Train activation control circuit

Abstract

The application discloses a train activation control circuit and relates to the field of motor cars, and solves the problem that door state monitoring cannot be realized in the case that no driver occupies. The activation occupancy relay or the activation relay is switched and controlled by a mechanical control switch to obtain electricity; the train control center determines the door closing state by monitoring the electricity state of the passenger room side door state relay of the two trains that are externally coupled. After the train is powered on, only one end of the train activation occupancy relay of the whole train is powered on, and the train is not affected by the reactivation of other operation ends. After the passenger room side door state train line is powered on by the activation occupancy relay, whether the door is completely closed is determined by monitoring the state of the passenger room side door state relay, real-time monitoring of the train door state is realized, in addition, the train line is externally coupled by the coupling hook, so that the train door state can be uniformly managed when the train is coupled, and the safety of the train operation is further enhanced.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of motor train, in particular to a train activation control circuit. BACKGROUND

[0002] In the prior art, the train activation control circuit is the basis of the whole train electrical control, responsible for the heavy task of train power-on. Before train reconnection, the train to be reconnected is an independent vehicle, so the train activation is carried out independently. After train reconnection, since the original trains are powered on separately, they cannot be controlled uniformly, so the activation / disactivation operation of all reconnected trains has to be carried out separately.

[0003] When the train is in the process of changing ends and there is no driver occupying the whole train, the door state loop will not be able to correctly feedback the state of the train doors, which may affect the judgment of the driver and the normal operation of the vehicle in some cases.

[0004] Therefore, how to solve the problem of monitoring the door state in the case of no driver occupation is a technical problem to be solved by those skilled in the art. SUMMARY

[0005] The purpose of the present application is to provide a train activation control circuit to solve the problem of being unable to monitor the door state in the case of no driver occupation.

[0006] To solve the above technical problem, the present application provides a train activation control circuit, comprising: a mechanical control switch, an activation occupation relay, a disactivation relay and a passenger room side door state relay arranged in the driver's room at both ends of the train; a first passenger room side door state train line and a second passenger room side door state train line; the first passenger room side door state train line and the second passenger room side door state train line are externally connected through a reconnection car hook; the mechanical control switch switches to control the activation occupation relay or the disactivation relay to be powered on;

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

[0008] The train control center determines the door closed state by monitoring the power-on state of the passenger room side door state relay of the two trains externally connected.

[0009] As an optional solution, the train activation control circuit further comprises an activation relay, a coupling relay, and a through train deactivation line;

[0010] The fixed end of the deactivation switch, the fixed end of the activation switch, and the first end of the normally open contact of the activation relay are connected to a direct current 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 is connected in series to the normally closed contact of the deactivation relay, the first normally closed contact of the coupling relay, the normally closed contact of the activation relay, and the coil of the activation occupation relay, and then connected to a direct current negative bus; the third normally open contact of the activation occupation relay is connected in parallel to the normally closed contact of the activation relay; the moving end of the deactivation switch is connected to the deactivation train line, and the deactivation train line is connected to the direct current negative bus through the coil of the deactivation relay.

[0011] As an optional solution, the train activation control circuit further comprises a first activation train line and a second activation train line;

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

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

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

[0015] As an optional solution, the train activation control circuit further comprises an emergency activation mechanical control switch, a low voltage detection relay, a first under-voltage detection relay, a second under-voltage detection relay, and a power loss delay relay;

[0016] The direct current positive bus is connected to the first end of the low-voltage detection relay coil in series through the second normally closed contact of the direction 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 movable end of the emergency activation mechanical control switch, the immovable end of the emergency activation mechanical control switch is connected to the direct current negative bus through the normally closed contact of the power-off delay relay, and the second end of the low-voltage detection relay coil is connected to the direct current negative bus through the normally closed contact of the second under-voltage detection relay.

[0017] The first end of the normally open contact of the low-voltage detection relay is connected to the direct current positive bus, and the second end is connected to the deactivation train line; the positive pole of the coil of the first under-voltage detection relay and the positive pole of the coil of the second under-voltage detection relay are connected to the direct current positive bus, and the negative pole of the coil of the first under-voltage detection relay and the negative pole of the coil of the second under-voltage detection relay are connected to the direct current negative bus.

[0018] The first end of the normally open contact of the first under-voltage detection relay is connected to the direct current positive bus, the second end of the normally open contact of the first under-voltage 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 direct current negative bus.

