Running direction recognition circuit, reconnection direction control system, locomotive and control method

Abstract

The application discloses a running direction recognition circuit, a reconnection direction control system, a locomotive and a control method. The recognition circuit comprises a first mode selection switch, a second mode selection switch, a first relay, a second relay, a first connector, a second connector, a third connector and a fourth connector. The first mode selection switch is arranged in a first cab and is connected with coils of the first relay and the second relay. The second mode selection switch is arranged in a second cab and is connected with the coils of the first relay and the second relay. Two ends of normally open contacts of the first relay and the second relay are respectively connected with the first connector, the second connector, the third connector and the fourth connector. The first relay or the second relay is powered on through the mode selection switch, so that the normally open contacts of the first relay or the second relay are closed, and the running direction recognition under different running modes is realized.

Description

TECHNICAL FIELD

[0001] The present application belongs to the field of rail transit, and particularly relates to a locomotive running direction identification circuit, a reconnection direction control system, a locomotive and a control method. BACKGROUND

[0002] With the continuous development of rail transit, the reconnection communication mode between locomotives is mainly realized through network data communication to meet the increasing locomotive data communication capacity. Meanwhile, the marshalling between locomotives is no longer a single marshalling mode, and mixed direction marshalling is continuously used. However, the old flat cars or freight cars (without network communication lines in the through line and unable to realize network communication, only single-core hard wires) have not been withdrawn from use and need to be marshalled into existing locomotives (with network communication lines in the through line), so the direction identification between different marshalling locomotives is an urgent problem to be solved.

[0003] The existing locomotives are marshalled with old flat cars or freight cars, and the reconnection is realized through hard wires to achieve mutual control between the head locomotive (i.e. the master locomotive) and the tail locomotive. However, the marshalling direction between locomotives is not unified, resulting in the problem that the directions of the tractive force / braking force exerted by different locomotives in the multi-marshalling reconnection locomotive are inconsistent. SUMMARY

[0004] The present application aims to provide a running direction identification circuit, a reconnection direction control system, a locomotive and a control method to solve at least one of the problems that the running direction of each locomotive in the reconnection locomotive cannot be identified and the directions of the tractive force / braking force exerted by different locomotives are inconsistent due to the non-unified marshalling direction between locomotives in the reconnection locomotive.

[0005] The present application solves the above technical problems by the following technical scheme: a locomotive running direction identification circuit, comprising a first mode selection switch, a second mode selection switch, a first relay, a second relay, a first connector, a second connector, a third connector and a fourth connector; the first mode selection switch is arranged in a first cab and connected with the coils of the first relay and the second relay, and the second mode selection switch is arranged in a second cab and connected with the coils of the first relay and the second relay.

[0006] The first connector is arranged at the main driver console side of the first driver room, the second connector is arranged at the auxiliary driver console side of the first driver room, the third connector is arranged at the main driver console side of the second driver room, and the fourth connector is arranged at the auxiliary driver console side of the second driver room; the first connector, the second connector, the third connector and the fourth connector all comprise first wiring terminals and second wiring terminals; the second ends of the normally open contacts of the first relay and the second relay are connected with a power supply, the first end of the normally open contact of the first relay is connected with the first wiring terminal of the first connector, the second wiring terminal of the second connector, the second wiring terminal of the third connector, the first wiring terminal of the fourth connector and a first acquisition port of a network control system, and the first end of the normally open contact of the second relay is connected with the second wiring terminal of the first connector, the first wiring terminal of the second connector, the first wiring terminal of the third connector, the second wiring terminal of the fourth connector and a second acquisition port of the network control system.

[0007] Based on the same concept, the application provides a locomotive, which is provided with a locomotive running direction identification circuit as described above.

[0008] Based on the same concept, the application provides a locomotive marshalling direction control system, which comprises a locomotive running direction identification circuit as described above arranged on each locomotive, and the locomotive running direction identification circuits of the locomotives are connected through marshalling cables according to a marshalling mode.

[0009] A first mode selection switch or a second mode selection switch of a host locomotive is used to select a running mode.

[0010] A first relay or a second relay of the host locomotive is used to generate a direction signal according to the selected running mode.

[0011] A network control system of the host locomotive is used to acquire the direction signal generated by the first relay and the second relay of the host locomotive.

[0012] A network control system of a slave locomotive is used to acquire the direction signal transmitted from the host locomotive through the marshalling cables, so that the running directions of the host locomotive and the slave locomotive are kept consistent.

