Train electrical control simulation system
By designing an integrated train electrical control simulation system, the challenges of intuitive demonstration and efficient training for power-centralized trains in existing technologies have been solved. This has resulted in reduced costs, decreased risks, and improved fault diagnosis capabilities, supporting standardized assessments and skills competitions.
Patent Information
- Application Number
- CN202511427286.6
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-09-30
- Publication Date
- 2025-11-25
AI Technical Summary
Existing technologies lack dedicated electrical function integration testing devices in training for power-centralized trains, making it difficult to intuitively demonstrate electrical function logic. On-vehicle training is costly and risky, hindering high-frequency and efficient training. Furthermore, the lack of fault simulation and assessment equipment makes it difficult to improve trainees' fault diagnosis and handling capabilities.
An integrated and modular train electrical control simulation system was designed, including a sliding door central control simulation unit, a safety loop simulation unit, an air conditioning control simulation unit, a lighting control simulation unit, and a power supply simulation unit. These units are used to simulate the train's opening and closing logic, safe operation, temperature regulation, lighting mode, and power supply selection logic, respectively, to simulate various electrical functions and faults.
This system can replace on-vehicle training, reduce costs and safety risks, enhance trainees' ability to simulate and diagnose faults, improve practical skills, and support standardized assessments and skills competitions.
Smart Images
Figure CN121011124A_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of railway vehicle technology, and in particular to a train electrical control simulation system. Background Technology
[0002] Training for power-centralized trains currently relies mainly on theoretical instruction or hands-on operation, but this approach suffers from the following technical shortcomings: A lack of dedicated electrical function integration testing equipment; the logic of many electrical functions on the actual train is implemented through PLC programming, which cannot provide a clear visual demonstration, making it difficult for trainees to systematically grasp the logical relationships between various electrical functions; hands-on training is costly and risky, posing safety hazards due to reliance on actual train operation, and is limited by train scheduling and maintenance costs, failing to meet the demand for high-frequency, high-efficiency training; insufficient fault simulation capabilities; existing training methods cannot flexibly simulate typical electrical faults (such as power abnormalities, air conditioning failures, door malfunctions, etc.), limiting the improvement of trainees' fault diagnosis and handling abilities; and a lack of assessment and competition functions; traditional training lacks standardized assessment equipment, making it impossible to objectively evaluate trainees' operational compliance and emergency response efficiency, and further hindering support for application scenarios such as skills competitions.
[0003] The information disclosed in this background section is intended only to enhance the understanding of the overall background of this application and should not be construed as an admission or in any way implying that the information constitutes prior art known to those skilled in the art. Summary of the Invention
[0004] The purpose of this application is to provide an integrated and modular train electrical control simulation system that can replace the actual train for student training. This system can reduce students' reliance on actual train training, reduce costs and safety risks, and enhance students' ability to simulate and diagnose faults.
[0005] To achieve the above objectives, this application employs the following technical solution: A train electrical control simulation system, comprising: Sliding door central control simulation unit: used to simulate train opening and closing logic and interlocking functions; Safety loop simulation unit: used to simulate the train control interlocking functions related to train safety operation, including interlocking with the plug door centralized control simulation unit to realize the safety interlocking of door opening and closing; Air conditioning control simulation unit: used to simulate temperature regulation inside the train and air conditioning malfunctions; Lighting control simulation unit: used to simulate train lighting mode switching and emergency response functions; Power supply simulation unit: used to simulate the train power supply selection logic and protection functions, and to supply power to the sliding door central control simulation unit, the safety loop simulation unit, the air conditioning control simulation unit and the lighting control simulation unit.
[0006] Furthermore, the slug door centralized control simulation unit includes: The door switch control simulation module includes a door enable circuit, a door opening circuit, and a door closing circuit. The door enable circuit is used to simulate outputting a door enable signal and realize door self-locking. The door opening circuit is used to simulate controlling the door to open when the door enable circuit outputs the door enable signal. The door closing circuit is used to unlock the door enable circuit, stop the door enable circuit from outputting the door enable signal, and control the door to close. Zero-speed simulation module: used to simulate the train entering or leaving the zero-speed state, and to cut off the power supply circuit of the door enabling circuit when the train leaves the zero-speed state, and to turn on the power supply circuit of the door enabling circuit when the train enters the zero-speed state. Emergency unlocking simulation module: used to trigger the emergency unlocking function of the doors and control the output alarm of the safety loop simulation unit after the train enters the zero speed state.
[0007] Furthermore, the safety loop simulation unit includes: Door safety loop simulation module: used in conjunction with the sliding door centralized control simulation unit to simulate and establish a sliding door safety loop, capable of simulating the triggering of an alarm based on the operator's manual control of the sliding door safety loop, and outputting corresponding vehicle control actions; Axle alarm safety loop simulation module: used to simulate the establishment of a train axle alarm safety loop, and can simulate the alarm triggered by the train axle alarm safety loop according to the operator's manual control, and output the corresponding train control actions; Braking safety loop simulation module: used to simulate and establish a train braking safety loop, and can simulate the alarm triggered by the train braking safety loop according to the operator's manual control, and output the corresponding train control actions; Fireworks safety loop simulation module: used to simulate and establish a fireworks safety loop, and can simulate the fireworks safety loop to trigger an alarm based on the operator's manual control, and output corresponding vehicle control actions.
[0008] Furthermore, the door safety loop simulation module, axle alarm safety loop simulation module, and brake safety loop simulation module are each equipped with their own isolation circuits to achieve alarm isolation, thereby eliminating false alarms and vehicle control actions.
