Control device and control system of vehicle speed reducer

Abstract

The invention discloses a control device and a control system of a vehicle speed reducer. The control device of the vehicle speed reducer comprises an alternating current power supply AC; the AC is connected with the input end of the circuit breaker QF1 through the lightning protection module; the output end of the circuit breaker QF1 is respectively connected with the power supply input end of the first switching power supply module G1, the power supply input end of the second switching power supply module G2 and the primary side of the transformer TB; the power supply output end of the G1 and the power supply output end of the second switching power supply module G2 are respectively connected with the power supply input end of the PLC module; the power supply output end of the second switching power supply module G2 is also connected with the power supply input end of the switch TFA; the secondary side of the transformer TB is connected with the power supply input end of an original hydraulic control valve of the vehicle speed reducer through a rectifier bridge DB; and the switch TFA is in communication connection with the PLC module. According to the method, the original working state of the vehicle speed reducer in the hump control system can be safely and reliably controlled, and the control quality is ensured.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of railway signal hump control, in particular to a control device and control system of vehicle retarder. BACKGROUND

[0002] The vehicle retarder of the hump is the most important speed control equipment in the railway freight marshalling station. The speed of the freight vehicle is controlled by friction braking, and the automatic and safe connection of the vehicle is realized. When the disassembled vehicle is released from the top of the hump, the potential energy is converted into kinetic energy to form a certain speed. According to the needs of marshalling, the interval and arrival of different designated positions are required. The vehicle retarder controls the vehicle to achieve a certain speed requirement.

[0003] However, for the existing traditional hump control system, there is no matching device that can reliably control the working state of the original vehicle retarder in the hump control system, and ensure the reliability and safety of the vehicle retarder control.

[0004] Therefore, it is urgent to develop a technology that can solve the above technical problems. SUMMARY

[0005] The purpose of the present application is to provide a control device and control system of vehicle retarder to solve the technical defects of the prior art.

[0006] Therefore, the present application provides a control device of vehicle retarder, which comprises an alternating current power supply AC, a circuit breaker QF1, a first switching power supply module G1, a PLC module, a second switching power supply module G2, a transformer TB, a rectifier bridge DB and a switch TFA.

[0007] The alternating current power supply AC is connected to the input end of the circuit breaker QF1 through a lightning protection module.

[0008] The output end of the circuit breaker QF1 is connected to the power supply input end of the first switching power supply module G1, the power supply input end of the second switching power supply module G2 and the primary side of the transformer TB, respectively.

[0009] The power supply output end of the first switching power supply module G1 and the power supply output end of the second switching power supply module G2 are connected to the power supply input end of the PLC module, respectively.

[0010] The power supply output end of the second switching power supply module G2 is also connected to the power supply input end of the switch TFA.

[0011] The secondary side of the transformer TB is connected to the power supply input end of the original hydraulic control valve of the vehicle retarder as the control object through the rectifier bridge DB.

[0012] The switch TFA is connected with the PLC module in communication.

[0013] In addition, the application further provides a control system of the vehicle retarder.

[0014] The technical scheme provided by the application can be seen from the above, compared with the prior art, the application provides a control device and a control system of a vehicle retarder, which are scientific in design, can safely and reliably control the working state of the original vehicle retarder in the hump control system, ensure the quality of control, and have great practical significance.

[0015] By applying the application, the hump control system can adopt a trackside distributed vehicle retarder, which can greatly avoid signal interference caused by excessively long indoor centralized control cables. In addition, the trackside distributed control of the vehicle retarder is conducive to improving the real-time performance of control.

[0016] In a specific implementation, the control device of the vehicle retarder provided by the application is a hump trackside control unit, which can be placed in the form of a control box on the outdoor trackside (i.e. beside the track where the vehicle retarder needs to be slowed down), and the outdoor electromagnetic valve is actuated through relay control, thereby controlling the working state of the retarder. Therefore, it is conducive to improving the reliability and safety of the vehicle retarder control.

[0017] Through practical tests, the control device of the vehicle retarder provided by the application, as a hump trackside control unit, can ensure the reliability and safety of the vehicle retarder control when applied in the TW-2 hump control system. BRIEF DESCRIPTION OF DRAWINGS

[0018] Figure 1 The overall electrical schematic diagram of the control device of the vehicle retarder provided by the application is shown in the figure.

[0019] Figure 2 The electrical connection diagram of the AC part in the control device of the vehicle retarder provided by the application is shown in the figure.

[0020] Figure 3 The electrical connection diagram of the DC part (DC220V DC) in the control device of the vehicle retarder provided by the application is shown in the figure.

[0021] Figure 4 The front side appearance structure schematic diagram of the control device of the vehicle retarder provided by the application when located in a control box (the front side panel of the control box is not shown in the figure) is shown in the figure.

[0022] Figure 5 The side appearance structure schematic diagram of the control device of the vehicle retarder provided by the application when located in a control box is shown in the figure. DETAILED DESCRIPTION

[0023] The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by a person of ordinary skill in the art without creative effort belong to the scope of protection of the present application.

[0024] In the description of the present application, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise" and the like indicate the orientation or positional relationship shown in the drawings, and are only for the purpose of facilitating the description of the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation of the present application.

[0025] In the description of the present application, it should be noted that unless otherwise explicitly specified and limited, the terms "mounting", "connecting", "connecting", "setting" should be understood broadly, for example, it can be fixedly connected, set, or detachably connected, set, or integrally connected, set. For a person of ordinary skill in the art, the specific meaning of the above terms in the present patent can be understood according to the specific circumstances.

[0026] In addition, the terms "first" and "second" are only for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined with "first" and "second" can explicitly or implicitly include one or more features. In the description of the present application, the meaning of "multiple" is two or more, unless otherwise explicitly specified and limited.

[0027] Referring to Figures 1 to 5 The present application provides a control device for a vehicle retarder, which is applied to a vehicle retarder and serves as a matching device for the vehicle retarder. The control device for the vehicle retarder comprises an alternating current power supply AC, a circuit breaker QF1, a first switching power supply module G1, a PLC module, a second switching power supply module G2, a transformer TB, a rectifier bridge DB and a switch TFA.

[0028] The alternating current power supply AC is connected to the input end of the circuit breaker QF1 through a lightning protection module.

[0029] The output end of the circuit breaker QF1 is connected with the power supply input end of the first switching power supply module G1, the power supply input end of the second switching power supply module G2 and the primary side of the transformer TB respectively.

[0030] The power supply output end of the first switching power supply module G1 and the power supply output end of the second switching power supply module G2 are connected with the power supply input end of the PLC (programmable controller) module respectively.

[0031] The power supply output end of the second switching power supply module G2 is also connected with the power supply input end of the switch TFA.

[0032] The secondary side of the transformer TB is connected (indirectly connected) with the power supply input end of the original hydraulic control valve of the vehicle retarder which is the control object through the rectifier bridge DB.

[0033] The switch TFA is connected with the PLC module in communication and is used for receiving the external control signal and then outputting to the PLC module.

[0034] In the application, the switch TFA can be an optical switch which is used for being connected with the external device through an optical cable (for example, a four-core optical cable) and is used for receiving the external control signal input by the external device. For example, the external device can be an indoor operator which is provided in the existing conventional hump control system. The control command issued by the indoor operator is transmitted to the PLC module through the switch. The control command belongs to a switching value signal and the signal voltage is DC 24V.