[0013] Further, the marshalling mode comprises a first marshalling mode, a second marshalling mode, a third marshalling mode and a fourth marshalling mode; wherein the first marshalling mode refers to that the third connector of the locomotive running direction identification circuit of a first locomotive is connected with the second connector of the locomotive running direction identification circuit of a second locomotive through a marshalling connector, and the fourth connector of the locomotive running direction identification circuit of the first locomotive is connected with the first connector of the locomotive running direction identification circuit of the second locomotive through the marshalling connector.

[0014] The second marshalling mode refers to that the first connector of the locomotive running direction recognition circuit of the first locomotive is connected with the fourth connector of the locomotive running direction recognition circuit of the second locomotive through the reconnection connector, and the second connector of the locomotive running direction recognition circuit of the first locomotive is connected with the third connector of the locomotive running direction recognition circuit of the second locomotive through the reconnection connector.

[0015] The third marshalling mode refers to that the third connector of the locomotive running direction recognition circuit of the first locomotive is connected with the fourth connector of the locomotive running direction recognition circuit of the second locomotive through the reconnection connector, and the fourth connector of the locomotive running direction recognition circuit of the first locomotive is connected with the third connector of the locomotive running direction recognition circuit of the second locomotive through the reconnection connector.

[0016] The fourth marshalling mode refers to that the first connector of the locomotive running direction recognition circuit of the first locomotive is connected with the second connector of the locomotive running direction recognition circuit of the second locomotive through the reconnection connector, and the second connector of the locomotive running direction recognition circuit of the first locomotive is connected with the first connector of the locomotive running direction recognition circuit of the second locomotive through the reconnection connector.

[0017] Further, when the marshalling mode is the first marshalling mode or the second marshalling mode, the direction signal collected by the first locomotive is the same as the direction signal collected by the second locomotive.

[0018] When the marshalling mode is the third marshalling mode or the fourth marshalling mode, the direction signal collected by the first locomotive is opposite to the direction signal collected by the second locomotive.

[0019] Based on the same concept, the present application provides a reconnection locomotive, which comprises the locomotive reconnection direction control system as described above.

[0020] Based on the same concept, the present application provides a locomotive reconnection direction control method, each locomotive is provided with the locomotive running direction recognition circuit as described above, and the locomotive running direction recognition circuits of each locomotive are connected through reconnection cables according to a marshalling mode; the control method comprises:

[0021] selecting the operation mode through the first mode selection switch or the second mode selection switch of the master locomotive, and controlling the first relay or the second relay of the master locomotive to be powered, so as to control the normally open contact of the first relay or the second relay to be closed, so as to generate a direction signal;

[0022] The master locomotive collects the direction signal, and the slave locomotive collects the direction signal transmitted from the master locomotive through the reconnection cable, so that the running directions of the master locomotive and the slave locomotive are kept consistent.

[0023] Further, the operation modes include a first operation mode, a second operation mode, a third operation mode, a fourth operation mode and a fifth operation mode.

[0024] When the locomotive is in the first operation mode, only the brake responds to the air brake operation of the train pipe;

[0025] When the locomotive is in the second operation mode, the locomotive is in a standby state, and no traction force is output;

[0026] When the locomotive is in the third operation mode, the locomotive is limited to run backward;

[0027] When the locomotive is in the fourth operation mode, the locomotive is limited to run forward;

[0028] When the locomotive is in the fifth operation mode, the locomotive is normally operated;

[0029] The first operation mode and the second operation mode correspond to no direction signal, the third operation mode corresponds to a backward direction signal, and the fourth operation mode and the fifth operation mode correspond to a forward direction signal.

[0030] Advantages

[0031] Compared with the prior art, the present application has the following advantages:

[0032] The locomotive operation direction recognition circuit provided by the present application controls the power supply of the first relay or the second relay through the mode selection switch, so as to control the closure of the normally open contact of the first relay or the second relay, realizes the operation direction recognition in different operation modes, and solves the problem that the operation direction of a single locomotive cannot be recognized.

[0033] The locomotive reconnection direction control system and method provided by the present application collects the direction signal generated by the first relay or the second relay through the master control locomotive and the direction signal transmitted from the master control locomotive through the reconnection cable through the slave control locomotive, realizes the direction uniformity between the master control locomotive and the slave control locomotive in the mixed direction marshalling, and further ensures the consistency of the direction of the traction force / electric braking force of different locomotives.