[0009] Furthermore, the power supply simulation unit includes: Power supply mode selection module: used to simulate the train control cabinet selecting the working mode, including stop mode, automatic mode, test I mode and test II mode; in the stop mode, the train control cabinet stops receiving power; in the automatic mode, the train control cabinet automatically selects either power supply I or power supply II according to the parameter selection module; in test I mode, the train control cabinet selects power supply I; in test II mode, the train control cabinet selects power supply II. Power supply circuit selection module: used to simulate switching between power supply I and power supply II according to the selection mode output by the power supply mode selection module; Parameter selection module: Used to perform logical operations on train number and month. When the sum of the train number and month is odd, the train control cabinet operating in automatic mode simulates selecting power supply I; when the sum of the train number and month is even, the train control cabinet operating in automatic mode simulates selecting power supply II.
[0010] Furthermore, the power simulation unit also includes an emergency power-off button, which is triggered in an emergency to simulate cutting off the power supply circuit. When the train control cabinet is operating in Test I mode or Test II mode, the emergency power-off button is configured to restore normal power supply after reset; When the train control cabinet is operating in automatic mode, the emergency power-off button is configured to restore normal power supply only when the power supply mode selection module switches to stop mode and then switches back to automatic mode.
[0011] Furthermore, the air conditioning control simulation unit includes: Air conditioning operating condition selection module: used to simulate switching air conditioning operating conditions, including stop, automatic, test cooling and test heating conditions; Test Cooling Condition Simulation Module: When the air conditioning condition is switched to test cooling condition, it is used to simulate the air conditioning unit being in strong wind condition, semi-cooling condition or full cooling condition according to the operator's manual control, and to simulate compressor high and low pressure faults and output alarms. Test heating mode simulation module: When the air conditioning mode is switched to test heating mode, it is used to simulate the air conditioning unit in weak wind mode, half heating mode or full heating mode according to the operator's manual operation, and to simulate the preheater over-temperature fault and output alarm. In-vehicle and out-of-vehicle temperature simulation module: used to simulate the in-vehicle and out-of-vehicle temperatures and output corresponding air conditioning control signals when the air conditioning is in automatic mode; Automatic operating condition simulation module: used to simulate and control the air conditioning unit to operate in automatic cooling mode, automatic heating mode or automatic electric heating mode according to the air conditioning control signal output by the vehicle interior and exterior temperature simulation module.
[0012] Furthermore, the lighting control simulation unit includes: Lighting mode selection module: used to simulate the selection of lighting control modes, including centralized control lighting mode, stop mode, half-lamp mode, and full-lamp mode; the centralized control lighting mode refers to the entire train's lighting being in a centralized control state of half-lamp or full-lamp mode; the stop mode refers to the entire train's lighting being completely powered off; the half-lamp mode refers to all night lights and emergency lights being on, and the bar lights in the dining car being off; the full-lamp mode refers to all lights being on. Centralized lighting control simulation module: used to simulate the train entering the centralized lighting control mode based on the operator's manual operation; Lighting simulation module: used to simulate lighting based on the lighting control mode output by the lighting mode selection module or the centralized lighting control simulation module.
[0013] Compared with the prior art, the beneficial effects achieved by this application are as follows: The train electrical control simulation system provided in this application can replace the actual train for train operation training. It integrates multiple electrical control simulation units such as sliding doors, safety loops, air conditioning, lighting, and power supply, which can fully restore the operation mechanism of the train electrical system, reduce trainees' reliance on actual train training, and reduce costs and safety risks. The modular design helps trainees master the logical relationships of various electrical functions, enhances fault simulation and diagnosis capabilities, and improves trainees' practical skills. Attached Figure Description
[0014] To more clearly illustrate the technical solutions in the embodiments of this disclosure or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this disclosure. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0015] Figure 1 This is a circuit control schematic diagram of the Segmenter gate centralized control simulation unit provided in this application in one embodiment; Figure 2 This is a circuit control schematic diagram of the safety loop simulation unit provided in this application in one embodiment; Figure 3 This is a circuit control schematic diagram of the air conditioning control simulation unit provided in this application in one embodiment; Figure 4 This is a circuit control schematic diagram of the lighting control simulation unit provided in this application in one embodiment; Figure 5 This is a circuit control schematic diagram of the power supply simulation unit provided in this application in one embodiment. Detailed Implementation
[0016] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit this application or its application or use.
[0017] This application provides a train electrical control simulation system, which can replace a real train for train operation training, and specifically includes: Sliding door central control simulation unit: used to simulate train opening and closing logic and interlocking functions; Safety loop simulation unit: used to simulate the train control interlocking functions related to train safety operation, including interlocking with the plug door centralized control simulation unit to realize the safety interlocking of door opening and closing; Air conditioning control simulation unit: used to simulate temperature regulation inside the train and air conditioning malfunctions; Lighting control simulation unit: used to simulate train lighting mode switching and emergency response functions; Power supply simulation unit: used to simulate the train power supply selection logic and protection functions, and to supply power to the sliding door central control simulation unit, the safety loop simulation unit, the air conditioning control simulation unit and the lighting control simulation unit.
[0018] In summary, the train electrical control simulation system provided in this application integrates multiple electrical control simulation units such as plug doors, safety loops, air conditioning, lighting, and power supply. It can fully reproduce the operating mechanism of the train electrical system, reduce trainees' reliance on actual train training, and reduce costs and safety risks. The modular design helps trainees master the logical relationships of various electrical functions, enhances their fault simulation and diagnosis capabilities, and improves their practical skills.
[0019] As one embodiment of this application, the sluice door centralized control simulation unit can simulate sluice door control functions, including realizing zero-speed simulation function, emergency unlocking function, centralized control opening and closing operation of sluice door, and display functions of various states. Therefore, in this embodiment, the sluice door centralized control simulation unit includes a door opening and closing control simulation module, a zero-speed simulation module, and an emergency unlocking simulation module.