[0035] In the specific implementation, the switch TFA is connected with the PLC module in communication and is specifically designed as follows:

[0036] The LAN interface (local area network interface) on the switch TFA is connected with the LAN interface on the PLC module in communication (and can be connected through a network cable).

[0037] In the specific implementation, the switch TFA is a communication device which is mature in the prior art and has been popularized and applied. For example, the switch with the model of EDS-2016-ML-SS-SC-T produced by Beijing Jiasen Wisdom Technology Co., Ltd. can be adopted. The switch is a 16-port non-network management type industrial Ethernet switch which is suitable for a wide temperature environment of-40~+70℃ and is used for transmitting the command of the external device to the PLC module.

[0038] It should be noted that the transformer TB and the rectifier bridge DB together form a power conversion module which is used for converting the alternating current power AC (for example, 220V alternating current mains) into the direct current DC 220V which is outputted outwardly and is used for driving the outdoor electromagnetic valve (the hydraulic control valve of the vehicle retarder which is the control object).

[0039] In the present application, the first switching power supply module G1 and the second switching power supply module G2 are both DC 24V switching power supply modules.

[0040] It should be noted that the first switching power supply module G1 and the second switching power supply module G2 are two power conversion modules, which can output two paths of 24V DC voltage for providing working power for the PLC module.

[0041] In the present application, the AC power supply AC can be 220V AC power supply or 220V AC power supply provided by an existing railway signal power supply screen located outside, and the power can be 1000W.

[0042] It should be noted that the railway signal power supply screen is a power supply system applied in the railway industry for providing power supply for station signal equipment. The railway signal power supply screen not only provides DC power supply for relays, coded equipment, inter-station communication, DC switch machines and other equipment, but also provides AC power supply for turnout indication, signal machines, interlocking equipment, centralized monitoring and other equipment.

[0043] In specific implementation, for the 220V AC power supply provided by the railway signal power supply screen, after passing through the lightning protection module, it can be converted into the following power supply forms through the circuit design of the present application:

[0044] First, 1 path of DC 220V power supply is used to drive an outdoor electromagnetic valve (a hydraulic control valve of a vehicle retarder as a control object);

[0045] Second, 2 paths of DC 24V power supply are used to supply power for the PLC module;

[0046] Third, 4 paths of AC 220V power supply are reserved for outdoor radar and length measurement equipment, for example, two outdoor radars and two length measurement equipment can be powered.

[0047] It should be noted that for the DC 220V power supply: the DC 220V power supply is realized by a transformer + rectifier bridge, and the pulsating DC after passing through the rectifier bridge can drive the outdoor hydraulic electromagnetic valve (i.e. the hydraulic control valve), and the DC voltage after rectification is 0.9 times the AC voltage before rectification. The output end of the transformer can be provided with two taps of AC 250V and AC 230V.

[0048] It should be noted that for the DC 24V power supply: the DC 24V power supply is realized by a switching power supply, AC 220V is converted into DC 24V, and electromagnetic compatibility characteristics are provided, and the chassis needs to be grounded. Among them, the first switching power supply module G1 is used to provide power for the PLC digital input module DIa, DIb and digital output module DQa; the second switching power supply module G2 is used to provide power for the CPU module (i.e. central processing unit) of the PLC.

[0049] It should be noted that for the reserved four-way AC 220V: used to introduce the input power of the railway signal power supply screen into the corresponding port, and set the circuit breaker to control the current on-off, used to reserve the power port for the on-site radar and length measuring equipment.

[0050] In the present application, the hydraulic control valve of the vehicle retarder as the control object is an outdoor controlled device, located outside the control box (i.e. control cabinet) of the vehicle retarder provided by the present application, and the power can be 40W.

[0051] In the present application, the lightning protection module includes lightning arresters FL1-FL3.

[0052] The connection terminal L1 of the lightning arresters FL1-FL3 is connected with the live wire L of the AC power supply.

[0053] The connection terminal L2 of the lightning arresters FL1-FL3 is connected with the lightning protection grounding terminal FLE of the AC power supply.

[0054] In particular, the lightning arresters FL1-FL3 are mature electrical components of existing technology that have been widely applied, for example, the lightning protection module produced by Shenzhen Tiechuang Technology Development Co., Ltd. with model TC220-40K / MS, which plays a role in preventing lightning overvoltage and surge from damaging railway signal equipment through power transmission lines in the railway signal loop.

[0055] It should be noted that for the lightning arresters FL1-FL3, the L1 port of the FL1 module is connected with the live wire L of the AC 220V power supply, and the L2 port of the FL1 module is connected with the FLE lightning protection grounding row; the L1 port of the FL2 module is connected with the zero line N of the AC 220V power supply, and the L2 port of the FL2 module is connected with the FLE lightning protection grounding row; the L1 port of the FL3 module is connected with the live wire L of the AC 220V power supply, and the L2 port of the FL3 module is connected with the zero line N of the AC 220V power supply. When lightning strikes, the lightning protection modules FL1-FL3 protect the circuit from both horizontal (line-line) and vertical (line-ground) aspects.

[0056] In the present application, the first input terminal of the circuit breaker QF1 is connected with the live wire end L of the AC power supply.

[0057] The third input terminal of the circuit breaker QF1 is connected with the zero line end N of the alternating current power supply AC;

[0058] The second output terminal of the circuit breaker QF1 is connected with the wiring terminal 1D-3;

[0059] The fourth output terminal of the circuit breaker QF1 is connected with the wiring terminal 1D-4.

[0060] In the application, the output terminal of the circuit breaker QF1 is connected with the power supply input terminal of the first switching power supply module G1, the power supply input terminal of the second switching power supply module G2 and the primary side of the transformer TB respectively, and the specific circuit design is as follows:

[0061] The second output terminal of the circuit breaker QF1 is connected with the live wire end L of the first switching power supply module G1, the live wire end L of the second switching power supply module G2 and the I1 terminal of the primary side of the transformer TB respectively;

[0062] The fourth output terminal of the circuit breaker QF1 is connected with the zero line end N of the first switching power supply module G1, the zero line end N of the second switching power supply module G2 and the I2 terminal of the primary side of the transformer TB respectively;

[0063] In the application, the circuit breaker QF1 is a mature electrical element in the prior art which has been widely applied, for example, it can be a leakage protection circuit breaker with the model GS201MA-D8 / 0.03AP-R produced by ABB Company (Beijing ABB Low Voltage Electrical Appliance Co., Ltd.). The circuit breaker QF1 is arranged at the entrance of the control box, and is used for on-off, overload protection and short circuit protection of the equipment in the control box. The circuit breaker QF1 is suitable for a wide temperature environment of-40 to +70℃.

[0064] In the application, the power supply output terminal of the first switching power supply module G1 is connected with the power supply input terminal of the PLC (programmable controller) module, and the specific circuit design is as follows:

[0065] The direct current positive output terminal V0+ and the direct current negative output terminal V0- of the first switching power supply module G1 are connected with the wiring terminal 1D-11 and the wiring terminal 1D-12 respectively through a circuit breaker QF3;

[0066] The wiring terminal 1D-11 is connected with the pin 3L+ of the digital quantity output module DQa in the PLC (programmable controller) module

[0067] The wiring terminal 1D-12 is connected with the coil wiring terminal A2 of the intermediate relay KA1 to KA6 respectively;

[0068] The coil connection terminal A1 of the intermediate relay KA1~KA6 is connected with the pin 3M, the first pin and the fifth pin of the digital output module DQa in the PLC (programmable controller) module respectively;

[0069] In particular, the first switching power module G1 is a mature power module in the prior art, which has been widely applied, for example, the switching power of LM200-20B24R2 produced by Guangzhou Jinshengyang Technology Co., Ltd. The switching power has electromagnetic compatibility characteristics and is suitable for a wide temperature environment of -40~+70℃. The first switching power module G1 is used to convert AC220V input by an external AC power supply AC into DC24V, thereby providing a DC working power supply for the digital input module DIa, DIb and the digital output module DQa in the PLC module.