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

[0020] When the power-off delay relay is triggered, the activation state is maintained by controlling the movable end of the emergency activation mechanical control switch to be disconnected within the power-off delay time.

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

[0022] As an optional solution, in the 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 occupancy relay, and the third normally closed contact of the coupling relay is connected in series with the second normally closed contact of the activation occupancy relay.

[0023] As an optional solution, in the train activation control circuit, a first diode and a second diode are further included.

[0024] The movable end of the deactivation switch is connected to the positive pole of the first diode, and the negative pole of the first diode is connected to the deactivation train line.

[0025] The second end of the normally open contact of the low-voltage detection relay is connected to the positive pole of the second diode, and the negative pole of the second diode is connected to the deactivation train line.

[0026] As an alternative, in the train activation control circuit, the first activation train line and the second activation train line are externally connected through a reconnection coupler.

[0027] The train activation control circuit provided by the application comprises: a mechanical control switch for switching the power supply of an activation occupancy relay or a deactivation relay; and a train control center for determining the door closing state by monitoring the power supply state of a passenger room side door state relay of two trains connected externally. The application is simple, low in cost and reliable through the control mode of a pure hard-wire circuit. After the train is powered on, only one end of the train activation occupancy relay is powered on, and the train is not affected by the reactivation of other operation ends. After the passenger room side door state train line is powered on by the activation occupancy relay, the state of the passenger room side door state relay is monitored to determine whether the door is completely closed, thereby realizing real-time monitoring of the train door state. In addition, the external connection of the train line is realized through the reconnection coupler, so that the train door state can be uniformly managed when the train is connected, thereby further enhancing the safety of train operation. BRIEF DESCRIPTION OF DRAWINGS

[0028] In order to more clearly illustrate the embodiments of the application, the drawings needed in the embodiments will be briefly introduced. Obviously, the drawings in the following description are only some embodiments of the application, and other drawings can be obtained by those skilled in the art without creative labor.

[0029] Figure 1 A circuit diagram of a train activation control circuit provided by an embodiment of the application is shown in the figure.

[0030] Figure 2 A circuit diagram of another train activation control circuit provided by an embodiment of the application is shown in the figure.

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

[0032] The technical solutions in the embodiments of the application will be described clearly and completely below with reference to the drawings in the embodiments of the application. Obviously, the described embodiments are only some of the embodiments of the application, not all the embodiments. Based on the embodiments in the application, all other embodiments obtained by those skilled in the art without creative labor are within the protection scope of the application.

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

[0034] In order to make the person in the technical field better understand the scheme of the application, the application will be further described in detail below in combination with the drawings and specific embodiments.

[0035] In order to solve the problem that the train activation control circuit has many activation steps and long time consumption in the case of reconnection, and the vehicle cannot correctly feedback the state of the train door after the driver cancels the possession during the vehicle end change process, which may affect the judgment of the driver and the normal operation of the vehicle in some cases.

[0036] The embodiment provides a train activation control circuit, as shown in Figure 1 、 Figure 2 The train activation control circuit comprises a mechanical control switch S01 arranged in the driver's room at two ends of the train, an activation possession relay K01, a deactivation relay K02, a passenger room side door state relay K03, a first passenger room side door state train line and a second passenger room side door state train line.

[0037] In the driver's room at one end of the train, the direct current positive bus is connected with the first end of the first normally open contact K01-A1 of the activation possession relay K01, the second end of the first normally open contact K01-A1 of the activation possession relay K01 is connected with the first end of the first normally closed contact K01-B1 of the activation possession relay K01 and connected to the first passenger room side door state train line, the second end of the first normally closed contact K01-B1 of the activation possession relay K01 is connected to the second passenger room side door state train line and connected to the direct current negative bus through the passenger room side door state relay K03, the second end of the first normally open contact K01-A1 of the activation possession relay K01 is connected with the side door state switch of the first car, all the side door state switches are connected in series on the first passenger room side door state train line, and the other end of the driver's room is symmetrically arranged.

[0038] The train control center determines the door closing state by monitoring the power-on state of the passenger room side door state relay K03 of the two trains in the external reconnection.

[0039] In the above technical scheme, the mechanical control switch S01 refers to a physical switch device used for manually switching the train activation or deactivation state in the train driver's room, which can be specifically a knob or a switching button with clear identification, and specifically comprises two control switches for train activation control and deactivation control.