[0020] The door opening / closing control simulation module includes: The door enable circuit is used to simulate the output of the door enable signal and realize the door self-locking. The door opening circuit is used to simulate controlling the door to open when the door enabling circuit outputs the door enabling signal; The door closing circuit is used to unlock the door enabling circuit, stop the door enabling circuit from outputting the door enabling signal, and control the door to close.
[0021] Zero-speed simulation module: used to simulate the train entering or leaving the zero-speed state, and to cut off the power supply circuit of the door enabling circuit when the train leaves the zero-speed state, and to turn on the power supply circuit of the door enabling circuit when the train enters the zero-speed state; it should be noted that the so-called "zero-speed state" refers to the state where the train speed is ≤5km / h.
[0022] Emergency unlocking simulation module: used to trigger the emergency unlocking function of the doors and control the output alarm of the safety loop simulation unit after the train enters the zero speed state.
[0023] like Figure 1 The diagram shown is a circuit control schematic of the sliding door centralized control simulation unit provided in this application in one embodiment. It includes a control circuit for one side door and a control circuit for two side doors. The door enabling circuit may include a side door enabling button SB41 / SB21, a side door enabling indicator light HL52 / HL51, a side door enabling relay KA32 / KA21 and its auxiliary contacts, and a relay KA100 / KA101 and its auxiliary contacts. The door opening circuit may include a side door opening button SB42 / SB22, a side door opening relay KA101A / KA100A and its auxiliary contacts, a side door opening indicator light HL54 / HL53, and a relay KA41-1 / KA22 and its auxiliary contacts. The door closing circuit may include a side door closing button SB43 / SB23, a door closing relay KA102 and its auxiliary contacts, a relay KA42-1 / KA31 and its auxiliary contacts, and a door closing indicator light HL55. The zero-speed simulation module includes a zero-speed simulation knob SA40, relays KA103-1 / KA103-2 / KA103-3, and their auxiliary contacts. The emergency unlocking simulation module includes an emergency unlocking knob SA41, an emergency unlocking relay KA104, and their auxiliary contacts.
[0024] The control principle of the sliding door centralized control simulation unit will be explained below using a side door as an example: Keep the zero-speed analog knob SA40 in the "zero speed" (≤5km) position, i.e., the off state. Press the first-position side door enable button SB41, the relay KA32 is energized, the normally open auxiliary contact KA32 closes, and then the relay KA101 is energized. The first-position side door enable output signal circuit achieves self-locking and maintains a continuous high-level enable output. At the same time, when the first-position side door enable button SB41 is pressed, the relay KA52 is also energized, the normally open auxiliary contact KA52 closes, and the first-position side door enable indicator light HL52 lights up. At this time, the first-position side door is in the enabled state.
[0025] Pressing the side door opening button SB42 (pulse signal) energizes relay KA41-1, closing the normally open auxiliary contact KA41-1. This energizes the side door opening relay KA101A, closing the normally open auxiliary contact KA101A. The side door opening indicator HL54 illuminates, indicating that the side door is in the open state.
[0026] After one side door is opened, pressing the side door closing button SB43 (pulse signal) energizes relay KA42-1 and door closing relay KA102, causing the side door to close. The door closing indicator HL55 illuminates, indicating the door is closed, while the corresponding side door opening indicator HL54 goes out. It should be noted that when the side door closing button SB43 is pressed, the side door enable self-locking circuit unlocks, the enable signal stops outputting, and both the door enable and door opening indicator lights go out. When the zero-speed simulation knob is set to "non-zero speed" (>5km / h), i.e., the closed state, the enable power is disconnected, and the side door enable buttons SB41 / SB21 become ineffective.
[0027] For the emergency unlocking function, this embodiment associates the emergency unlocking relay KA104 with the safety loop simulation unit. When the emergency unlocking knob SA41 is activated, the sliding door safety loop alarm will be triggered through the associated relay.
[0028] The control principle for two-position side doors is similar to that for one-position side doors, and can be combined with... Figure 1 and one The control principle of the side door is deduced from this, and will not be elaborated here.
[0029] As one embodiment of this application, the safety loop simulation unit can realize the manual simulation alarm function, alarm display function, and operation display function that should appear for the corresponding vehicle in each safety loop, specifically including: Door safety loop simulation module: used in conjunction with the sliding door centralized control simulation unit to simulate and establish a sliding door safety loop, capable of simulating the sliding door safety loop to trigger an alarm based on the operator's manual control, and outputting corresponding vehicle control actions; Axle alarm safety loop simulation module: used to simulate the establishment of a train axle alarm safety loop, and can simulate the alarm triggered by the train axle alarm safety loop according to the operator's manual control, and output the corresponding train control actions; Braking safety loop simulation module: used to simulate and establish a train braking safety loop, and can simulate the alarm triggered by the train braking safety loop according to the operator's manual control, and output the corresponding train control actions; Fireworks safety loop simulation module: used to simulate and establish a fireworks safety loop, and can simulate the fireworks safety loop to trigger an alarm based on the operator's manual control, and output corresponding vehicle control actions.
[0030] like Figure 2 The diagram shown is a circuit control schematic of the safety loop simulation unit provided in this application in one embodiment. The following is a detailed explanation. Figure 2 The safety loop simulation unit is further explained below: The door safety loop simulation module includes a door loop relay KA61 and its auxiliary contacts, a door loop status indicator HL61, and a relay KA41 and its auxiliary contacts. After the safety loop is powered on normally, the sliding door safety loop is established, relay KA41 is energized, door loop relay KA61 is energized, normally open auxiliary contact KA61 closes, normally closed auxiliary contact KA61 opens, and door loop status indicator HL61 lights up. The door can be closed to the limit switch S2 or locked to the limit switch S3, or by pressing... Figure 1 When the emergency unlock knob S41 is activated (at this time, relay KA104 is energized and normally open auxiliary contact KA104 is closed), a simulated sliding door alarm is triggered. Door loop relay KA61 is de-energized, the sliding door safety loop is disconnected, the door loop status indicator HL61 goes out, and traction blocking is implemented. The red traction blocking indicator HL66 lights up.