[0070] It should be noted that for the first switching power module G1, the input side port L is connected with the live wire L of the AC220V power supply, and the input side port N is connected with the zero line N of the AC220V power supply. The output side V0+ is a positive output port, which is connected to 1D-11 through a circuit breaker QF3; the output side V0- is a negative output port, which is connected to 1D-12 through a circuit breaker QF3.

[0071] In the present application, in particular, the power supply output end of the second switching power module G2 is connected with the power supply input end of the PLC (programmable controller) module, and the specific circuit design is as follows:

[0072] The DC positive output end V0+ and the DC negative output end V0- of the second switching power module G2 are connected with the connection terminal 1D-13 and the connection terminal 1D-14 through a circuit breaker QF4 respectively;

[0073] The connection terminal 1D-13 and the connection terminal 1D-14 are connected with the positive power supply input pin L+ and the negative power supply input pin M in the PLC (programmable controller) module respectively.

[0074] It should be noted that the positive power supply input pin L+ and the negative power supply input pin M in the PLC (programmable controller) module are +24V power supply input pin and -24V power supply input pin respectively.

[0075] In particular, the second switching power module G2 is a mature power module in the prior art, which has been widely applied, for example, the switching power of LM200-20B24R2 produced by Guangzhou Jinshengyang Technology Co., Ltd. The switching power has electromagnetic compatibility characteristics and is suitable for a wide temperature environment of -40~+70℃. The second switching power module G2 is used to convert AC220V input by an external AC power supply into DC24V, thereby providing a DC working power supply for the CPU module in the PLC module.

[0076] It should be noted that for the second switching power module G2, the input side port L is connected with the live wire L of the AC220V power supply, and the input side port N is connected with the zero line N of the AC220V power supply. The output side V0+ is a positive output port, which is connected to 1D-13 through a circuit breaker QF4; and the output side V0- is a negative output port, which is connected to 1D-14 through a circuit breaker QF4.

[0077] In the present application, in particular, the secondary side of the transformer TB is connected with the power supply input end of the hydraulic control valve of the vehicle retarder which is a control object through a rectifier bridge DB, and the specific circuit design is as follows:

[0078] The II1 terminal of the secondary side of the transformer TB is connected with the L end of the rectifier bridge DB;

[0079] The II2 terminal of the secondary side of the transformer TB is connected with the N end of the rectifier bridge DB;

[0080] The + end of the rectifier bridge DB is connected with the wiring terminal 2D-1;

[0081] The - end of the rectifier bridge DB is connected with the wiring terminal 2D-2;

[0082] The wiring terminal 2D-1 is connected with the positive power supply end of the hydraulic control valve of the vehicle retarder;

[0083] The wiring terminal 2D-2 is connected with the negative power supply end of the hydraulic control valve of the vehicle retarder;

[0084] In particular, referring to FIG. 2D, Figure 3 As shown in FIG. 2D, the wiring terminal 2D-1 and the wiring terminal 2D-2 are connected with the positive power supply end and the negative power supply end of the plurality of hydraulic control valves of the vehicle retarder through the circuit breakers QF5 and QF6 and the intermediate relays KA1~KA6 in sequence.

[0085] In a specific implementation, the transformer TB is a mature transformer in the prior art that has been widely applied, for example, a transformer of BK-250VA / 220 produced by Hebei Yuanda Electronics Co., Ltd. The transformer TB is provided with two taps AC230V and AC250V at an output side. The transformer TB is used to boost the AC220V power supply to AC230V and AC250V.

[0086] In a specific implementation, the rectifier bridge DB is a mature electrical element in the prior art that has been widely applied, for example, a rectifier bridge DB of GBPC3510. The rectifier bridge DB is used to convert the AC250V power supply output by the transformer TB after boosting to a DC220V power supply, and then supply the DC220V power supply to the outdoor electromagnetic valve for use.

[0087] It should be noted that the L end of the rectifier bridge DB is connected to the II1 terminal at the secondary side of the transformer TB, the N end of the rectifier bridge DB is connected to the II2 terminal at the secondary side of the transformer TB, the + end of the rectifier bridge DB is connected to the wiring terminal 2D-1, and the - end of the rectifier bridge DB is connected to the wiring terminal 2D-2. In a specific implementation, the intermediate relays KA1 to KA6 are mature electrical elements in the prior art that have been widely applied, for example, intermediate relays of CR-M024DC4L produced by ABB (Beijing ABB Low Voltage Electrical Co., Ltd.). The intermediate relays KA1 to KA6 play a role of: when the coil of the relay is powered by the output signal of the PLC module, the contact is closed, and the hydraulic electromagnetic valve is powered by DC220V. The intermediate relays KA1 to KA6 have the same structure and working principle. Taking the intermediate relay KA1 as an example, the A1 port of the coil is connected to the 0th port of the DQa digital output side in the PLC module, and the A2 port is connected to the wiring terminal 1D-12 for powering the coil by DC24V. The contacts 11 and 21 are connected to DC220V+ and DC220V-, respectively, to power the hydraulic electromagnetic valve after being closed.

[0088] For the intermediate relays KA1 to KA6, the working principle is: the coil is powered by DC24V, the coil generates a magnetic force, the magnetic force pulls the armature, the armature drives 4 groups of contacts to switch at the same time, and the electromagnetic valve is controlled to work.

[0089] Further, the plurality of hydraulic control valves of the vehicle retarder specifically include the hydraulic control valves 1GHJJ, 1GZJ1, 1GZJ2, 2GHJJ, 2GZJ1, and 2GZJ2.

[0090] It should be noted that the control device of the present application is applied to the vehicle retarder which is a mature vehicle retarder of the prior art and has been widely applied. For example, it can be the T.JY5 type electro-hydraulic vehicle retarder produced by Tianjin Railway Signal Co., Ltd. The vehicle retarder is used to forcibly decelerate the freight car in the coasting state to achieve the expected speed or parking purpose.

[0091] For the present application, the hydraulic control valves 1GHJJ, 1GZJ1, 1GZJ2, 2GHJJ, 2GZJ1 and 2GZJ2 are the original hydraulic control valves on the vehicle retarder (T.JY5 type electro-hydraulic vehicle retarder produced by Tianjin Railway Signal Co., Ltd.). Among them, the hydraulic control valve 1GHJJ in the vehicle retarder is a 1-stock release relay; the hydraulic control valve 1GZJ1 in the vehicle retarder is a 1-stock brake relay 1; the hydraulic control valve 1GZJ1 in the vehicle retarder is a 1-stock brake relay 2; the hydraulic control valve 2GHJJ in the vehicle retarder is a 2-stock release relay; the hydraulic control valve 2GZJ1 in the vehicle retarder is a 2-stock brake relay 1; and the hydraulic control valve 2GZJ2 in the vehicle retarder is a 2-stock brake relay 2. These hydraulic control valves are used to work after receiving the command to control the vehicle retarder to perform the corresponding action (brake or release operation). The working principle of the hydraulic control valve is a known technology on the vehicle retarder (T.JY5 type electro-hydraulic vehicle retarder produced by Tianjin Railway Signal Co., Ltd.), which will not be described here.