[0034] The present application is applicable to track locomotives and track engineering vehicles, and realizes the hard-wire recognition and uniformity of the reconnection direction between the locomotives and the track engineering vehicles through the hard-wire crossing mode, meets the marshalling operation between the existing locomotives and the old flat cars or freight cars, improves the usability of the marshalling between the locomotives and the old flat cars or freight cars, and meets the market application demand. BRIEF DESCRIPTION OF DRAWINGS

[0035] In order to more clearly illustrate the technical solution of the present invention, the following briefly introduces the drawings required for use in the description of the embodiment. Obviously, the drawings described below are only one embodiment of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0036] Figure 1 2 is a schematic diagram of a control circuit of a locomotive running direction identification circuit according to an embodiment of the present invention;

[0037] Figure 2 Schematic diagram of the acquisition circuit of the locomotive running direction identification circuit in an embodiment of the present invention;

[0038] Figure 3 1 is a schematic diagram of the gear setting of the first mode selection switch or the second mode selection switch in an embodiment of the present invention;

[0039] Figure 4 This is a wiring diagram of the first marshaling method in an embodiment of the present invention;

[0040] Figure 5 This is a wiring diagram of the second marshaling method in an embodiment of the present invention;

[0041] Figure 6 This is a wiring diagram of the third marshaling method in an embodiment of the present invention;

[0042] Figure 7 This is a wiring diagram of the fourth grouping method in an embodiment of the present invention. DETAILED DESCRIPTION

[0043] The following is a clear and complete description of the technical solutions of the present invention in conjunction with the accompanying drawings of the embodiments of the present invention. Obviously, the embodiments described are only part of the embodiments of the present invention, not all of them. All other embodiments obtained by ordinary technicians in this field based on the embodiments of the present invention without making any creative efforts are within the scope of protection of the present invention.

[0044] The following specific embodiments are used to describe the technical solution of the present application in detail. The following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described in detail in some embodiments.

[0045] Example 1

[0046] like Figure 1 and Figure 2As shown, the locomotive running direction recognition circuit provided by the embodiment of the present application comprises a first mode selection switch S1, a second mode selection switch S2, a first relay K1, a second relay K2, a first connector, a second connector, a third connector and a fourth connector; the first mode selection switch S1 is arranged in the first driver's cab and connected with the coils of the first relay K1 and the second relay K2, and the second mode selection switch S2 is arranged in the second driver's cab and connected with the coils of the first relay K1 and the second relay K2.

[0047] The first connector is arranged at the side of the main driver's console of the first driver's cab, the second connector is arranged at the side of the auxiliary driver's console of the first driver's cab, the third connector is arranged at the side of the main driver's console of the second driver's cab, and the fourth connector is arranged at the side of the auxiliary driver's console of the second driver's cab; the first connector, the second connector, the third connector and the fourth connector each comprise a first terminal 1 and a second terminal 2; the second ends of the normally open contacts of the first relay K1 and the second relay K2 are connected with a power supply (i.e. DC 110V), the first end of the normally open contact of the first relay K1 is connected with the first terminal 1 of the first connector, the second terminal 2 of the second connector, the second terminal 2 of the third connector, the first terminal 1 of the fourth connector and the first acquisition port DI1 of the network control system, and the first end of the normally open contact of the second relay K2 is connected with the second terminal 2 of the first connector, the first terminal 1 of the second connector, the first terminal 1 of the third connector, the second terminal 2 of the fourth connector and the second acquisition port DI2 of the network control system.

[0048] The two ends of a single locomotive are defined as the I-position end and the II-position end, the first driver's cab is arranged at the I-position end, and the second driver's cab is arranged at the II-position end. Each driver's cab is provided with two consoles, i.e. a main driver's console and an auxiliary driver's console, and the main driver's console is usually arranged at the left side and the auxiliary driver's console is arranged at the right side.

[0049] Taking a driver's cab (the first driver's cab or the second driver's cab) as a control end, when the mode selection switch in the control end is selected by the driver to select a running mode, the first relay K1 or the second relay K2 is controlled to be powered, so as to control the normally open contact of the first relay K1 or the second relay K2 to be closed, and the first acquisition port DI1 or the second acquisition port DI2 of the network control system of the locomotive acquires a high-level signal (i.e. a direction signal), thereby realizing the hard-wire recognition of the running direction of the locomotive under different running modes.