[0031] The axle alarm safety loop simulation module includes axle alarm loop relay KA62 and its auxiliary contacts, relay KA42 and its auxiliary contacts, axle alarm loop status indicator HL62, and axle alarm alarm simulation button SB12. After the safety loop is normally powered on, the axle alarm safety loop is established, relay KA42 is energized, axle alarm loop relay KA62 is energized, normally open auxiliary contact KA62 closes, normally closed auxiliary contact KA62 opens, and axle alarm loop status indicator HL62 illuminates. By pressing the axle alarm alarm simulation button SB12, axle alarm loop relay KA62 is de-energized, the axle alarm safety loop is disconnected, axle alarm loop status indicator HL62 goes out, and penalty braking is applied, illuminating the red penalty braking indicator HL65.
[0032] The braking safety loop simulation module includes a braking loop relay KA63 and its auxiliary contacts, a relay KA43 and its auxiliary contacts, a braking loop status indicator HL63, and a braking alarm simulation button SB13. After the safety loop is normally powered on, the braking safety loop is established, relay KA43 and braking loop relay KA63 are energized, the normally open auxiliary contact KA63 closes, the normally closed auxiliary contact KA63 opens, and the braking loop status indicator HL63 illuminates. By pressing the braking alarm simulation button SB13, braking loop relay KA63 is de-energized, the braking safety loop is disconnected, the braking loop status indicator HL63 goes out, penalty braking is applied, and the penalty braking red indicator HL65 illuminates.
[0033] The pyrotechnic safety loop simulation module includes a pyrotechnic loop relay KA64 and its auxiliary contacts, a relay KA44 and its auxiliary contacts, a pyrotechnic loop status indicator HL64, and a pyrotechnic alarm simulation button SB14. After the safety loop is normally powered on, the pyrotechnic safety loop is established, relay KA44 and pyrotechnic loop relay KA64 are energized, the normally open auxiliary contact KA64 closes, the normally closed auxiliary contact KA64 opens, and the pyrotechnic loop status indicator HL64 illuminates. By pressing the pyrotechnic alarm simulation button SB14, the pyrotechnic loop relay KA64 is de-energized, the pyrotechnic safety loop is broken, and the pyrotechnic loop status indicator HL64 goes out.
[0034] In some embodiments, the safety loop simulation unit further includes a parking brake safety loop simulation module, comprising a parking brake loop relay KA60 and its auxiliary contacts, a relay KA40 and its auxiliary contacts, a parking brake loop status indicator HL60, and a parking brake alarm simulation button SB10. After the safety loop is normally powered on, the parking brake safety loop is established, relay KA40 and parking brake loop relay KA60 are energized, normally open auxiliary contact KA60 closes, normally closed auxiliary contact KA60 opens, and the parking brake loop status indicator HL60 illuminates. By pressing the parking brake alarm simulation button SB10, the parking brake safety loop is disconnected, and the parking brake loop status indicator HL60 goes out. If the train is in a stopped (zero speed effective) state at this time, traction blocking is implemented, and the traction blocking red indicator HL66 illuminates. If the train is in a running (zero speed ineffective) state at this time, penalty braking is implemented, and the penalty braking red indicator HL65 illuminates. By disconnecting the parking brake safety loop isolation switch S1, the parking brake safety loop can be isolated, eliminating false alarms and train control actions.
[0035] As one embodiment of this application, the door safety loop simulation module, axle alarm safety loop simulation module, and brake safety loop simulation module are each equipped with their own isolation circuits to achieve alarm isolation, thereby eliminating false alarms and vehicle control actions. For example, by operating the door loop isolation knob S7 to disconnect, the door safety loop can be isolated, eliminating false alarms and vehicle control actions. By operating the axle alarm loop isolation knob S4 to disconnect, the axle alarm safety loop can be isolated, eliminating false alarms and vehicle control actions. By operating the brake loop isolation knob S5 to disconnect, the brake safety loop can be isolated, eliminating false alarms and vehicle control actions.
[0036] As one embodiment of this application, the power supply simulation unit includes: Power supply mode selection module: used to simulate the train control cabinet selecting the working mode, including stop mode, automatic mode, test I mode and test II mode; in the stop mode, the train control cabinet stops receiving power; in the automatic mode, the train control cabinet automatically selects either power supply I or power supply II according to the parameter selection module; in test I mode, the train control cabinet selects power supply I; in test II mode, the train control cabinet selects power supply II. Power supply circuit selection module: used to simulate switching between power supply I and power supply II according to the selection mode output by the power supply mode selection module; Parameter selection module: Used to perform logical operations on train number and month. When the sum of the train number and month is odd, the train control cabinet operating in automatic mode simulates selecting power supply I; when the sum of the train number and month is even, the train control cabinet operating in automatic mode simulates selecting power supply II.
[0037] like Figure 5 The diagram shown is a circuit control schematic of the power supply simulation unit provided in this application in one embodiment. The following is in conjunction with... Figure 5 Further explanation of the power supply simulation unit: First, it should be noted that in this embodiment, the control cabinet is powered by two main power supplies. The power supply mode selection module can use a power conversion switch SA1, which can be set to "Stop", "Automatic", "Test I", and "Test II" respectively. Manual power supply is selected and interlocked in hardware, while automatic power supply is selected in software (the software function is simulated through hardware circuitry) and interlocked in hardware.