[0092] It should be noted that the hydraulic control valve is a mature component of the prior art and has been widely applied, for example, it can be the electromagnetic hydraulic valve produced by Shanghai Lixin Hydraulic Co., Ltd. with model number M-4SEW6D-L3X / 42MG220NZ5L or 4WEH16D-L7X / 6EG220NETZ5L.

[0093] In the present application, by controlling the original hydraulic control valves 1GHJJ, 1GZJ1, 1GZJ2, 2GHJJ, 2GZJ1 and 2GZJ2 on the vehicle retarder (T.JY5 type electro-hydraulic vehicle retarder produced by Tianjin Railway Signal Co., Ltd.), the vehicle retarder can enter the following states (which are the functions provided by the vehicle retarder when it leaves the factory):

[0094] I. Braking process.

[0095] When the electromagnetic hydraulic valves 1GHJJ, 1GZJ1, 1GZJ2, 2GHJJ, 2GZJ1 and 2GZJ2 are de-energized, the vehicle retarder is normally in the first braking state. When the retarder of the assembled vehicle is in the braking state, because the opening of the brake rail is smaller than the thickness of the wheel, the brake rail is pushed away by the wheel, the oil cylinder piston rod is pressed back, and the hydraulic station matched with the vehicle retarder keeps the oil pressure at the corresponding pressure level according to the control command to brake the vehicle, and the braking force is proportional to the oil pressure.

[0096] II. Relief process

[0097] When the electromagnetic hydraulic valves 1GHJJ, 1GZJ1, 1GZJ2, 2GHJJ, 2GZJ1 and 2GZJ2 are energized, the reversing valve is reversed, the hydraulic oil enters the piston rod cavity of the oil cylinder, the piston rod is retracted, and the brake rail is away from the basic rail to reach the relief state through the transmission of the mechanism.

[0098] 3. Working state conversion

[0099] The retarder has four working positions, i.e. the first braking position, the second braking position, the third braking position and the relief position. For the vehicle retarder (T.JY5 type electro-hydraulic vehicle retarder produced by Tianjin Railway Signal Co., Ltd.), different energization states of the electromagnetic reversing valves 1GHJJ, 1GZJ1, 1GZJ2, 2GHJJ, 2GZJ1 and 2GZJ2 can be used to realize the conversion of various working positions of the retarder (this is a function of the vehicle retarder when it is delivered from the factory).

[0100] Further, the wiring terminal 2D-1 and the wiring terminal 2D-2 are respectively connected with the 3rd input terminal and the 1st input terminal of the circuit breaker QF5;

[0101] The 4th input terminal and the 2nd input terminal of the circuit breaker QF5 are respectively connected with the 3rd input terminal and the 1st input terminal of the circuit breaker QF6;

[0102] The 4th input terminal and the 2nd input terminal of the circuit breaker QF6 are respectively connected with the wiring terminal 2D-3 and the wiring terminal 2D-4;

[0103] The wiring terminal 2D-3 and the wiring terminal 2D-4 are respectively connected with the 11th wiring terminal and the 21st wiring terminal of the intermediate relay KA1-KA6;

[0104] The 14th wiring terminal and the 24th wiring terminal of the intermediate relay KA1 are respectively connected with the wiring terminal 2D-5 and the wiring terminal 2D-6;

[0105] The wiring terminal 2D-5 and the wiring terminal 2D-6 are respectively connected with the positive power supply terminal and the negative power supply terminal of the hydraulic control valve 1GHJJ;

[0106] The 14th terminal and the 24th terminal of the intermediate relay KA2 are connected to the terminal 2D-7 and the terminal 2D-8, respectively;

[0107] The terminal 2D-7 and the terminal 2D-8 are connected to the positive power supply terminal and the negative power supply terminal of the hydraulic control valve 1GZJ1, respectively;

[0108] The 14th terminal and the 24th terminal of the intermediate relay KA3 are connected to the terminal 2D-9 and the terminal 2D-10, respectively;

[0109] The terminal 2D-9 and the terminal 2D-10 are connected to the positive power supply terminal and the negative power supply terminal of the hydraulic control valve 1GZJ2, respectively;

[0110] The 14th terminal and the 24th terminal of the intermediate relay KA4 are connected to the terminal 2D-11 and the terminal 2D-12, respectively;

[0111] The terminal 2D-11 and the terminal 2D-12 are connected to the positive power supply terminal and the negative power supply terminal of the hydraulic control valve 2GHJJ, respectively;

[0112] The 14th terminal and the 24th terminal of the intermediate relay KA5 are connected to the terminal 2D-13 and the terminal 2D-14, respectively;

[0113] The terminal 2D-13 and the terminal 2D-14 are connected to the positive power supply terminal and the negative power supply terminal of the hydraulic control valve 2GZJ1, respectively;

[0114] The 14th terminal and the 24th terminal of the intermediate relay KA6 are connected to the terminal 2D-15 and the terminal 2D-16, respectively;

[0115] The terminal 2D-15 and the terminal 2D-16 are connected to the positive power supply terminal and the negative power supply terminal of the hydraulic control valve 2GZJ2, respectively;

[0116] Further, the 14th terminal and the 24th terminal of the intermediate relays KA1 to KA6 are connected to the live terminal L and the neutral terminal N of the lightning arresters FL15 to FL20, respectively;

[0117] The ground terminal E of the lightning arresters FL15 to FL20 is connected to the lightning protection grounding terminal FLE.

[0118] In particular, the lightning arresters FL15-FL20 are mature electrical components in the prior art, which have been widely applied, such as the lightning arrester MZNR-S220 / 2 produced by Guangzhou Shengkosa Lightning Protection Technology Co., Ltd. The lightning arresters FL15-FL20 play a role in protecting the electrical equipment in the control system from damage caused by lightning overvoltage.

[0119] In the present application, the power supply output end of the second switching power supply module G2 is also connected to the power supply input end of the switch TFA, and the specific circuit design is as follows:

[0120] The DC positive output end V0+ and the DC negative output end V0- of the second switching power supply module G2 are connected to the terminal 1D-13 and the terminal 1D-14 through a circuit breaker QF4, respectively.

[0121] The terminal 1D-13 and the terminal 1D-14 are connected to the positive input end V+ and the negative input end V+ of the switch TFA, respectively.

[0122] In the present application, the output end of the circuit breaker QF1 is also connected to the power supply input ends of the two outdoor radars and the two length measuring devices, respectively.

[0123] In particular, the 2nd output terminal and the 4th output terminal of the circuit breaker QF1 are connected to the terminal 1D-3 and the terminal 1D-4, respectively.

[0124] The terminal 1D-3 and the terminal 1D-4 are connected to the 1st input terminal and the 3rd input terminal of the circuit breaker QF2.

[0125] The 2nd output terminal of the circuit breaker QF2 is connected to the terminal 1D-5, the terminal 1D-7 and the terminal 1D-9, respectively.

[0126] The 4th output terminal of the circuit breaker QF2 is connected to the terminal 1D-6, the terminal 1D-8 and the terminal 1D-10, respectively.

[0127] The terminal 1D-5 and the terminal 1D-6 are connected to the live wire end P-L and the zero line end P-N of the outdoor radar 1GL.

[0128] The terminal 1D-7 and the terminal 1D-8 are connected to the live wire end P-L and the zero line end P-N of the outdoor radar 2GL.

