the first undervoltage detection relay will operate. When the train DC bus voltage is lower than X2v, the first undervoltage detection relay will return to its initial state (normally open contact is disconnected). X1v and X2v are the highest and lowest monitoring voltages of the first undervoltage detection relay respectively.

[0086] When the train DC bus voltage is higher than X3v, the second undervoltage detection relay will be activated. When the train DC bus voltage is lower than X4v, the second undervoltage detection relay will return to the initial state. X3v and X4v are the highest and lowest values ​​of the monitoring voltage of the second undervoltage detection relay respectively. (X1v, X2v, X3v, and X4v represent different voltage thresholds)

[0087] The power-off delay relay is a relay that can delay opening or closing its contacts when the power is off (or below the preset voltage), and is used to provide delayed protection when the power is suddenly interrupted. When the train DC voltage is lower than X2v, the normally open contact of the first undervoltage detection relay returns to the initial state, and the power-off delay relay will lose power.

[0088] When the train is in the activated state, the emergency activation mechanical control switch S02 is closed normally, the train direction handle is not in the forward position or the reverse position, and the train is in the zero speed state, if the train DC voltage is lower than X2v, after a delay of 30s, the low voltage detection relay coil will be energized, thereby disconnecting the activation train line, and the disconnection activation relay K02 coils at both ends of the train will be energized, and the train will be disconnected and activated;

[0089] When the train is in the activated state, the emergency activation mechanical control switch S02 is closed normally, the train direction handle is not in the forward position or the reverse position, and the train is in the zero speed state, if the train DC voltage is lower than X2v, within the delay of 30s, the emergency activation mechanical control switch S02 is operated to the emergency activation position (i.e., the moving end is disconnected), at this time, the low voltage detection relay coil will not be energized, and the train will continue to remain activated;

[0090] When the train is in the activated state, the train direction handle is not in the forward position or the reverse position, and the train is in the zero speed state, if the train DC voltage is lower than X4v, the low voltage detection relay coil will be energized, thereby disconnecting the activation train line, and the train's disconnect activation relay K02 coil will be energized, and the train will be disconnected and activated.

[0091] In summary, these new components and connection methods not only enhance the functionality of the train activation control circuit, but also improve the safety and reliability of train operation, making the train operation more stable and safer.

[0092] According to the above embodiment, specifically, in the train activation control circuit, the second normally closed contact K05-2 of the coupling relay is connected in series with the first normally closed contact K01-B1 of the activation occupation relay K01; the third normally closed contact K05-3 of the coupling relay is connected in series with the second normally closed contact K01-B2 of the activation occupation relay K01.

[0093] The coupling relay is used to monitor whether the train is in coupling state (i.e. whether the train carriages are properly connected). The normally closed contact of the coupling relay is in the closed state when the trains are not coupled, and is open after coupling.

[0094] When the train carriages are properly coupled, the normally closed contacts of the coupling relay remain disconnected. Figure 1In the door status circuit shown in FIG. 1 , the first passenger compartment side door status train line can connect the side door status switches of all compartments and ensure that the passenger compartment side door status relay K03 reflects the side door status switches of all compartments. When the train compartments are not properly coupled, the normally closed contact of the coupling relay remains in a closed state. Figure 1 In the door status circuit shown, the passenger compartment side door status relay K03 can only feedback the side door status switches of all the compartments in a single row.

[0095] At the same time, in order to take into account the integrity of the train, when the train carriages are correctly coupled, Figure 3 In the circuit shown, the circuit can feedback the integrity from the beginning to the end. When the train cars are not properly coupled, Figure 3 In the circuit shown, the circuit is only able to feedback the integrity of a single train.

[0096] In summary, the series connection of the coupling relay and the activation occupation relay K01 plays a key role in the train activation control circuit. They not only improve the safety and accuracy of train operation, but also enhance the reliability and stability of the entire train control system. This design is essential to ensure that the train runs safely and efficiently in the correct coupling state.