[0038] The power supply circuit selection module may include relays KA10, KA20, KM1, KM2 and their auxiliary contacts, a power supply indicator HL1 for one circuit, and a power supply indicator HL2 for two circuits. The normally closed auxiliary contacts of relays KA10 and KM2 are connected in series, the normally closed auxiliary contacts of relays KA20 and KM1 are connected in series, the normally open auxiliary contacts of relays KM1 and KA10 are connected in series, and the normally open auxiliary contacts of relays KM2 and KA20 are connected in series, thus forming an interlocking circuit that prevents relays KA10 and KA20 from being energized simultaneously, i.e., it is not possible to select power supply circuit I and circuit II simultaneously.
[0039] The parameter selection module may include selection switches SA2 and SA3, where selection switch SA2 is used for odd / even vehicle number selection and selection switch SA3 is used for odd / even month selection. Selection switches SA2 and SA3 are connected in series to realize the logical operation of vehicle number and month.
[0040] When the power selector switch SA1 is set to the "Stop" position, relay KA1 is not energized. Relay KA2 is first energized through the normally closed contact KA1, and then the normally open contact KA2 is energized. Relay KA2 achieves self-locking through the circuit of normally closed contact KA1A and normally open contact KA2. When the power selector switch SA1 is set to the "Automatic" position, the control cabinet enters automatic mode. Relay KA1 is energized, and the normally closed contact KA1 is opened. However, at this time, relay KA2 has already achieved self-locking through the normally closed contact KA1A and normally open contact KA2, and is not affected by the opening of the normally closed contact KA1. The main power supply circuit realizes automatic logic calculation of vehicle number and month through selector switches SA2 and SA3: when the sum of vehicle number and month is odd, power supply I is automatically selected; when the sum of vehicle number and month is even, power supply II is automatically selected.
[0041] When the power transfer switch SA1 is set to the "stop" position, the control cabinet should stop receiving power.
[0042] When the power transfer switch SA1 is set to "Test I" or "Test II", the power supply can be selected to power either channel I or channel II, and manual switching control and interlocking should be possible. Taking the power transfer switch SA1 set to "Test I" as an example, when relay KA10 is energized, the normally open auxiliary contact KA10 closes, and the power supply indicator HL1 for channel I lights up. At the same time, relay KM1 is energized, the normally closed auxiliary contact KM1 opens, relay KA20 is de-energized, the corresponding power supply indicator HL2 for channel II goes out, relay KM20 is de-energized, and the normally closed auxiliary contact KM2 remains closed. Relays KA10 and KA20 are interlocked, meaning they cannot be energized simultaneously. The "Test I" or "Test II" mode can be used for testing or as an emergency measure in case of control system failure.
[0043] The control cabinet's power supply and power distribution both use DC24V power.
[0044] As one embodiment of this application, the power simulation unit further includes an emergency power-off button SB3, which is triggered in an emergency to simulate cutting off the power supply circuit. When the train control cabinet is operating in test mode I or test mode II, the emergency power cut-off button SB3 is configured to restore normal power supply after reset. When the train control cabinet is operating in automatic mode, the emergency power-off button SB3 cannot automatically restore power after being reset. In this case, the emergency power-off button SB3 is configured to restore normal power supply only when the power supply mode selection module switches to stop mode and then switches back to automatic mode.
[0045] As one embodiment of this application, the air conditioning control simulation unit includes: Air conditioning operating condition selection module: used to simulate switching air conditioning operating conditions, including stop, automatic, test cooling and test heating conditions; Test Cooling Condition Simulation Module: When the air conditioning condition is switched to test cooling condition, it is used to simulate the air conditioning unit being in strong wind condition, semi-cooling condition or full cooling condition according to the operator's manual control, and to simulate compressor high and low pressure faults and output alarms. Test heating mode simulation module: When the air conditioning mode is switched to test heating mode, it is used to simulate the air conditioning unit in weak wind mode, half heating mode or full heating mode according to the operator's manual operation, and to simulate the preheater over-temperature fault and output alarm. In-vehicle and out-of-vehicle temperature simulation module: used to simulate the in-vehicle and out-of-vehicle temperatures and output corresponding air conditioning control signals when the air conditioning is in automatic mode; Automatic operating condition simulation module: used to simulate and control the air conditioning unit to operate in automatic cooling mode, automatic heating mode or automatic electric heating mode according to the air conditioning control signal output by the vehicle interior and exterior temperature simulation module.
[0046] like Figure 3 The diagram shown is a circuit control schematic of the air conditioning control simulation unit provided in this application in one embodiment. The following is a detailed explanation. Figure 3 The air conditioning control simulation unit provided in this embodiment will be further explained as follows: The air conditioning operating condition selection module includes an air conditioning operating condition conversion switch SA10 in the control cabinet, which can simulate the air conditioning unit being set to "stop", "automatic", "test cooling", and "test heating".
[0047] 1. When the selector switch SA10 is in the "Stop" position, the air conditioning unit stops working; 2. When the selector switch SA10 is in the "Test Cooling" position, relay KA4 is energized, its normally open contact KA4 closes, and relay KM12 is energized, causing its normally open contact KM12 to close and its normally closed contact KM12 to open. At this time, the air conditioning unit can be manually switched between strong airflow, semi-cooling, and full cooling modes via circuit breaker Q41 or Q42. Each mode is indicated by an indicator light. Simultaneously, compressor high and low pressure faults can be manually simulated and indicated by the fault light. "Semi-cooling mode" refers to operating only one of compressors 1 and 2, while "full cooling mode" refers to operating both compressors 1 and 2 simultaneously.
[0048] Strong wind operation: Relay KM12 is energized through the closed normally open contact KA4 and normally closed contact KM11, the strong ventilation fan works, normally open contact KM12 closes, and the corresponding indicator light HL12 lights up.