[0129] The terminal 1D-9 is connected to the live wire end P-L of the length measuring device 1G and the length measuring device 2G, respectively.

[0130] The terminal 1D-10 is connected to the zero line end P-N of the length measuring device 1G and the length measuring device 2G, respectively.

[0131] In particular implementation, the signal output ends of the two outdoor radars and the two length measuring devices are connected with the signal input ends of the PLC module.

[0132] Further, the positive signal output end + and the negative signal output end - of the outdoor radar 1GL are connected with the connection terminals 1D-15 and 1D-16 respectively.

[0133] The connection terminals 1D-15 and 1D-16 are connected with the 0th pin of the digital input module DIa in the PLC module and the connection terminal 1D-12 through the lightning arrester FL4.

[0134] The positive signal output end + and the negative signal output end - of the outdoor radar 2GL are connected with the connection terminals 1D-17 and 1D-18 respectively.

[0135] The connection terminals 1D-17 and 1D-18 are connected with the 1st pin of the digital input module DIa in the PLC module and the connection terminal 1D-12 through the lightning arrester FL5.

[0136] Further, the positive signal output end + and the negative signal output end - of the length measuring device 1G are connected with the connection terminals 1D-33 and 1D-34 respectively.

[0137] The connection terminals 1D-33 and 1D-34 are connected with the 6th pin of the digital input module DIb in the PLC module and the connection terminal 1D-12 through the lightning arrester FL13.

[0138] The positive signal output end + and the negative signal output end - of the length measuring device 2G are connected with the connection terminals 1D-35 and 1D-36 respectively.

[0139] The connection terminals 1D-35 and 1D-36 are connected with the 7th pin of the digital input module DIb in the PLC module and the connection terminal 1D-12 through the lightning arrester FL14.

[0140] In particular implementation, the outdoor radars 1GL and 2GL are mature radars of the prior art which have been popularized and applied. The functions of the two radars are to measure the speed and transmit the speed of the wheel to the PLC module in real time. The radars 1GL and 2GL are the original radars matched with the vehicle retarder (T.JY5 type electro-hydraulic vehicle retarder produced by Tianjin Railway Signal Co., Ltd.), and thus will not be described here.

[0141] It should be noted that the two length measuring devices 1G and 2G are track length measuring devices, which are also called “length measuring devices”. The length measuring devices can measure the actual length of the train carriages in the target track in real time and then send the length to the digital input module Dib in the PLC module.

[0142] In the application, the first switching power module G1 is also connected with four pedals, and the PLC module is also connected with the four pedals, and the specific design is as follows:

[0143] The DC positive output end V0+ and the DC negative output end V0- of the first switching power module G1 are connected with the terminal 1D-11 and the terminal 1D-12 respectively through a circuit breaker QF3.

[0144] The terminal 1D-11 and the terminal 1D-12 are connected with the positive end P-(+) and the negative end P-(-) of the four pedals respectively.

[0145] The positive signal output end of the four pedals is connected with the 2nd pin to the 5th pin of the digital input module DIa in the PLC module through four lightning arresters FL6-FL9 respectively.

[0146] In specific implementation, the lightning arresters FL4-FL12 are mature lightning arresters which have been popularized and applied. The lightning arresters FL4-FL12 can adopt the signal lightning protection module (lightning arrester) with the model TC-LD10K24C produced by Shenzhen Tiechuang Science and Technology Development Co., Ltd. The lightning arresters FL4-FL12 are used to protect the communication network line sensitive to electromagnetic interference, so as to avoid damage caused by lightning overvoltage and induced overvoltage, electrostatic discharge and the like.

[0147] The lightning arresters FL4-FL12 have the same structure design and working principle. Taking the lightning arrester FL4 as an example, X1 and X2 are surge introduction sides, and Y1 and Y2 are device sides. X2 is connected with the terminal 1D-15 and is used to transmit the DC output signal "out+" of the radar 1GL+; X1 is connected with the terminal 1D-16 and is used to transmit the DC output signal "out-" of the radar 1GL+; Y2 is connected with the pin 0 of the digital input module DIa in the PLC module and is used to transmit the DC output signal of the radar 1GL+ to the PLC module; and Y1 is connected with the terminal 1D-12 and is used to connect the DC output signal of the radar 1GL+ to the GND of the DC 24V.

[0148] In specific implementation, the circuit breakers QF1-QF4 are mature electrical elements which have been popularized and applied. The circuit breaker QF1 can adopt the leakage protection circuit breaker with the model GS201MA-D8 / 0.03AP-R produced by ABB Company (Beijing ABB Low Voltage Electrical Appliance Co., Ltd.) and can meet the wide temperature condition. The circuit breakers QF2-QF4 can all adopt the miniature circuit breaker with the model S202-C2 produced by ABB Company (Beijing ABB Low Voltage Electrical Appliance Co., Ltd.) and can meet the wide temperature condition.

[0149] The circuit breaker QF5 can adopt the DC circuit breaker produced by ABB Company (Beijing ABB Low Voltage Electrical Appliance Co., Ltd.) and the model is S202M-C2DC. The circuit breaker QF5 is used together with QF6, and QF6 is a leakage protection part. The circuit breaker QF6 can adopt the circuit breaker produced by ABB Company (Beijing ABB Low Voltage Electrical Appliance Co., Ltd.) and the model is F202-B-16 / 0.03. The circuit breakers QF1-QF6 all meet the wide temperature condition.

[0150] In the specific implementation, the negative signal output ends of the four pedals are connected with the same terminal 1D-12 through the four arresters FL6-FL9.

[0151] In the specific implementation, the four pedals include the pedals 1GT1, 1GT2, 2GT1 and 2GT2.

[0152] It should be noted that the pedals 1GT1, 1GT2, 2GT1 and 2GT2 are used for positioning, and the wheels press the pedal device to know the position of the train. The pedals 1GT1, 1GT2, 2GT1 and 2GT2 are the original train positioning device of the vehicle retarder (T.JY5 type electro-hydraulic vehicle retarder produced by Tianjin Railway Signal Co., Ltd.), which will not be described here.

[0153] In the present application, in the specific implementation, the 0th pin and the 1st pin of the digital quantity input module DIb in the PLC module are connected with the terminal 1D-27 and the terminal 1D-28 through the arrester FL10.

[0154] The terminal 1D-11 and the 3rd pin of the digital quantity input module DIb in the PLC module are connected with the terminal 1D-29 and the terminal 1D-30 through the arrester FL11.

[0155] The terminal 1D-11 and the 5th pin of the digital quantity input module DIb in the PLC module are connected with the terminal 1D-31 and the terminal 1D-32 through the arrester FL12.

[0156] It should be noted that the terminals 1D-27 to 1D-32 are all terminals reserved for external devices, which are used to transmit the information collected on the external devices to the digital quantity input module Dib of the PLC module.

[0157] In a specific implementation, the PLC module is a mature chip that has been widely applied. For example, the PLC module can be a PLC module of the Siemens brand, model 6AG1215-1HG40-2XB0. The PLC module adopts a DC input / DC output / relay output type. The wide temperature meets -40°C to +70°C. The PLC module functions to realize automatic control of the field hump device through functional division and modular combination.

[0158] Among them, regarding the PLC module, the core function of the digital input module DIa, DIb is to serve as a bridge between the PLC and the external collected device (radar, pedal, length measuring device, loop display, brake display). It is responsible for accepting the switch signal from the collected device and converting these signals into digital signals that can be recognized and processed by the central processing unit (CPU module) in the PLC.