[0097] In summary, the series connection of the coupling relay and the activation occupation relay K01 plays a key role in the train activation control circuit. They not only improve the safety and accuracy of train operation, but also enhance the reliability and stability of the entire train control system. This design is essential to ensure that the train runs safely and efficiently in the correct coupling state.

[0098] According to the above embodiment, specifically, the train activation control circuit further includes a first diode V01 and a second diode V02;

[0099] The moving end 4 of the disconnect activation switch is connected to the positive electrode of the first diode, and the negative electrode of the first diode is connected to the disconnect activation train line;

[0100] The second end of the normally open contact of the low voltage detection relay is connected to the anode of the second diode, and the cathode of the second diode is connected to the disconnect activation train line.

[0101] The diode is used to achieve unidirectional current flow and voltage protection to prevent reverse current from damaging the circuit. The first diode is used to control the direction of current flow, ensuring that the current can only flow from the disconnect activation switch to the disconnect activation train line, preventing the current from flowing in the opposite direction, and protecting the circuit safety. It ensures that when the disconnect activation switch is operated, the current can only flow to the disconnect activation train line through the first diode to achieve the disconnect activation operation.

[0102] The second diode ensures that the current can only flow from the normally open contact of the low voltage detection relay to the disconnect activation train line, preventing the current from flowing in the reverse direction. It ensures that the current flows from the first diode to the disconnect activation train line, maintaining the correct direction of the current.

[0103] The use of the first diode and the second diode ensures that the current can only flow in a predetermined direction, thereby preventing circuit damage caused by reverse current.

[0104] The train activation control circuit provided by the present application is introduced in detail above. The various embodiments in the specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same and similar parts between the various embodiments can refer to each other. For the device disclosed in the embodiment, since it corresponds to the method disclosed in the embodiment, the description is relatively simple, and the relevant parts can refer to the method part description. It should be pointed out that for ordinary technicians in this technical field, without departing from the principles of the present application, several improvements and modifications can be made to the present application, and these improvements and modifications also fall within the scope of protection of the claims of the present application.

[0105] It should also be noted that, in this specification, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "comprise", "include" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, an element defined by the statement "comprises a ..." does not exclude the presence of other identical elements in the process, method, article or device including the element.

Claims

1. A train activation control circuit, characterized in that: include: Mechanical control switches, occupancy activation relays, deactivation activation relays, and passenger compartment side door status relays are provided in the driver's cabs at both ends of the train; a first passenger compartment side door status train line and a second passenger compartment side door status train line; the first passenger compartment side door status train line and the second passenger compartment side door status train line are externally reconnected through a reconnecting coupler; the mechanical control switch switches to control the occupancy activation relay or the deactivation activation relay to be energized; In the driver's cab at one end of the train, the DC positive bus is connected to the first end of the first normally open contact of the activation occupation relay, the second end of the first normally open contact of the activation occupation relay is connected to the first end of the first normally closed contact of the activation occupation relay and connected to the first passenger compartment side door status train line, the second end of the first normally closed contact of the activation occupation relay is connected to the second passenger compartment side door status train line and connected to the DC negative bus through the passenger compartment side door status relay, the second end of the first normally open contact of the activation occupation relay is connected to the side door status switch of the first carriage, all the side door status switches are connected in series on the first passenger compartment side door status train line and are symmetrically arranged in the driver's cab at the other end; The train control center determines the door closing state by monitoring the energized state of the passenger compartment side door state relays of the two externally coupled trains.