[0040] Activation occupancy relay K01: refers to an electrical switching 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 close when energized, thereby establishing a circuit connection to activate the train. The connection of the mechanical control switch S01 and the activation occupancy relay K01 realizes the control of the train activation. The driver controls the activation occupancy relay K01 by operating the mechanical control switch S01, thereby activating the train.

[0041] Deactivation relay K02: refers to a relay used to control the deactivation state of the train, whose 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 passenger compartment side door of the train, which can be a signal feedback device used to transmit the opening and closing state of the door to the train control system.

[0043] First passenger compartment side door status train line and second passenger compartment side door status train line: refers to the electrical circuit connecting the driver's room at both ends of the train and the side door status switch of each passenger compartment, used to transmit the door status signal. The two ends of 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 coupler and are closed at the reconnection end to form a closed loop when all side door status switches are closed.

[0044] The connection of the activation occupancy relay K01 and the passenger compartment side door status relay K03 connects the activation state of the train to the passenger compartment side door status relay K03 through the normally open contacts and normally closed contacts of the activation occupancy relay K01, ensuring 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, realizing the monitoring of the status of all passenger compartment side doors of the train and ensuring that all doors are closed before the train is activated.

[0046] When the activation occupancy relay K01 is energized, the normally open contacts of the activation occupancy relay K01 close and the normally closed contacts open; when all side door status switches are closed, the first passenger compartment side door status train line and the second passenger compartment side door status train line are connected, forming a loop, and the second passenger compartment side door status train line is connected to the passenger compartment side door status relay K03, transmitting the door status signal to the passenger compartment side door status relay K03. The passenger compartment side door status relay K03 is energized, and remote monitoring of the door status is realized by monitoring the passenger compartment side door status relay K03.

[0047] It should be noted that, in order to realize the dual purposes of train activation control and door state monitoring, the driver is allowed to perform activation or deactivation operation in the driver's room at both ends of the train, thereby improving the flexibility of operation. The cooperation of the activation occupation relay K01 and the deactivation relay K02 ensures the stability and safety of the train activation state and prevents unauthorized activation or erroneous operation. The connection of the passenger room side door state relay K03 with the train control center enables the train control center to monitor the door state in real time, thereby improving the safety of train operation.

[0048] All train lines in the present application run through the entire train and are connected with automatic couplers at both ends of the train for the communication of the train line of the recombined train.

[0049] The train activation control circuit provided by the embodiment comprises: a mechanical control switch S01, an activation occupation relay K01, a deactivation relay K02 and a passenger room side door state relay K03 arranged in the driver's room at both ends of the train; a first passenger room side door state train line and a second passenger room side door state train line; the first passenger room side door state train line and the second passenger room side door state train line are externally recombined through a recombination coupler; the mechanical control switch S01 switches the power supply of the activation occupation relay K01 or the deactivation relay K02; in the driver's room at one end of the train, a direct current positive bus is connected with a first end of a first normally open contact of the activation occupation relay K01, a second end of the first normally open contact of the activation occupation relay K01 is connected with a first end of a first normally closed contact of the activation occupation relay K01, a second end of the first normally closed contact of the activation occupation relay K01 is connected to a direct current negative bus through the passenger room side door state relay K03, and the second end of the first normally open contact of the activation occupation relay K01 is connected with a side door state switch of the first carriage; all side door state switches are connected in series on the first passenger room side door state train line, and a symmetric arrangement is provided in the driver's room at the other end; the train control center determines the door closing state by monitoring the power supply state of the passenger room side door state relay K03 of the two trains in external recombination. The present application uses a pure hard-wire circuit control mode, which is simple, low in cost and reliable; through the activation occupation relay K01, only one end of the train will be powered after the train is powered on, and the train will not be affected by reactivation of other operation ends; after the activation occupation relay K01 is powered, the passenger room side door state train line monitors the state of the passenger room side door state relay K03 to determine whether the door is completely closed, thereby realizing real-time monitoring of the door state of the train. In addition, the external recombination of the train line is realized through the recombination coupler, so that the door state can be uniformly managed when the train is recombined, thereby further enhancing the safety of train operation.