[0159] The core function of the digital output module DQa is to receive control commands from the central processing unit of the PLC and drive the relay KA1-KA6 coil to be powered. It converts and amplifies the low-level, low-power signal generated inside the PLC into a strong power signal that can directly control the outdoor electromagnetic valve.

[0160] The digital input module DIa, DIb realizes the collection of the output pulse signal (24V+) of the outdoor trackside radar, pedal, and length measuring device, as well as the collection of the retarder brake and release state. The amplitude, impedance, and frequency of the radar, pedal, and length measuring device output signal can be recognized by the PLC collection port. The digital output module DQa internally connects the output port and the external power supply 24V+ through the relay dry contact to make the relay coil powered and the contact closed.

[0161] It should be noted that in the PLC module, DIa and DIb are digital input modules that realize the collection of the output pulse signal (24V+) of the outdoor trackside radar, pedal, and length measuring device, as well as the collection of the retarder brake and release state. Therefore, the pins of DIa are all collection function pins, named as: collection 1M pin, collection 0 pin, collection 1 pin, collection 2 pin, collection 3 pin, collection 4 pin, collection 5 pin; the pins of DIb are all collection function pins, named as: collection 0 pin, collection 1 pin, collection 2 pin, collection 3 pin, collection 4 pin, collection 5 pin, collection 6 pin, collection 7 pin. The function of these pins is to transmit the collected signals to the PLC module.

[0162] In the PLC module, the DQa is a digital quantity output module, and each pin included in the DQa is: a control 3L+ pin, a control 3M pin, a control 0 pin, a control 1 pin, a control 2 pin, a control 3 pin, a control 4 pin and a control 5 pin. The control 3L+ pin is used for connecting a DC 24V, and the DC 24V is supplied to the control 1-5 pins, and the control 3M pin is used for connecting a DC 24V zero potential. The control 0-5 pins are connected with coils of the relays KA1-KA6, and the function is to output the DC 24V to the coils of the relays KA1-KA6.

[0163] It should be noted that the pin 3L+ of the digital quantity output module DQa is connected with the terminal 1D-11, and is used for providing the DC 24V power supply for the digital quantity output module DQa. The output port of the digital quantity output module DQa is connected with the external power supply 24V+ through the relay dry contact, so that the coils of the relays KA1-KA6 are powered, and the contact is closed.

[0164] It should be noted that the PLC module is pre-installed with a control software, and the software is the CODESYS software developed by the Beijing Jiaoluo Communication Signal Research and Design Institute Group Co., Ltd., and the software version number is 1.00. The software is a mature software in the prior art, has been popularized and applied, and is matched with the vehicle retarder. Through the software, the logic control can be realized, the output signals of the external radar, the pedal and the length measuring device are collected and transmitted to the PLC module, and the control signals are output to control the original electromagnetic valve (hydraulic control valve) in the vehicle retarder, and then the working state of the vehicle retarder is controlled.

[0165] It should be noted that, for the present application, the PLC module of the present application, based on the control software (the CODESYS software developed by the Beijing Jiaoluo Communication Signal Research and Design Institute Group Co., Ltd.) installed thereon, the functions played by the PLC module mainly include the following input collection, output control and control power supply functions.

[0166] 1. Input collection function: the digital quantity input modules DIa and DIb in the PLC module are used for collecting the output pulse signals (24V+) of the outdoor trackside radar, the pedal and the length measuring device, and collecting the braking and relief states of the vehicle retarder, and the amplitude, impedance and frequency of the output signals of the radar, the pedal and the length measuring device can be recognized by the collection port on the PLC module. It should be noted that the PLC module can play the collection function, and the braking state indicating node and the relief state indicating node information of the vehicle retarder are transmitted to the digital quantity input module DIb.

[0167] 2. Output control function: the digital quantity output module DQa in the PLC module is connected with the external power supply 24V+ through the relay dry contact, so that the coils of the relays are powered, and the contact is closed.

[0168] 3. Control power supply function: see Figure 3 DC 220V after the rectifier bridge DB conversion through the relay contact point drive outdoor 6 solenoid valve action. The relay is a small relay, contact through the current is not less than 1A, solenoid valve belongs to inductive load, the selected relay model rated working current 2A, meet the requirements. Each outdoor solenoid valve using the relay 2 group of contact control, the selected model for 4 groups of contact.

[0169] In the present application, the specific implementation, the vehicle retarder control device provided by the application is arranged in a control box 100. The control box 100 is located beside the track of the railway, i.e. near the track requiring deceleration braking, and the vehicle retarder is also located near the track requiring deceleration braking. Therefore, the vehicle retarder control device provided by the application is a hump trackside control unit.

[0170] See Figure 4 , Figure 5 As shown in the drawings, the hollow control box 100 is provided with a PLC module 101, a switch 102, a transformer 103 and a rectifier bridge 104;

[0171] The PLC module 101 is arranged on the upper part of the rear side panel of the control box 100; the switch 102 is arranged on the middle part of the rear side panel of the control box 100; a plurality of circuit breakers are arranged on the lower part of the rear side panel of the control box 100, below the switch; the transformer 103 is arranged on the middle part of the inner side of the bottom panel of the control box 100, and the rectifier bridge 104 is arranged beside the transformer 103 on the inner side of the bottom panel of the control box 100; the bottom panel of the control box 100 is provided with a cable waterproof joint 105.

[0172] It should be noted that the control box has the following dimensions: 750X345X900mm (widthXdepthXheight), and is made of hot-dip galvanized steel sheet powder spraying with a thickness of 1.5mm. Four cable waterproof joints HSM-M32-D-M are arranged on the bottom of the box body to meet the requirements of IP55 dust and water resistance. Four*phi 14 mounting holes are arranged on the base channel steel, which can be directly installed on the cement platform or angle steel foundation.

[0173] It should be noted that for the present application, the control device of the vehicle retarder is arranged in a control box, and for the control device of the vehicle retarder in the control box, the switch uses a 4-core optical cable (2-core backup 2-core) to communicate with the indoor communication, specifically: the switch is connected with the indoor operation host matched with the vehicle retarder through the 4-core optical cable, and the switch is used to transmit the control command received from the indoor operation host to the PLC module. The switch is configured with an SC single-mode optical fiber port, and the wide temperature meets-40 DEG C to +70 DEG C. The switch TFA takes power DC 24V from the second switch power supply module G. The rated power P is 4.9W. Then the switch TFA realizes data transmission with the PLC module through the super five-class shielded network cable. The switch TFA is arranged in the control box (namely the control cabinet) inside.

[0174] Specifically, refer to Figure 4 、 Figure 5 Specifically, the control box 100 of the control device (namely the hump trackside control unit) of the vehicle retarder of the present application can have an outer dimension of 750*345*900mm (width*depth*height).

[0175] Based on the control device of the vehicle retarder provided by the present application, the present application further provides a control system of the vehicle retarder, which comprises the control device of the vehicle retarder as described above,

[0176] In the present application, specifically, the control system of the vehicle retarder is applied to the TW-2 hump control system, as one of the components of the TW-2 type hump control system produced by Beijing Institute of Communication Signal Research and Design Group Co., Ltd.

[0177] Compared with the prior art, the present application provides a control device (namely a hump trackside control unit) of the vehicle retarder, which is scientifically designed and can control the working state of the vehicle retarder by controlling the electromagnetic valve (the hydraulic control valve of the vehicle retarder) through the relay, thereby meeting the current demand of the distributed control of the vehicle retarder on the track and having great practical significance.