[0050] As Figure 3As shown, the first mode selection switch S1 and the second mode selection switch S2 both have five gears corresponding to five operation modes, i.e. the first operation mode (SHUTDOWN mode), the second operation mode (STANDBY mode), the third operation mode (RMR mode), the fourth operation mode (RMF mode) and the fifth operation mode (CM mode). Among them, the first operation mode is a mode in which all controllers are disabled, when the locomotive is in the first operation mode, except for the brake responding to the train pipe air brake control, other vehicle-mounted systems are not running; the second operation mode is a mode providing minimum control function and used for locomotive standby state, when the locomotive is in the second operation mode, the pantograph can be raised, the high-speed circuit breaker is closed for auxiliary load and power supply load, and the traction output is prohibited; the third operation mode belongs to the limited backward running mode: it can run at a limited speed of 22km / h, and the direction of the locomotive is backward; the fourth operation mode belongs to the limited forward running mode: it can run at a limited speed of 22km / h, and the direction of the locomotive is forward; the fifth operation mode belongs to the normal running mode: the locomotive runs according to the track required speed, and the direction of the locomotive is forward.

[0051] Therefore, the direction signal corresponding to the first operation mode and the second operation mode is no direction, the direction signal corresponding to the third operation mode is backward, and the direction signal corresponding to the fourth operation mode and the fifth operation mode is forward. That is, when the first mode selection switch S1 or the second mode selection switch S2 is in the first operation mode or the second operation mode, the coils of the first relay K1 and the second relay K2 are all de-energized, and the normally open contacts of the first relay K1 and the second relay K2 remain open; when the first mode selection switch S1 or the second mode selection switch S2 is in the third operation mode, the coil of the first relay K1 is de-energized, the coil of the second relay K2 is energized, the normally open contact of the first relay K1 remains open, the normally open contact of the second relay K2 is closed, and the second acquisition port DI2 of the locomotive network control system acquires the backward direction signal; when the first mode selection switch S1 or the second mode selection switch S2 is in the fourth operation mode or the fifth operation mode, the coil of the first relay K1 is energized, the coil of the second relay K2 is de-energized, the normally open contact of the first relay K1 is closed, and the normally open contact of the second relay K2 remains open, and the first acquisition port DI1 of the locomotive network control system acquires the forward direction signal.

[0052] As shown in Figure 2 The first connector, the second connector, the third connector and the fourth connector of the locomotive are connected with the reconnection connector respectively, the reconnection connector is used for reconnection between the locomotives; each reconnection connector is arranged at the corresponding driver's console side, the normally open contacts of the first relay K1 and the second relay K2 are connected with each connector through the control cable, and among the two groups of control cables connected with the same connector of the same bit end, one group of control cable is crossed and then connected with the corresponding connector. As shown in Figure 2As shown, in one embodiment, the control cable group on the I side connected with the first connector is first crossed and then connected with the first connector; the control cable group on the II side connected with the fourth connector is first crossed and then connected with the fourth connector. In another embodiment, the control cable group on the I side connected with the second connector is first crossed and then connected with the second connector; the control cable group on the II side connected with the third connector is first crossed and then connected with the third connector.

[0053] Embodiment 2

[0054] The locomotive (referring to a single locomotive) provided by the embodiment of the present application is provided with the locomotive running direction identification circuit described in the embodiment 1 of the present application.

[0055] Embodiment 3

[0056] The locomotive heavy coupling direction control system provided by the embodiment of the present application comprises the locomotive running direction identification circuit in the embodiment 1 of the present application provided for each locomotive, the locomotive running direction identification circuits of the locomotives are connected through the heavy coupling cable according to the marshalling mode; the first mode selection switch S1 or the second mode selection switch S2 of the master locomotive, used for selecting the running mode; the first relay K1 or the second relay K2 of the master locomotive, used for generating the direction signal according to the selected running mode; the network control system of the master locomotive, used for collecting the direction signal generated by the first relay K1 and the second relay K2 of the master locomotive; the network control system of the slave locomotive, used for collecting the direction signal transmitted from the master locomotive through the heavy coupling cable, so that the running directions of the master locomotive and the slave locomotive are kept consistent.

[0057] The master locomotive is the locomotive corresponding to the first mode selection switch S1 or the second mode selection switch S2 to be operated by the driver, and the other locomotive is the slave locomotive. That is, the locomotive operated by the driver is the master locomotive, and the other locomotive is the slave locomotive.

[0058] The driver selects the operation mode by operating the first mode selection switch S1 or the second mode selection switch S2 of the host locomotive to control the first relay K1 or the second relay K2 to be powered, and then control the normally open contact of the first relay K1 or the second relay K2 to be closed, so that the first acquisition port DI1 or the second acquisition port DI2 of the network control system of the host locomotive acquires the direction signal; meanwhile, the direction signal is transmitted to the slave locomotive through the reconnection cable W15 / W3 between the host locomotive and the slave locomotive, and is acquired by the first acquisition port DI1 or the second acquisition port DI2 of the network control system of the slave locomotive; the host locomotive and the slave locomotive control their own running directions according to the acquired direction signals, so that the running directions of the host locomotive and the slave locomotive are consistent, and the unity of the running directions of the locomotives in the reconnection locomotive is realized.