[0050] According to the above embodiment, specifically, as Figure 2As shown, the train activation control circuit further comprises: an activation relay K04, a coupling relay K05; a deactivation train line running through the entire train; a mechanical control switch S01 comprising a deactivation switch and an activation switch;

[0051] The fixed end 3 of the deactivation 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 positive bus. The second end of the normally open contact K04-A1 of the activation relay is connected to the movable end 2 of the activation switch. The movable end 2 of the activation switch is connected in series to the negative bus via the normally closed contact K02-1 of the deactivation relay K02, the first normally closed contact K05-1 of the coupling relay, the normally closed contact K04-B1 of the activation relay, and the coil of the activation occupancy relay K01. The third normally open contact K01-A3 of the activation occupancy relay K01 is connected in parallel to the normally closed contact K04-B1 of the activation relay. The movable end 4 of the deactivation switch is connected to the deactivation train line, which is connected to the negative bus via the coil of the deactivation relay K02.

[0052] The activation relay is used to control the circuit related to the activation of the train. When the activation relay is powered, its normally closed contact is open, and its normally open contact is closed, thereby controlling the activation state of the train.

[0053] The coupling relay refers to a relay used to control the coupling state of the train. When the train is re-coupled or decoupled, the state change of the coupling relay can control the related circuit to ensure the safe operation of the train. Specifically, when the re-coupling is completed, the coupling relay is powered.

[0054] The deactivation train line refers to an electrical line running through the entire train, used to transmit the deactivation signal. When the train needs to be deactivated, the signal on the deactivation train line can control the deactivation operation of the train.

[0055] The mechanical control switch S01 comprises a deactivation switch and an activation switch, used for manual control of the activation and deactivation states of the train in the driver's room. The fixed end of the activation switch refers to one end of the activation switch in the resting state, connected to the positive bus to provide power for the activation switch. The fixed end of the deactivation switch refers to one end of the deactivation switch in the resting state, also connected to the positive bus to provide power for the deactivation switch.

[0056] The normally open contact of the activation relay is open in the unpowered state and closed after being powered. Its first end is connected to the positive bus. The other end of the normally open contact of the activation relay is connected to the movable end of the activation switch, which can control the power state of the activation occupancy relay K01 when the activation switch is operated.

[0057] When the train is not activated and there is no signal of disactivation, the control disactivation switch is closed at the non-coupling end, and the train activation occupation relay K01 coil is powered and self-kept; if the control disactivation switch is closed, the disactivation relay K02 coil at both ends of the train is powered through the train line.

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

[0059] The mechanical control switch S01 and the relay are used in cooperation to ensure the safety of the train in the activation and disactivation processes, and prevent unauthorized operation and error operation.

[0060] According to the above embodiment, specifically, as shown in Figure 3 The train activation control circuit further comprises a first activation train line and a second activation train line which run through the whole train.

[0061] In the driver's room at one end of the train, the direct current positive bus is connected with the first end of the fourth normally open contact K01-A4 of the activation occupation relay K01, the second end of the fourth normally open contact K01-A4 of the activation occupation relay K01 is connected with 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 direct current negative bus through the activation relay K04 and connected to the second activation train line; and the above-mentioned structure is symmetrically arranged in the driver's room at the other end of the train.

[0062] Similar to the passenger room side door state train line, the first activation train line and the second activation train line run through the whole train and are used for transmitting the activation signal between the two ends of the train. The first activation train line and the second activation train line constitute an activation loop, the train direct current bus is connected with the normally open contact of the train activation occupation relay K01 and connected to the first activation train line, and then connected in series with the normally closed contact of the train activation occupation relay K01, and then connected to the second activation train line, and then connected with the coil of the train activation relay K04, and finally connected to the train direct current negative bus.

[0063] The fourth normally open contact of the activation occupation relay K01 is disconnected in the unpowered state and is closed after being powered, the direct current positive bus is connected with the first end of the fourth normally open contact of the activation occupation relay K01, which provides 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, which closes the fourth normally open contact of the activation occupancy relay K01, opens the second normally closed contact, and connects the first and second activation train lines in the cab at the other end of the train, forming an internal circuit loop. (Either end is used for reconnection, which forms a loop through the automatic coupler).

[0065] By setting the activation control in the cab, it is ensured that only authorized personnel can operate the activation of the train, and the complex circuit design also reduces the possibility of misoperation.

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

[0067] The first passenger room side door status train line, the second passenger room side door status train line, the first activation train line, and the second activation train line are symmetrically arranged to ensure that the control signal is consistent and reliable when operating from either end during reconnection or multiple unit operation.

[0068] According to the above embodiment, specifically, the train activation control circuit further comprises a direction relay and a zero-speed relay.