[0178] After inspection, when the present application is applied to the TW-2 hump control system, the reliability and safety of the control can be improved, the overall investment cost of the project can be greatly saved, the difficulty of on-site construction can be reduced, the after-sales service can be reduced, and the like.

[0179] It should be noted that the pin 3L+ of the digital quantity output module DQa of the PLC is connected with the 1D-11 terminal, and the output port is connected with the external power supply 24V+ through the dry contact point of the relay inside the DQa, so that the relay coil is powered on and the contact point is closed.

[0180] Need to explain, for the present application, the switch in communication, the optical fiber (cable) used compared with the traditional transmission means with network cable, transmission capacity is stronger, has higher anti-interference ability, transmission loss is less.

[0181] By applying the design of the present application, the rail-side distributed control of the vehicle retarder can be realized, the control device of the vehicle retarder is directly installed beside the rail where the retarder control is needed, and specifically, the control device of the vehicle retarder can be placed in the control box. Then, the on-site bus or industrial network is communicated with the indoor operation host (located remotely) matched with the vehicle retarder. The control device of the vehicle retarder provided by the present application is a hump rail-side control unit, which is a device in the TW-2 hump control system, used for making the outdoor electromagnetic valve act through relay control, and can be placed in the form of a control box beside the rail to control the vehicle retarder. The control box can be provided with 1 AC220V power supply with a power of 1000W by the external railway signal power supply screen (i.e. railway signal power supply system). The input power supply is converted into: (1) 1 DC220V power supply, driving the outdoor electromagnetic valve; (2) 2 DC24V power supplies, supplying power for the PLC module; (3) 4 AC220V power supplies, reserved for outdoor radar and length measuring equipment.

[0182] Among them, the DC220V power supply is realized by the way of transformer combined with rectifier bridge, the pulsating direct current after the rectifier bridge can drive the outdoor hydraulic electromagnetic valve, and the DC voltage after rectification is 0.9 times of the AC voltage before rectification. The output end of the transformer is provided with 2 taps AC250V, AC230V.

[0183] Among them, the DC24V power supply is realized by switch power supply G1, G2, which converts AC220V into DC24V. G1 is used to provide power for the PLC digital input module DIa, DIb and digital output module DQa, and G2 is used to provide power for the CPU module of the PLC.

[0184] For the present application, the input power supply of the power supply screen is introduced into the corresponding port, and the circuit breaker is set to control the current on-off, and the power supply port is reserved for the on-site radar and length measuring equipment.

[0185] For the application, the PLC module adopts DC input / DC output / relay output type. Wide temperature meets-40℃~+70℃. The digital quantity input module DIa, DIb realizes the collection of the pulse signals (24V+) output by the outdoor trackside radar, pedal and length measuring equipment, and the collection of the brake and release state of the retarder, and the amplitude, impedance, frequency and the like of the output signals of the radar, pedal and length measuring equipment can be identified by the PLC collection port. The digital quantity output module DQa internally connects the output port and the external power supply 24V+ through the relay dry contact, so that the relay coil is powered on and the contact is closed. The outdoor electromagnetic valve is powered on DC220V, realizing the control of the vehicle retarder state. The DC220V after the conversion of the rectifier bridge drives the action of the outdoor six electromagnetic valves through the relay contact, and each outdoor electromagnetic valve adopts two groups of relay contacts for control.

[0186] For the application, the communication between the indoor operation host (located remotely) and the control device of the vehicle retarder in the control box adopts 4-core optical cable (2-core spare 2-core) connected to the switch, and the switch is configured with SC single-mode optical fiber port, and the wide temperature meets-40℃~+70℃. The switch power supply G2 is powered on DC24V. The switch realizes data transmission with the PLC module through the super five-class shielded network cable.

[0187] The above only describes the preferred embodiments of the application, and it should be noted that for ordinary skilled persons in the technical field, several improvements and refinements can be made without departing from the principles of the application, and these improvements and refinements should also be regarded as the protection scope of the application.

Claims

1. A control device for a vehicle reducer, characterized in that, Includes AC power supply, circuit breaker QF1, first switching power supply module G1, PLC module, second switching power supply module G2, transformer TB, rectifier bridge DB, and switch TFA; The AC power supply is connected to the input terminal of circuit breaker QF1 through the surge protection module; The output terminal of circuit breaker QF1 is connected to the power input terminal of the first switching power supply module G1, the power input terminal of the second switching power supply module G2, and the primary side of transformer TB, respectively. The power output terminals of the first switching power supply module G1 and the second switching power supply module G2 are respectively connected to the power input terminals of the PLC module. The power output terminal of the second switching power supply module G2 is also connected to the power input terminal of the switch TFA. The secondary side of transformer TB is connected to the power input terminal of the original hydraulic control valve of the vehicle reducer, which is the object of control, through rectifier bridge DB. The switch TFA communicates with the PLC module.

2. The control device for the vehicle reducer as described in claim 1, characterized in that, Lightning protection module, including surge arresters FL1 to FL3; The L1 terminal of surge arrester FL1 to FL3 is connected to the live wire L of AC power supply; The L2 terminal of surge arresters FL1 to FL3 is connected to the surge protection grounding terminal FLE of the AC power supply; And / or, The first input terminal of circuit breaker QF1 is connected to the live wire L of AC power supply; The third input terminal of circuit breaker QF1 is connected to the neutral terminal N of AC power supply. The second output terminal of circuit breaker QF1 is connected to terminal block 1D-3; The fourth output terminal of circuit breaker QF1 is connected to terminal block 1D-4.

3. The control device for the vehicle reducer as described in claim 1, characterized in that, The output terminal of circuit breaker QF1 is connected to the power input terminal of the first switching power supply module G1, the power input terminal of the second switching power supply module G2, and the primary side of transformer TB, respectively. The specific circuit design is as follows: The second output terminal of circuit breaker QF1 is connected to the live wire terminal L of the first switching power supply module G1, the live wire terminal L of the second switching power supply module G2, and the I1 terminal of the primary side of transformer TB, respectively. The fourth output terminal of circuit breaker QF1 is connected to the neutral terminal N of the first switching power supply module G1, the neutral terminal N of the second switching power supply module G2, and the I2 terminal of the primary side of transformer TB. And / or, The power output terminal of the first switching power supply module G1 is connected to the power input terminal of the PLC module. The specific circuit design is as follows: The DC positive output terminal V0+ and DC negative output terminal V0- of the first switching power supply module G1 are connected to terminal 1D-11 and terminal 1D-12 respectively through a circuit breaker QF3; Terminal block 1D-11 is connected to pin 3L+ of the digital output module DQa in the PLC module. Terminal 1D-12 is connected to the coil terminal A2 of intermediate relays KA1 to KA6 respectively; The coil terminals A1 of intermediate relays KA1 to KA6 are respectively connected to pins 0 to 5 of the digital output module DQa in the PLC module; And / or, The power output terminal of the second switching power supply module G2 is connected to the power input terminal of the PLC module. The specific circuit design is as follows: The DC positive output terminal V0+ and DC negative output terminal V0- of the second switching power supply module G2 are connected to terminal 1D-13 and terminal 1D-14 respectively through a circuit breaker QF4; Terminal blocks 1D-13 and 1D-14 are connected to the positive power input pin L+ and the negative power input pin M in the PLC module, respectively.