[0049] Semi-cooled operation: Relay KM12 is energized, the forced ventilation fan starts, and the corresponding indicator light HL12 illuminates. Manually closing circuit breaker Q41 or Q42 energizes relays KM14 and KM14A through the closed normally open contact KM12, activating the condenser fan, and the corresponding indicator light HL14 illuminates. It should be noted that because the normally open contact KM12 is connected in series in the condenser fan circuit, the condenser fan and the forced ventilation fan are interlocked. Therefore, the prerequisite for starting the condenser fan is that the forced ventilation fan is started. Figure 3 As shown, Refrigeration 1 and Refrigeration 2 correspond to compressor 1 and compressor 2, respectively. When the circuit breaker Q41 is manually closed, compressor 1 starts; when the circuit breaker Q42 is manually closed, compressor 2 starts. Since compressor 1 and compressor 2 are connected in series with normally open contacts KM14A, compressor 1 and 2 are interlocked with the condenser fan. The prerequisite for compressor 1 and 2 to start is that the condenser fan starts, and the corresponding indicator lights HL16 and HL17 light up.
[0050] Full cooling mode: When the forced ventilation fan is working, the corresponding indicator light HL12 is on; when the condenser fan is working (interlocked with the forced ventilation fan, the prerequisite for starting is that the forced ventilation fan is on), the corresponding indicator light HL14 is on; when circuit breakers Q41 and Q42 are closed at the same time, compressors 1 and 2 start at the same time (corresponding, and interlocked with the condenser fan at the same time, the prerequisite for starting is that the condenser fan is on), the corresponding indicator lights HL16 and HL17 are on.
[0051] Fault Alarm: Connect the high / low pressure analog limit switches LP1 (low pressure) / HP1 (high pressure) and LP2 (low pressure) / HP2 (high pressure) in series in the refrigeration circuits 1 and 2 (i.e., compressors 1 and 2) to simulate high / low pressure fault alarms and stop compressor operation. For example, when the low-pressure analog limit switch LP1 or the high-pressure analog limit switch HP1 is closed, relay KA11 is energized, the high / low pressure alarm light HL81 of refrigeration circuit 1 illuminates, the normally closed contact KA11 opens, relay KM16 is de-energized, and compressor 1 stops working. Similarly, when the low-pressure analog limit switch LP2 or the high-pressure analog limit switch HP2 is closed, the high / low pressure alarm light HL82 of refrigeration circuit 2 illuminates, and compressor 2 stops working.
[0052] 3. When the changeover switch SA10 is in the "Test Heating" position, the relay KA3 is energized, and the circuit breaker Q41 or Q42 can be manually opened and closed to control the air conditioning unit to operate in low wind mode, half heating mode, and full heating mode; each mode is indicated by a working indicator light; at the same time, the preheater over-temperature fault can be manually simulated and the fault light can be displayed.
[0053] Low-frequency operation: When relay KM11 is energized, the low-frequency fan operates, the normally open contact KM11 closes, and the corresponding indicator light HL11 illuminates.
[0054] In semi-heating mode: the weak ventilation fan is working, and the corresponding indicator light HL11 is on; manually closing circuit breaker Q41 starts heating 1; manually closing circuit breaker Q42 starts heating 2. The normally closed contact KM14 is connected in series in heating 1 and heating 2 circuits respectively, thus interlocking with the condenser fan. The prerequisite for starting is that relay KM14 is de-energized and the condenser fan is not started; and the normally open contact KM11 is connected in series in heating 1 and heating 2 circuits respectively, thus interlocking with the weak ventilation fan. The prerequisite for starting is that relay KM11 is energized, the weak ventilation fan starts, and the corresponding indicator light HL18 or HL19 is on.
[0055] Full heating mode: When circuit breakers Q41 and Q42 are closed simultaneously, the low-power ventilation fan will start, and the corresponding indicator light HL11 will illuminate; heating 1 and 2 will start simultaneously (due to interlock with the condenser fan, the prerequisite for starting is that the condenser fan is not started; at the same time, due to interlock with the low-power ventilation fan, the prerequisite for starting is that the low-power ventilation fan is started), and the corresponding indicator lights HL18 and HL19 will both illuminate.
[0056] Fault Alarm: Connect the over-temperature simulation limit switches FT1 and FT2 to the heating circuits 1 and 2 to realize the over-temperature simulation fault alarm and stop the preheater. Specifically, connect relay KA13 in series in the heating circuit 1, and connect the normally closed over-temperature simulation limit switch FT1 in parallel across relay KA13; connect relay KA14 in series in the heating circuit 2, and connect the normally closed over-temperature simulation limit switch FT2 in parallel across relay KA14. In non-fault mode, relays KA13 and KA14 are short-circuited by FT1 and FT2 respectively and are not energized. If the over-temperature simulation limit switches FT1 and FT2 are closed, the corresponding relays KA13 and KA14 are energized, the normally open contacts KA13 and KA14 close, and the corresponding over-temperature alarm lights HL83 for heating circuit 1 and HL84 for heating circuit 2 illuminate, thereby realizing the over-temperature simulation fault alarm and stopping the preheater.
[0057] 4. When the selector switch SA10 is in the "Auto" position, the interior and exterior temperatures are simulated via the hardware circuit knobs of the vehicle interior and exterior temperature simulation module. The vehicle interior and exterior temperature simulation module may include an interior temperature simulation knob SA11, an exterior temperature simulation knob SA12, and an interior temperature simulation knob SA13. Based on the interior and exterior temperatures, it controls the air conditioning unit to operate in different heating and cooling modes, controls the start and stop of the passenger compartment electric heating, and provides the same indicator light and fault alarm functions as when the selector switch SA10 is in the "Test Heating" position.