[0059] In the specific embodiments of the present application, the marshalling modes include a first marshalling mode, a second marshalling mode, a third marshalling mode and a fourth marshalling mode.

[0060] The first marshalling mode (i.e. 12-12 marshalling mode) refers to that the third connector of the locomotive running direction recognition circuit of the first locomotive is connected with the second connector of the locomotive running direction recognition circuit of the second locomotive through the reconnection connector, and the fourth connector of the locomotive running direction recognition circuit of the first locomotive is connected with the first connector of the locomotive running direction recognition circuit of the second locomotive through the reconnection connector, as shown in Figure 4 .

[0061] The second marshalling mode (i.e. 21-21 marshalling mode) refers to that the first connector of the locomotive running direction recognition circuit of the first locomotive is connected with the fourth connector of the locomotive running direction recognition circuit of the second locomotive through the reconnection connector, and the second connector of the locomotive running direction recognition circuit of the first locomotive is connected with the third connector of the locomotive running direction recognition circuit of the second locomotive through the reconnection connector, as shown in Figure 5 .

[0062] The third marshalling mode (i.e. 12-21 marshalling mode) refers to that the third connector of the locomotive running direction recognition circuit of the first locomotive is connected with the fourth connector of the locomotive running direction recognition circuit of the second locomotive through the reconnection connector, and the fourth connector of the locomotive running direction recognition circuit of the first locomotive is connected with the third connector of the locomotive running direction recognition circuit of the second locomotive through the reconnection connector, as shown in Figure 6 .

[0063] The fourth marshalling mode (i.e. 21-12 marshalling mode) refers to that the first connector of the locomotive running direction recognition circuit of the first locomotive is connected with the second connector of the locomotive running direction recognition circuit of the second locomotive through the reconnection connector, and the second connector of the locomotive running direction recognition circuit of the first locomotive is connected with the first connector of the locomotive running direction recognition circuit of the second locomotive through the reconnection connector, as shown in Figure 7 As shown.

[0064] In the specific embodiments of the present application, when the marshalling mode is the first marshalling mode or the second marshalling mode, the direction signal collected by the first locomotive is the same as the direction signal collected by the second locomotive; when the marshalling mode is the third marshalling mode or the fourth marshalling mode, the direction signal collected by the first locomotive is opposite to the direction signal collected by the second locomotive.

[0065] For example, taking the first locomotive as the master locomotive and the second locomotive as the slave locomotive, when the first locomotive network control system collects a forward direction signal (i.e. the normally open contact of the first relay K1 is closed), as shown in Figures 4 to 7 , if the first encoding mode or the second encoding mode is adopted, the second locomotive network control system also collects the forward direction signal; if the third encoding mode or the fourth encoding mode is adopted, the second locomotive network control system collects the backward direction signal, so as to realize the uniform operation of the marshalling locomotives.

[0066] When the first locomotive network control system collects a backward direction signal (i.e. the normally open contact of the second relay K2 is closed), as shown in Figures 4 to 7 , if the first encoding mode or the second encoding mode is adopted, the second locomotive network control system also collects the backward direction signal; if the third encoding mode or the fourth encoding mode is adopted, the second locomotive network control system collects the forward direction signal, so as to realize the uniform operation of the marshalling locomotives.

[0067] Embodiment 4

[0068] The locomotive provided by the embodiment of the present application comprises the locomotive marshalling direction control system in the embodiment 3 of the present application, and corresponds to two locomotives. The two locomotives can be connected in a back-to-back manner or in a non-back-to-back manner. The back-to-back manner refers to that the locomotives are directly connected, and there is no flat car or freight car between the locomotives, i.e. locomotive + locomotive + flat car / freight car; the non-back-to-back manner refers to that the flat car or the freight car is also marshalled between the locomotives, i.e. locomotive + flat car / freight car + locomotive.

[0069] Embodiment 5

[0070] The control method provided by the embodiment of the present application comprises the following steps:

[0071] Step 1: selecting an operation mode through a first mode selection switch S1 or a second mode selection switch S2 of the master locomotive, and controlling a first relay K1 or a second relay K2 of the master locomotive to be powered, thereby controlling the normally open contact of the first relay K1 or the second relay K2 to be closed to generate a direction signal;

[0072] Step 2: the master locomotive collects the direction signal, and the slave locomotive collects the direction signal transmitted from the master locomotive through the reconnection cable, so that the operation direction of the master locomotive and the operation direction of the slave locomotive are consistent.