4. The control device for a vehicle reducer as described in claim 1, characterized in that, The secondary side of transformer TB is connected to the power input terminal of the hydraulic control valve of the vehicle reducer, which is the controlled object, through rectifier bridge DB. The specific circuit design is as follows: The II1 terminal on the secondary side of transformer TB is connected to the L terminal of rectifier bridge DB; The II2 terminal on the secondary side of transformer TB is connected to the N terminal of rectifier bridge DB; The positive terminal of the rectifier bridge DB is connected to terminal block 2D-1; The - end of the rectifier bridge DB is connected to terminal block 2D-2; Terminal 2D-1 is connected to the positive power supply terminal of the hydraulic control valve of the vehicle reducer; Terminal 2D-2 is connected to the negative power supply terminal of the hydraulic control valve of the vehicle reducer.

5. The control device for a vehicle reducer as described in claim 4, characterized in that, Terminal blocks 2D-1 and 2D-2 are connected to the positive and negative power supply terminals of multiple hydraulic control valves of the vehicle reducer via circuit breakers QF5 and QF6 and intermediate relays KA1 to KA6, respectively. Terminal 2D-1 and terminal 2D-2 are connected to the third input terminal and the first input terminal of circuit breaker QF5, respectively; The fourth and second output terminals of circuit breaker QF5 are connected to the third and first input terminals of circuit breaker QF6, respectively. The fourth and second output terminals of circuit breaker QF6 are connected to terminal 2D-3 and terminal 2D-4, respectively. Terminals 2D-3 and 2D-4 are connected to the 11th and 21st terminals of intermediate relays KA1 to KA6, respectively. Terminals 14 and 24 of intermediate relay KA1 are connected to terminals 2D-5 and 2D-6, respectively. Terminal 2D-5 and terminal 2D-6 are connected to the positive and negative power supply terminals of the hydraulic control valve 1GHJJ, respectively. Terminals 14 and 24 of intermediate relay KA2 are connected to terminals 2D-7 and 2D-8, respectively. Terminal 2D-7 and terminal 2D-8 are connected to the positive and negative power supply terminals of hydraulic control valve 1GZJ1, respectively. Terminals 14 and 24 of intermediate relay KA3 are connected to terminals 2D-9 and 2D-10, respectively. Terminal blocks 2D-9 and 2D-10 are connected to the positive and negative power supply terminals of the hydraulic control valve 1GZJ2, respectively. Terminals 14 and 24 of the intermediate relay KA4 are connected to terminals 2D-11 and 2D-12, respectively. Terminal blocks 2D-11 and 2D-12 are connected to the positive and negative power supply terminals of the hydraulic control valve 2GHJJ, respectively. Terminals 14 and 24 of the intermediate relay KA5 are connected to terminals 2D-13 and 2D-14, respectively. Terminal blocks 2D-13 and 2D-14 are connected to the positive and negative power supply terminals of the hydraulic control valve 2GZJ1, respectively. Terminals 14 and 24 of the intermediate relay KA6 are connected to terminals 2D-15 and 2D-16, respectively. Terminal blocks 2D-15 and 2D-16 are connected to the positive and negative power supply terminals of the hydraulic control valve 2GZJ2, respectively. The 14th and 24th terminals of the intermediate relays KA1 to KA6 are connected to the live wire L and neutral wire N of the surge arresters FL15 to FL20, respectively. The grounding terminal E of surge arresters FL15 to FL20 is connected to the lightning protection grounding terminal FLE.

6. The control device for a vehicle reducer as described in claim 1, characterized in that, The power output terminal of the second switching power supply module G2 is also connected to the power input terminal of the switch TFA. The specific circuit design is as follows: The DC positive output terminal V0+ and DC negative output terminal V0- of the second switching power supply module G2 are connected to terminal 1D-13 and terminal 1D-14 respectively through a circuit breaker QF4; Terminal blocks 1D-13 and 1D-14 are connected to the positive input terminal V+ and negative input terminal V+ of the switch TFA, respectively.

7. The control device for a vehicle reducer as described in claim 1, characterized in that, The output terminal of circuit breaker QF1 is also connected to the power input terminals of two outdoor radars and two length measuring devices, respectively. The second and fourth output terminals of circuit breaker QF1 are connected to terminals 1D-3 and 1D-4, respectively. Terminal blocks 1D-3 and 1D-4 are connected to the first and third input terminals of circuit breaker QF2. The second output terminal of circuit breaker QF2 is connected to terminals 1D-5, 1D-7 and 1D-9 respectively; The fourth output terminal of circuit breaker QF2 is connected to terminals 1D-6, 1D-8 and 1D-10 respectively; Terminals 1D-5 and 1D6 are connected to the live wire terminal PL and the neutral wire terminal PN of the outdoor radar 1GL. Terminals 1D-7 and 1D-8 are connected to the live wire (PL) and neutral wire (PN) terminals of the outdoor radar 2GL. Terminal block 1D-9 is connected to the live wire PL terminals of length measuring devices 1G and 2G, respectively. Terminal block 1D-10 is connected to the neutral wire PN of length measuring devices 1G and 2G respectively; The signal output terminals of the two outdoor radars and two length measuring devices are connected to the signal input terminals of the PLC module.

8. The control device for a vehicle reducer as described in claim 7, characterized in that, The positive signal output terminal + and the negative signal output terminal - of the outdoor radar 1GL are connected to terminals 1D-15 and 1D-16 respectively. Terminals 1D-15 and 1D-16 are connected to pin 0 of the digital input module DIA in the PLC module and terminal 1D-12 via surge arrester FL4; The positive signal output terminal + and the negative signal output terminal - of the outdoor radar 2GL are connected to terminals 1D-17 and 1D-18 respectively. Terminal blocks 1D-17 and 1D-18 are connected to pin 1 of the digital input module DIA in the PLC module and terminal block 1D-12 via surge arrester FL5; The positive signal output terminal + and the negative signal output terminal - of the length measuring device 1G are connected to terminals 1D-33 and 1D-34 respectively; Terminal blocks 1D-33 and 1D-34 are connected to pin 6 of the digital input module DIb in the PLC module and terminal block 1D-12 via surge arrester FL13; The positive signal output terminal + and negative signal output terminal - of the 2G length measuring device are connected to terminals 1D-35 and 1D-36 respectively. Terminal blocks 1D-35 and 1D-36 are connected to pin 7 of the digital input module DIb in the PLC module and terminal block 1D-12 via surge arrester FL14.

9. The control device for a vehicle reducer as described in any one of claims 1 to 8, characterized in that, The first switching power supply module G1 is also connected to four pedals, and the PLC module is also connected to four pedals. The specific design is as follows: The DC positive output terminal V0+ and DC negative output terminal V0- of the first switching power supply module G1 are connected to terminal 1D-11 and terminal 1D-12 respectively through a circuit breaker QF3; Terminals 1D-11 and 1D-12 are connected to the positive (+) and negative (-) terminals of the four pedals, respectively. The positive signal output terminals of the four pedals are connected to pins 2 to 5 of the digital input module DIA in the PLC module through four surge arresters FL6 to FL9 respectively. The negative signal output terminals of the four pedals are connected to the same terminal block 1D-12 via four surge arresters FL6 to FL9 respectively. The four pedals include pedals 1GT1, 1GT2, 2GT1, and 2GT2.

10. A control system for a vehicle reducer, characterized in that, The control device includes the vehicle reducer as described in any one of claims 1 to 9.

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