[0069] The deactivation train line is connected in series to the coil of the deactivation 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, the direction relay and the zero-speed relay are further added. The direction relay is an electrical switch used to monitor the direction of train operation, and is commonly used in train control systems to ensure that certain operations such as activation or deactivation can only be performed when the train is running in the correct direction. Specifically, the train activation control circuit includes a forward direction relay K07 and a backward direction relay K08.

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

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

[0073] A zero-speed relay is a device that monitors train speed and detects 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 and deactivation, can be performed. The normally open contacts of a zero-speed relay close when the speed is zero.

[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 method 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] Directional and zero-speed relays ensure that the train can only be disconnected and reactivated when it is in the correct direction and stationary, significantly reducing safety risks caused by misoperation or improper operation. If the train does not meet preset operating conditions (such as the correct direction and stationary state), the disconnection and reactivation operation will not be executed even if a disconnection and reactivation command is issued. This effectively prevents train operation interruptions caused by accidental operation. In complex railway operating environments, such as stations and turnouts, correct direction and speed control is particularly important. The introduction of directional and zero-speed relays enables the train control system to better adapt to these environments, ensuring safe and stable train operation.

[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 terminal 11 of the emergency activation mechanical control switch S02. The fixed terminal 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 with the direct current positive bus, and the second end is connected with the deactivation train line; the positive pole of the coil of the first under-voltage detection relay K14 and the positive pole of the coil of the second under-voltage detection relay K13 are connected with the direct current positive bus, and the negative pole of the coil of the first under-voltage detection relay K14 and the negative pole of the coil of the second under-voltage detection relay K13 are connected with the direct current negative bus;

[0080] The first end of the normally open contact K14-1 of the first under-voltage detection relay is connected with the direct current positive bus, the second end of the normally open contact K14-1 of the first under-voltage detection relay is connected with the positive pole of the coil of the deactivation delay relay K12, and the negative pole of the coil of the deactivation delay relay K12 is connected with the direct current negative bus.

[0081] In the train activation control circuit, the newly added emergency activation mechanical control switch S02, low-voltage detection relay, first under-voltage detection relay, second under-voltage detection relay and deactivation delay relay and other components provide the functions of emergency activation, voltage monitoring and deactivation protection for the circuit.

[0082] The emergency activation mechanical control switch S02 is a physical switch for manually activating the train in a specific emergency, allowing the operator to perform emergency activation when the circuit or system is abnormal. Specifically, the train activation control circuit, the normal working state of the emergency activation mechanical control switch S02 is that the moving end is closed, and the emergency activation state is that the moving end is open; when the deactivation delay relay triggers, the moving end of the emergency activation mechanical control switch S02 is controlled to be open within the deactivation delay time, and the activation state is maintained.

[0083] The low-voltage detection relay is a relay for detecting whether the direct current power supply voltage is lower than the lower limit of the normal working voltage, to ensure that the train can respond in time when the voltage is too low.

[0084] The first under-voltage detection relay and the second under-voltage detection relay are used to detect whether the direct current power supply voltage is too low at different voltage thresholds, to realize graded voltage protection.

[0085] When the train direct current bus voltage is higher than X1v, the first under-voltage detection relay acts, and when the train direct current bus voltage is lower than X2v, the first under-voltage detection relay returns to the initial state (the normally open contact is open); X1v and X2v are the highest and lowest monitoring voltages of the first under-voltage detection relay, respectively.

[0086] When the train direct current bus voltage is higher than X3v, the second under-voltage detection relay acts, and when the train direct current bus voltage is lower than X4v, the second under-voltage detection relay returns to the initial state; X3v and X4v are the highest and lowest monitoring voltages of the second under-voltage detection relay, respectively. (X1v, X2v, X3v, X4v represent different voltage thresholds)

[0087] The power-off delay relay is a relay that can delay the opening or closing of its contacts when the power supply is powered off (or below the preset voltage), and is used to provide delay protection when the power supply 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 be powered off.

[0088] When the train is in the activated state, the emergency activation mechanical control switch S02 is normally closed, the train direction handle is not in the forward position and the rear 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 powered on, thereby breaking the activation train line, and the train break activation relay K02 coil at both ends of the train is powered on, and the train is broken activation.

[0089] When the train is in the activated state, the emergency activation mechanical control switch S02 is normally closed, the train direction handle is not in the forward position and the rear position, and the train is in the zero speed state, if the train DC voltage is lower than X2v, within the delay of 30s, by operating the emergency activation mechanical control switch S02 to the emergency activation position (i.e. disconnecting the moving end), at this time the low voltage detection relay coil will not be powered on, and the train continues to maintain activation.

