Motor train control centralized system restarting device, cab and motor train unit train

Abstract

The utility model discloses a motor train control centralized system restarting device, a cab and a motor train unit train, the restarting device comprises a trigger device, the trigger device is electrically connected with a time delay relay for power-off time delay, and the trigger device is used for controlling a coil of the time delay relay to be powered on and powered off; the time-delay relay is electrically connected with the contactor and is used for controlling the contactor to act; and the contactor is electrically connected with a plurality of circuit modules of the bullet train control centralized system, and is used for cutting off the circuit modules when the time delay relay is in a contact pull-in state and switching on the circuit modules when the time delay relay is in a contact separation state. The cab comprises the bullet train control centralized system restarting device. The motor train unit train comprises a plurality of cabs. According to the utility model, the power-on and power-off of the time-delay relay are controlled in a one-button manner through the trigger device, and then the action of the contactor is controlled to realize the restart of the plurality of circuit modules, so that the operation difficulty of a driver is reduced, and the restart duration is shortened.

Description

Technical Field

[0001] The utility model relates to the technical field of urban rail line EMU trains, and in particular to an EMU control centralized system restart device, a driver's cab and an EMU train. Background Art

[0002] The EMU train includes trailers with cabs (TC1 cars, TC2 cars) and trailers without cabs. Each trailer with a cab is connected to its corresponding EMU Control Centralized System (CCS or CC system for short). The CC system serves as a signal vehicle-mounted controller. The CC system includes several circuit modules. Usually, the circuit modules all use separate power supply circuits, that is, the power supply between the circuit modules is not connected in series.

[0003] At present, in the urban rail lines, there are cases where some vehicle signal modes cannot be established due to failures in the on-board signal equipment. At this time, the driver needs to manually operate the corresponding multiple circuit breakers, and the driver finds and manually operates the corresponding multiple circuit breakers to restart the corresponding circuit modules in the EMU control centralized system. Because the manual restart process is more complicated and involves a large number of circuit breakers, it increases the difficulty of the driver's operation and occasionally causes operational errors; at the same time, due to the correct search and manual one-by-one power-off and power-on operation, the restart time is longer, affecting the operation of the urban rail line.

[0004] In view of this, it is necessary to provide a EMU control centralized system restart device, a cab and an EMU train to overcome the shortcomings of the prior art. Summary of the invention

[0005] The utility model aims to provide a motor vehicle control centralized system restart device, a cab and a motor vehicle group train, aiming to solve the problem that the current motor vehicle control centralized system restart process increases the difficulty of driver operation and takes a long time, and can achieve a quick restart with one click.

[0006] In order to achieve the above purpose, the utility model provides the following technical solutions:

[0007] In the first aspect, the utility model provides a restart device for a centralized control system of a motor vehicle, comprising a trigger device, wherein the trigger device is electrically connected to a time delay relay for power-off delay, and is used to control the power gain and loss of power to the coil of the time delay relay; the time delay relay is electrically connected to a contactor, and is used to control the action of the contactor; the contactor is electrically connected to several circuit modules of the centralized control system of the motor vehicle, and is used to cut off the circuit module when the time delay relay is in a contact energized state, and to connect the circuit module when the time delay relay is in a contact separated state.

[0008] In a preferred embodiment, the trigger device is a normally open contact, and the closing of the trigger device is used to control the power supply of the time delay relay.

[0009] In a preferred embodiment, the trigger device is an automatic reset trigger device.

[0010] In a preferred embodiment, the contact of the time delay relay is closed to control the energization of the contactor.

[0011] In a preferred embodiment, the normally closed main contacts of the contactor are arranged in series between the power supply and the circuit module.

[0012] In a preferred embodiment, the number of the contactors is at least two, and the contactors are connected in parallel.

[0013] In a preferred embodiment, different contactors are connected to different circuit modules.

[0014] In a second aspect, the utility model provides a driving cab of an EMU train, including a driving console and an electrical cabinet, and also includes a EMU control centralized system restart device as described in the first aspect.