2. The train activation control circuit according to claim 1, characterized in that: Also includes: Activation relay, coupling relay; disconnection and activation train line running through the entire train; the mechanical control switch includes a disconnection and activation switch and an activation switch; The fixed end of the disconnect activation switch, the fixed end of the activation switch, and the first end of the normally open contact of the activation relay are connected to the DC positive bus, the second end of the normally open contact of the activation relay is connected to the moving end of the activation switch, the moving end of the activation switch and the normally closed contact of the disconnect activation relay, the first normally closed contact of the linkage relay, the normally closed contact of the activation relay, and the coil of the activation occupation relay are connected in series to the DC negative bus in sequence; the third normally open contact of the activation occupation relay is connected in parallel with the normally closed contact of the activation relay; the moving end of the disconnect activation switch is connected to the disconnect activation train line, and the disconnect activation train line is connected to the DC negative bus through the coil of the disconnect activation relay.

3. The train activation control circuit according to claim 2, characterized in that: Also includes: The first activated train line and the second activated train line that run through the entire train; In the driver's cab at one end of the train, the DC positive bus is connected to the first end of the fourth normally open contact of the activation occupancy relay, the second end of the fourth normally open contact of the activation occupancy relay is connected to the first end of the second normally closed contact of the activation occupancy relay and connected to the first activation train line; the second end of the second normally closed contact of the activation occupancy relay is connected to the DC negative bus through the activation relay and connected to the second activation train line; and are symmetrically arranged in the driver's cab at the other end.

4. The train activation control circuit according to claim 2, characterized in that: Also includes: Directional relay, zero speed relay; The disconnection activation train line is connected in series to the coil of the disconnection activation relay through the first normally closed contact of the directional relay and the first normally open contact of the zero-speed relay.

5. The train activation control circuit according to claim 4, characterized in that: Also includes: Emergency activation of mechanical control switch, low voltage detection relay, first undervoltage detection relay, second undervoltage detection relay, power failure delay relay; The DC positive bus is connected in series to the first end of the low voltage detection relay coil through the second normally closed contact of the directional relay and the second normally open contact of the zero speed relay, the second end of the low voltage detection relay coil is connected to the moving end of the emergency activation mechanical control switch, the fixed end of the emergency activation mechanical control switch is connected to the DC negative bus through the normally closed contact of the power failure delay relay, and the second end of the low voltage detection relay coil is connected to the DC negative bus through the normally closed contact of the second undervoltage detection relay; The first end of the normally open contact of the low-voltage detection relay is connected to the DC positive bus, and the second end is connected to the disconnect activation train line; the positive pole of the coil of the first undervoltage detection relay and the positive pole of the coil of the second undervoltage detection relay are connected to the DC positive bus, and the negative pole of the coil of the first undervoltage detection relay and the negative pole of the coil of the second undervoltage detection relay are connected to the DC negative bus; The first end of the normally open contact of the first undervoltage detection relay is connected to the DC positive bus, the second end of the normally open contact of the first undervoltage detection relay is connected to the positive pole of the coil of the power-off delay relay, and the negative pole of the coil of the power-off delay relay is connected to the DC negative bus.

6. The train activation control circuit according to claim 5, characterized in that: The normal working state of the emergency activation mechanical control switch is that the moving end is closed, and the emergency activation state is that the moving end is disconnected; When the power-off delay relay is triggered, the active end of the emergency activation mechanical control switch is controlled to be disconnected within the power-off delay time to maintain the activation state.

7. The train activation control circuit according to claim 4, characterized in that: The directional relay includes a forward relay and a backward relay.

8. The train activation control circuit according to claim 3, characterized in that: The second normally closed contact of the linkage relay is connected in series with the first normally closed contact of the activation-occupancy relay; the third normally closed contact of the linkage relay is connected in series with the second normally closed contact of the activation-occupancy relay.

9. The train activation control circuit according to claim 5, characterized in that: Also includes a first diode and a second diode; The moving end of the disconnect activation switch is connected to the positive electrode of the first diode, and the negative electrode of the first diode is connected to the disconnect activation train line; The second end of the normally open contact of the low voltage detection relay is connected to the anode of the second diode, and the cathode of the second diode is connected to the disconnect activation train line.

10. The train activation control circuit according to claim 3, characterized in that: The first activated train line and the second activated train line are externally reconnected via a reconnecting coupler.

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