[0073] In the specific embodiment of the present application, the marshalling mode includes a first marshalling mode, a second marshalling mode, a third marshalling mode and a fourth marshalling mode.

[0074] The first marshalling mode (i.e. 12-12 marshalling mode) refers to that the third connector of the locomotive operation direction recognition circuit of the first locomotive is connected with the second connector of the locomotive operation direction recognition circuit of the second locomotive through the reconnection connector, and the fourth connector of the locomotive operation direction recognition circuit of the first locomotive is connected with the first connector of the locomotive operation direction recognition circuit of the second locomotive through the reconnection connector, as shown in Figure 4 .

[0075] The second marshalling mode (i.e. 21-21 marshalling mode) refers to that the first connector of the locomotive operation direction recognition circuit of the first locomotive is connected with the fourth connector of the locomotive operation direction recognition circuit of the second locomotive through the reconnection connector, and the second connector of the locomotive operation direction recognition circuit of the first locomotive is connected with the third connector of the locomotive operation direction recognition circuit of the second locomotive through the reconnection connector, as shown in Figure 5 .

[0076] The third marshalling mode (i.e. 12-21 marshalling mode) refers to that the third connector of the locomotive operation direction recognition circuit of the first locomotive is connected with the fourth connector of the locomotive operation direction recognition circuit of the second locomotive through the reconnection connector, and the fourth connector of the locomotive operation direction recognition circuit of the first locomotive is connected with the third connector of the locomotive operation direction recognition circuit of the second locomotive through the reconnection connector, as shown in Figure 6 .

[0077] The fourth marshalling mode (i.e. 21-12 marshalling mode) refers to that the first connector of the locomotive operation direction recognition circuit of the first locomotive is connected with the second connector of the locomotive operation direction recognition circuit of the second locomotive through the reconnection connector, and the second connector of the locomotive operation direction recognition circuit of the first locomotive is connected with the first connector of the locomotive operation direction recognition circuit of the second locomotive through the reconnection connector, as shown in Figure 7 .

[0078] In a specific embodiment of the present invention, when the marshaling mode is the first marshaling mode or the second marshaling mode, the direction signal collected by the first locomotive is the same as the direction signal collected by the second locomotive; when the marshaling mode is the third marshaling mode or the fourth marshaling mode, the direction signal collected by the first locomotive is opposite to the direction signal collected by the second locomotive.

[0079] like Figure 3 As shown, both the first mode selector switch S1 and the second mode selector switch S2 have five positions, corresponding to five operating modes: the first operating mode (SHUTDOWN mode), the second operating mode (STANDBY mode), the third operating mode (RMR mode), the fourth operating mode (RMF mode), and the fifth operating mode (CM mode). The first operating mode is a mode in which all controllers are disabled. When the locomotive is in the first operating mode, all onboard systems are inoperative except for the brake motor responding to the air brake control of the train controller. The second operating mode provides minimal control functions and is used for locomotive standby. When the locomotive is in the second operating mode, the pantograph can be raised and the high-speed circuit breaker closed to power auxiliary loads and train loads, while traction output is prohibited. The third operating mode is a limited backward operating mode: the locomotive can operate at a speed limited to 22 km / h with the locomotive in the backward direction. The fourth operating mode is a limited forward operating mode: the locomotive can operate at a speed limited to 22 km / h with the locomotive in the forward direction. The fifth operating mode is a normal operating mode: the locomotive runs at the required speed of the track with the locomotive in the forward direction.

[0080] Therefore, the direction signals corresponding to the first operating mode and the second operating mode are non-directional, the direction signal corresponding to the third operating mode is backward, and the direction signals corresponding to the fourth operating mode and the fifth operating mode are forward. That is, when the first mode selection switch S1 or the second mode selection switch S2 is in the first operating mode or the second operating mode, the coils of the first relay K1 and the second relay K2 are both de-energized, and the normally open contacts of the first relay K1 and the second relay K2 remain disconnected; when the first mode selection switch S1 or the second mode selection switch S2 is in the third operating mode, the coil of the first relay K1 is de-energized, the coil of the second relay K2 is energized, the normally open contact of the first relay K1 remains disconnected, the normally open contact of the second relay K2 is closed, and the second acquisition port DI2 of the locomotive network control system collects a backward direction signal; when the first mode selection switch S1 or the second mode selection switch S2 is in the fourth operating mode or the fifth operating mode, the coil of the first relay K1 is energized, the coil of the second relay K2 is de-energized, the normally open contact of the first relay K1 is closed, the normally open contact of the second relay K2 remains disconnected, and the first acquisition port DI1 of the locomotive network control system collects a forward direction signal.