[0058] Automatic Cooling Mode: The SA11 internal temperature simulation knob has four settings: Level 1 (for weak ventilation), Level 2 (for strong ventilation), Level 3 (for partial cooling), and Level 4 (for full cooling). Regardless of the setting, for example, when it's at Level 2 ("Strong Ventilation"), it simulates an indoor temperature range of Te-3℃ to Te+1.5℃, where Te is the set cooling temperature parameter. If the indoor temperature is rising, the air conditioner will enter partial cooling mode when the temperature exceeds Te+1.5℃; in this case, the knob should be turned to Level 3 to achieve the simulation. If the indoor temperature is falling, the air conditioner will enter weak ventilation mode when the temperature falls below Te-3℃; in this case, the knob should be turned to Level 1 to achieve the simulation.
[0059] Automatic Heating Mode: The SA12 outdoor temperature simulation knob has three settings: Level 1 (for weak ventilation), Level 2 (for half-heating), and Level 3 (for full heating). Regardless of the setting, for example, when it's at Level 2 ("Half-heating"), it simulates an indoor temperature range of Teb℃ to Tea+1.5℃, where Tea and Teb are the set heating temperature parameters. If the indoor temperature is rising, when it exceeds Tea+1.5℃, the air conditioner will enter weak ventilation mode; in this case, the knob should be turned to Level 1 to simulate the temperature. If the indoor temperature is falling, when it falls below Teb℃, the air conditioner will enter full heating mode; in this case, the knob should be turned to Level 3 to simulate the temperature.
[0060] Automatic Heating Mode: The SA13 internal temperature simulation knob has three settings: Level 1 (for weak ventilation), Level 2 (for half-heat), and Level 3 (for full heat). Regardless of the setting, for example, when it's at Level 2 ("half-heat"), it simulates an indoor temperature range of Tec-2℃ to Tec+1.5℃, where Tec is the set temperature parameter for the electric heating system. If the indoor temperature is rising, when it exceeds Tec+1.5℃, the air conditioner will enter weak ventilation mode; in this case, the knob should be turned to Level 1 to achieve the simulation. If the indoor temperature is falling, when it falls below Tec-2℃, the air conditioner will enter full heat mode; in this case, the knob should be turned to Level 3 to achieve the simulation.
[0061] As one embodiment of this application, the lighting control simulation unit includes: Lighting mode selection module: used to simulate the selection of lighting control modes, including centralized control lighting mode, stop mode, half-lamp mode, and full-lamp mode; the centralized control lighting mode refers to the entire train's lighting being in a centralized control state of half-lamp or full-lamp mode; the stop mode refers to the entire train's lighting being completely powered off; the half-lamp mode refers to all night lights and emergency lights being on, and the bar lights in the dining car being off; the full-lamp mode refers to all lights being on. Centralized lighting control simulation module: used to simulate the train entering the centralized lighting control mode based on the operator's manual operation; Lighting simulation module: used to simulate lighting based on the lighting control mode output by the lighting mode selection module or the centralized lighting control simulation module.
[0062] like Figure 4 The diagram shown is a circuit control schematic of the lighting control simulation unit provided in this application in one embodiment. The lighting mode selection module can be the vehicle lighting knob SA20, and the centralized lighting control simulation module can be the centralized lighting knob SA21. The lighting simulation module includes all lighting fixtures in each area of the vehicle, as well as corresponding relays and their auxiliary contacts.
[0063] The vehicle's lighting knob SA20 allows for centralized control, stop, half-lamp, and full-lamp control. When the lighting knob SA20 is in the centralized control position, the centralized control lighting knob SA21 can be used to centrally control the half-lamp and full-lamp lighting of the entire train. The corresponding lighting fixtures can be switched on and off under various lighting conditions.
[0064] When the vehicle lighting knob SA20 is in the "Stop" position, the vehicle lighting is completely off. When the vehicle's lighting knob SA20 is in the "half-lamp" position, relays KM6 and KM7 are energized, and normally open contacts KM6 and KM7 close. The passenger compartment main light strip HL22 illuminates (indicating that the passenger compartment light strip is at low brightness), the dining car bar downlight HL24 does not illuminate, and all emergency lights HL23 illuminate. When the vehicle's lighting knob SA20 is in the "All Lights" position, relays KM5, KM6, KM7, and KA35 are all energized, the passenger compartment lighting strips are at high brightness, and all lights are on.
[0065] When the vehicle's lighting knob SA20 is in the "central control" position, activate the train's central control lighting knob SA21: When the centralized lighting control knob SA21 is in the "stop" position, all the lighting in the column is in a state of complete power-off and off. When the central lighting control knob SA21 is in the "half-lamp" position, relay 4KA2 is energized, the normally open contact 4KA2 closes, relays KM6 and KM7 are energized, the passenger compartment main light strip HL22 lights up (indicating that the passenger compartment light strip is at low brightness), the dining car bar downlight HL24 does not light up, and all emergency lights HL23 light up.
[0066] When the central lighting control knob SA21 is in the "All Lights" position, relays 4KA1 and 4KA2 are energized, and the normally open contacts 4KA1 and 4KA2 are all closed. Relays KM5, KM6, KM7, and KA35 are all energized, and the passenger compartment lighting strips are at high brightness, with all lights on.
[0067] The above description is only a preferred embodiment of this application. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the technical principles of this application, and these improvements and modifications should also be considered within the scope of protection of this application.