[0090] When the train is in the activated state, the train direction handle is not in the forward position and the rear 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 powered on, thereby breaking the activation train line, and the train break activation relay K02 coil at both ends of the train is powered on, and the train is broken activation.

[0091] In summary, these newly added components and connection methods not only enhance the function of the train activation control circuit, but also improve the safety and reliability of train operation, making the train run more stable and safe.

[0092] According to the above embodiment, specifically, 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 occupancy relay K01; and 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 occupancy relay K01.

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

[0094] When the train cars are correctly coupled, the normally closed contact of the coupling relay remains in the open state, and when the train is in the activated state, the emergency activation mechanical control switch S02 is normally closed, the train direction handle is not in the forward position and the rear 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 powered on, thereby breaking the activation train line, and the train break activation relay K02 coil at both ends of the train is powered on, and the train is broken activation. Figure 1In the illustrated door status circuit, the first passenger compartment side door status train line can communicate with all the side door status switches of the carriages and can ensure that the passenger compartment side door status relay K03 responds to all the side door status switches of the carriages. When the train carriages are not correctly coupled, the normally closed contact of the coupling relay remains closed, and in the circuit as shown in Figure 1 In the illustrated door status circuit, the passenger compartment side door status relay K03 can only feedback the side door status switches of all the carriages 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, in the circuit as shown in Figure 3 In the illustrated circuit, the circuit can feedback the integrity from the head to the tail. When the train carriages are not correctly coupled, in the circuit as shown in Figure 3 In the illustrated circuit, the circuit can only feedback the integrity of a single train.

[0096] In summary, the series connection of the coupling relay and the active occupancy 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 crucial for ensuring that the train runs safely and effectively in the correct coupling state.

[0097] In summary, the series connection of the coupling relay and the active occupancy 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 crucial for ensuring that the train runs safely and effectively in the correct coupling state.

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

[0099] The moving terminal 4 of the deactivation switch is connected to the anode of the first diode, and the cathode of the first diode is connected to the deactivation train line;

[0100] The second terminal 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 deactivation train line.

[0101] The use of diodes is to realize the unidirectional flow of current and voltage protection, preventing reverse current from damaging the circuit. The first diode is used to control the flow direction of current, ensuring that current can only flow from the deactivation switch to the deactivation train line, preventing reverse current flow and protecting the circuit. It ensures that when the deactivation switch is operated, the current can only flow through the first diode to the deactivation train line, realizing the deactivation operation.

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

[0103] Through the use of the first and second diodes, it is ensured that current can only flow in the intended direction, preventing damage to the circuit from reverse current flow.

[0104] The above has carried on the detailed introduction to the train activation control circuit provided by the present application. The embodiments in the specification are described in a progressive manner, and each embodiment focuses on the difference from other embodiments. The same and similar parts between the embodiments can be referred to each other. For the device disclosed by the embodiments, since it corresponds to the method disclosed by the embodiments, the description is relatively simple, and the related parts can be referred to the method part. It should be pointed out that for ordinary skilled in the art, without departing from the principles of the present application, the present application can be improved and modified, and these improvements and modifications also fall within the protection scope of the claims of the present application.

[0105] It should also be noted that in the present specification, relationship terms such as first and second are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply that there is any such actual relationship or order between the entities or operations. Moreover, the terms "include", "contain" or any other variants thereof are intended to cover non-exclusive inclusion, so that the process, method, article or device including a series of elements not only includes those elements, but also includes other elements not explicitly listed or inherent to such process, method, article or device. Without more limitations, the element defined by the statement "including a" does not exclude the existence 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 via 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, a DC positive bus is connected to a first end of a first normally open contact of an activating occupancy relay, a second end of the first normally open contact of the activating occupancy relay is connected to a first end of a first normally closed contact of the activating occupancy relay and is connected to the first passenger compartment side door status train line, a second end of the first normally closed contact of the activating occupancy relay is connected to the second passenger compartment side door status train line and is connected to a DC negative bus through the passenger compartment side door status relay, a second end of the first normally open contact of the activating occupancy relay is connected to a side door status switch of the first carriage, all 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 running 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-off delay relay. 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, thereby maintaining 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 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.

9. The train activation control circuit according to claim 5, characterized in that: Also includes a first diode and a second diode; The movable end of the disconnect activation switch is connected to the anode of the first diode, and the cathode 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 through a reconnecting coupler.

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