[0081] The driver selects the operation mode by operating the first mode selection switch S1 or the second mode selection switch S2 of the master locomotive to control the first relay K1 or the second relay K2 to be powered, and then control the normally open contact of the first relay K1 or the second relay K2 to be closed, so that the direction signal is collected by the first collection port DI1 or the second collection port DI2 of the network control system of the master locomotive; meanwhile, the direction signal is transmitted to the slave locomotive through the reconnection cable W15 / W3 between the master locomotive and the slave locomotive, and is collected by the first collection port DI1 or the second collection port DI2 of the network control system of the slave locomotive; the master locomotive and the slave locomotive control their own running directions according to the collected direction signals, so that the running directions of the master locomotive and the slave locomotive are consistent, and the unity of the running directions of the locomotives in the reconnection locomotive is realized.

[0082] The above only discloses specific embodiments of the present application, but the protection scope of the present application is not limited thereto, any person skilled in the art can easily think of changes or modifications within the technical range disclosed by the present application, which shall be covered within the protection scope of the present application.

Claims

1. A locomotive running direction identification circuit, characterized in that: The identification circuit includes a first mode selection switch, a second mode selection switch, a first relay, a second relay, a first connector, a second connector, a third connector, and a fourth connector; the first mode selection switch is provided in the first driver's cab and is connected to the coils of the first relay and the second relay, and the second mode selection switch is provided in the second driver's cab and is connected to the coils of the first relay and the second relay; The first connector is provided on the main driver console side of the first driver's cab, the second connector is provided on the auxiliary driver console side of the first driver's cab, the third connector is provided on the main driver console side of the second driver's cab, and the fourth connector is provided on the auxiliary driver console side of the second driver's cab; the first connector, the second connector, the third connector and the fourth connector all include a first wiring terminal and a second wiring terminal; the second ends of the normally open contacts of the first relay and the second relay are both connected to a power source, the first end of the normally open contact of the first relay is connected to the first wiring terminal of the first connector, the second wiring terminal of the second connector, the second wiring terminal of the third connector, the first wiring terminal of the fourth connector and the first data acquisition port of the network control system, and the first end of the normally open contact of the second relay is connected to the second wiring terminal of the first connector, the first wiring terminal of the second connector, the first wiring terminal of the third connector, the second wiring terminal of the fourth connector and the second data acquisition port of the network control system; The first connector, the second connector, the third connector and the fourth connector of the locomotive are respectively connected to the reconnection connector, and the locomotive running direction identification circuits of each locomotive are connected through the reconnection cable according to the grouping method.

2. A locomotive, characterized in that: The locomotive is provided with the locomotive running direction identification circuit according to claim 1.

3. A locomotive reconnection direction control system, characterized in that: The control system includes a locomotive running direction identification circuit as claimed in claim 1 provided on each locomotive; A first mode selection switch or a second mode selection switch of the master locomotive is used to select an operating mode; The first relay or the second relay of the master locomotive is used to generate a direction signal according to the selected operating mode; The network control system of the master locomotive is used to collect the direction signals generated by the first relay and the second relay of the master locomotive; The network control system of the slave locomotive is used to collect direction signals transmitted from the master locomotive through the reconnection cable, so that the running directions of the master locomotive and the slave locomotive are consistent.

4. The locomotive coupling direction control system according to claim 3, characterized in that: The marshaling modes include a first marshaling mode, a second marshaling mode, a third marshaling mode, and a fourth marshaling mode; wherein the first marshaling mode means that the third connector of the locomotive running direction identification circuit of the first locomotive is connected to the second connector of the locomotive running direction identification circuit of the second locomotive via a reconnection connector, and the fourth connector of the locomotive running direction identification circuit of the first locomotive is connected to the first connector of the locomotive running direction identification circuit of the second locomotive via a reconnection connector; The second marshaling mode means that the first connector of the locomotive running direction identification circuit of the first locomotive is connected to the fourth connector of the locomotive running direction identification circuit of the second locomotive through a reconnection connector, and the second connector of the locomotive running direction identification circuit of the first locomotive is connected to the third connector of the locomotive running direction identification circuit of the second locomotive through a reconnection connector; The third marshaling mode means that the third connector of the locomotive running direction identification circuit of the first locomotive is connected to the fourth connector of the locomotive running direction identification circuit of the second locomotive through a reconnection connector, and the fourth connector of the locomotive running direction identification circuit of the first locomotive is connected to the third connector of the locomotive running direction identification circuit of the second locomotive through a reconnection connector; The fourth marshaling mode means that the first connector of the locomotive running direction identification circuit of the first locomotive is connected to the second connector of the locomotive running direction identification circuit of the second locomotive through a reconnection connector, and the second connector of the locomotive running direction identification circuit of the first locomotive is connected to the first connector of the locomotive running direction identification circuit of the second locomotive through a reconnection connector.