Claims
1. A train electrical maneuver simulation system, characterized by, The application relates to a train door control simulation system. The system comprises: a sliding plug door control simulation unit for simulating train door opening and closing logic and interlocking functions; a safety loop simulation unit for simulating train safety operation related train control interlocking functions, including interlocking with the sliding plug door control simulation unit to realize train door opening and closing safety interlocking; an air conditioner control simulation unit for simulating train indoor temperature regulation and air conditioner faults; a lighting control simulation unit for simulating train lighting mode switching and emergency response functions; 2. The train electrical handling simulation apparatus according to claim 1, wherein a power supply simulation unit for simulating train power supply selection logic and protection functions to supply power to the sliding plug door control simulation unit, the safety loop simulation unit, the air conditioner control simulation unit and the lighting control simulation unit. The sliding plug door control simulation unit comprises: a door opening and closing control simulation module including a door enable circuit, an opening circuit and a closing circuit, wherein the door enable circuit is used for simulating output of a door enable signal and realizing door self-locking; the opening circuit is used for simulating control of door opening when the door enable circuit outputs the door enable signal; and the closing circuit is used for unlocking the door enable circuit, stopping output of the door enable signal by the door enable circuit and controlling door closing; a zero speed simulation module for simulating train entry into or departure from a zero speed state, cutting off a power supply circuit of the door enable circuit when the train departs from the zero speed state and connecting the power supply circuit of the door enable circuit when the train enters the zero speed state; 3. The train electrical handling simulation apparatus according to claim 2, wherein an emergency unlocking simulation module for triggering door emergency unlocking function and controlling the safety loop simulation unit to output an alarm after the train enters the zero speed state. The safety loop simulation unit comprises: a door safety loop simulation module for jointly simulating establishment of a sliding plug door safety loop with the sliding plug door control simulation unit, being capable of triggering an alarm of the sliding plug door safety loop according to manual control of an operator and outputting corresponding train control actions; an axle report safety loop simulation module for simulating establishment of a train axle report safety loop, being capable of triggering an alarm of the train axle report safety loop according to manual control of the operator and outputting corresponding train control actions; a brake safety loop simulation module for simulating establishment of a train brake safety loop, being capable of triggering an alarm of the train brake safety loop according to manual control of the operator and outputting corresponding train control actions; 4. The train electrical handling simulation apparatus according to claim 3, wherein a smoke and fire safety loop simulation module for simulating establishment of a smoke and fire safety loop, being capable of triggering an alarm of the smoke and fire safety loop according to manual control of the operator and outputting corresponding train control actions.
5. The train electrical handling simulation apparatus of claim 1, wherein, The door safety loop simulation module, the axle report safety loop simulation module and the brake safety loop simulation module are respectively provided with respective isolation circuits for realizing alarm isolation to eliminate false alarms and train control actions. The power supply simulation unit comprises: The power supply mode selection module is used for simulating selection of a working mode of the train control cabinet, including a stop mode, an automatic mode, a test I route mode and a test II route mode; in the stop mode, the train control cabinet stops power supply; in the automatic mode, the train control cabinet automatically selects I route power supply or II route power supply according to the parameter selection module; in the test I route mode, the train control cabinet selects I route power supply; in the test II route mode, the train control cabinet selects II route power supply; The power supply loop selection module is used for simulating switching of I route power supply and II route power supply according to the selection mode output by the power supply mode selection module; The parameter selection module is used for logical operation on a train number and a month, and when the train number and the month are added to be odd, the train control cabinet working in the automatic mode is caused to simulate selection of I route power supply, and when the train number and the month are added to be even, the train control cabinet working in the automatic mode is caused to simulate selection of II route power supply.
6. The train electrical handling simulation apparatus according to claim 5, wherein The power supply simulation unit further comprises an emergency power-off button used for being triggered in an emergency working condition to simulate cutting off the power supply circuit; When the train control cabinet works in the test I route mode or the test II route mode, the emergency power-off button is configured to restore normal power supply after being reset; When the train control cabinet works in the automatic mode, the emergency power-off button is configured to restore normal power supply only when the power supply mode selection module is switched to the stop mode and then switched to the automatic mode again.
7. The train electrical handling simulation apparatus of claim 1, wherein, The air conditioner control simulation unit comprises: An air conditioner working condition selection module used for simulating switching of an air conditioner working condition, the air conditioner working condition including a stop, an automatic, a test cold and a test warm working condition; A test cold working condition simulation module used for, when the air conditioner working condition is switched to the test cold working condition, simulating that the air conditioner unit is in a strong wind working condition, a half cold working condition or a full cold working condition according to manual operation of an operator, and simulating high and low pressure faults of a compressor and outputting an alarm; A test warm working condition simulation module used for, when the air conditioner working condition is switched to the test warm working condition, simulating that the air conditioner unit is in a weak wind working condition, a half warm working condition or a full warm working condition according to manual operation of the operator, and simulating an over-temperature fault of a preheater and outputting an alarm; An inside and outside temperature simulation module used for, when the air conditioner is in the automatic working condition, simulating inside and outside temperatures of the train and outputting corresponding air conditioner control signals; An automatic working condition simulation module used for, according to the air conditioner control signals output by the inside and outside temperature simulation module, simulating control of the air conditioner unit working in an automatic refrigeration working condition, an automatic heating working condition or an automatic electric heating working condition.
8. The train electrical handling simulation apparatus of claim 1, wherein, The lighting control simulation unit comprises: A lighting mode selection module used for simulating selection of a lighting control mode, the lighting control mode including a centralized control lighting mode, a stop mode, a half light mode and a full light mode; the centralized control lighting mode refers to centralized control of half light and full light of full train lighting; the stop mode refers to full train lighting in a state of all power-off and extinguishing; the half light mode refers to all night lights and emergency lights of full train lighting being on, and a bar lamp of a dining car not being on; the full light mode refers to all lights being on; A centralized control lighting control simulation module used for simulating control of the train entering the centralized control lighting control mode according to manual operation of an operator. lighting simulation module: for simulating lighting according to the lighting mode selection module or the central lighting control simulation module output lighting control mode.