5. The locomotive coupling direction control system according to claim 4, characterized in that: When the marshaling mode is the first marshaling mode or the second marshaling mode, the direction signal collected by the first locomotive is the same as the direction signal collected by the second locomotive; When the marshaling mode is the third marshaling mode or the fourth marshaling mode, the direction signal collected by the first locomotive is opposite to the direction signal collected by the second locomotive.

6. A multiple-unit locomotive, characterized in that: The coupled locomotive includes the locomotive coupled direction control system according to any one of claims 3 to 5.

7. A locomotive reconnection direction control method, characterized in that: Each locomotive is provided with a locomotive running direction identification circuit as claimed in claim 1; the control method comprises: The operating mode is selected by the first mode selection switch or the second mode selection switch of the master locomotive, and the first relay or the second relay of the master locomotive is energized, thereby controlling the normally open contact of the first relay or the second relay to close, so as to generate a direction signal; The master locomotive collects the direction signal, and the slave locomotive collects the direction signal transmitted from the master locomotive through the reconnection cable, so that the running directions of the master locomotive and the slave locomotive remain consistent.

8. The locomotive coupling direction control method according to claim 7, characterized in that: The marshaling modes include a first marshaling mode, a second marshaling mode, a third marshaling mode, and a fourth marshaling mode; wherein the first marshaling mode means that the third connector of the locomotive running direction identification circuit of the first locomotive is connected to the second connector of the locomotive running direction identification circuit of the second locomotive via a reconnection connector, and the fourth connector of the locomotive running direction identification circuit of the first locomotive is connected to the first connector of the locomotive running direction identification circuit of the second locomotive via a reconnection connector; The second marshaling mode means that the first connector of the locomotive running direction identification circuit of the first locomotive is connected to the fourth connector of the locomotive running direction identification circuit of the second locomotive through a reconnection connector, and the second connector of the locomotive running direction identification circuit of the first locomotive is connected to the third connector of the locomotive running direction identification circuit of the second locomotive through a reconnection connector; The third marshaling mode means that the third connector of the locomotive running direction identification circuit of the first locomotive is connected to the fourth connector of the locomotive running direction identification circuit of the second locomotive through a reconnection connector, and the fourth connector of the locomotive running direction identification circuit of the first locomotive is connected to the third connector of the locomotive running direction identification circuit of the second locomotive through a reconnection connector; The fourth marshaling mode means that the first connector of the locomotive running direction identification circuit of the first locomotive is connected to the second connector of the locomotive running direction identification circuit of the second locomotive through a reconnection connector, and the second connector of the locomotive running direction identification circuit of the first locomotive is connected to the first connector of the locomotive running direction identification circuit of the second locomotive through a reconnection connector.

9. The locomotive coupling direction control method according to claim 8, characterized in that: When the marshaling mode is the first marshaling mode or the second marshaling mode, the direction signal collected by the first locomotive is the same as the direction signal collected by the second locomotive; When the marshaling mode is the third marshaling mode or the fourth marshaling mode, the direction signal collected by the first locomotive is opposite to the direction signal collected by the second locomotive.

10. The locomotive coupling direction control method according to any one of claims 7 to 9, characterized in that: The operating modes include a first operating mode, a second operating mode, a third operating mode, a fourth operating mode and a fifth operating mode; When the locomotive is in the first operating mode, only the brakes operate in response to the train pipe's air brakes; When the locomotive is in the second operating mode, the locomotive is in a standby state with no traction output; When the locomotive is in the third operating mode, the locomotive is restricted from running backward; When the locomotive is in the fourth operating mode, the locomotive is restricted from moving forward; When the locomotive is in the fifth operating mode, the locomotive operates normally; The direction signals corresponding to the first operating mode and the second operating mode are non-directional, the direction signal corresponding to the third operating mode is backward, and the direction signals corresponding to the fourth operating mode and the fifth operating mode are forward.

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