[0015] In a preferred embodiment, the trigger device, the time delay relay and the contactor are all installed on an electrical cabinet.

[0016] In a third aspect, the utility model provides an EMU train, comprising a trailer with a cab and a trailer without a cab, wherein the cab is a EMU train cab as described in the second aspect.

[0017] Compared with the prior art, the utility model provides a EMU control centralized system restart device, a cab and an EMU train, which can control the energization and de-energization of the delay relay by one button through a trigger device, and then control the action of the contactor to realize the restart of several circuit modules. Such a design can enable the driver to restart several circuit modules by one button, eliminating the process of the driver searching for the circuit breaker of the corresponding circuit module, and there is no need to cut off and connect them one by one, which reduces the operating difficulty of the driver, reduces the error operation rate, improves the restart operation efficiency, shortens the restart time, and greatly reduces the impact on the operation of the urban rail line.

[0018] In order to make the above-mentioned objects, features and advantages of the utility model more obvious and easy to understand, the preferred embodiments of the utility model are given below and described in detail with reference to the attached drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] In order to more clearly illustrate the technical solutions of the embodiments of the utility model, the drawings required for use in the embodiments will be briefly introduced below. It should be understood that the following drawings only show certain embodiments of the utility model and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other relevant drawings can be obtained based on these drawings without paying creative work.

[0020] Figure 1 It is a circuit schematic diagram of a EMU control centralized system restart device;

[0021] Figure 2 This is a circuit schematic diagram of a EMU control centralized system restart device applied to TC1 vehicles;

[0022] Figure 3 This is a circuit schematic diagram of a EMU control centralized system restart device applied to TC2 vehicles;

[0023] Figure 4 This is a schematic diagram of the installation position of the trigger device;

[0024] Numbers in the figure: 100, restart device, 101, trigger device, 102, delay relay, 103, contactor; 200, EMU control centralized system, 201, circuit module, 300, electrical cabinet, 301, voltmeter, 302, circuit breaker. DETAILED DESCRIPTION

[0025] In order to make the purpose, technical solution and beneficial technical effect of the utility model clearer, the utility model is further described in detail below in conjunction with the accompanying drawings and specific implementation methods. It should be understood that the specific implementation methods described in this specification are only for explaining the utility model, and are not intended to limit the utility model.

[0026] In an embodiment of the present utility model, a motor vehicle control centralized system restart device 100 is provided, see Figure 1 , including a trigger device 101, a time delay relay 102 and a contactor 103. The trigger device 101 is electrically connected to the time delay relay 102 for power-off delay, and the trigger device 101 is used to control the power on and off of the coil of the time delay relay 102; the time delay relay 102 is electrically connected to the contactor 103, and the time delay relay 102 is used to control the action of the contactor 103; the contactor 103 is electrically connected to several circuit modules 201 of the EMU control centralized system 200, and the contactor 103 is used to switch the circuit modules 201 on and off, specifically, to switch off the circuit modules 201 when the time delay relay 102 is in the contact absorbing state, and to switch on the circuit modules 201 when the time delay relay 102 is in the contact separating state.

[0027] In this embodiment, the trigger device 101 adopts a normally open contact. The trigger device 101 can be a knob type, a button type, or other forms. For example, a knob type trigger device 101 is adopted, and when the driver twists the trigger device 101, the normally open point is closed, and the trigger device 101 is immediately reset for about 1 second. Preferably, in this embodiment, the restart signal trigger device 101 is an automatic reset device. As an example rather than a limitation, the trigger device 101 adopts a press trigger device 101. When restarting several circuit modules 201 of the vehicle control centralized system 200, press the button, stop the button operation, and reset the button.

[0028] Here, the trigger device 101 is closed to control the contact of the time delay relay 102 to be attracted, and the trigger device 101 is opened to control the contact of the time delay relay 102 to be separated, and the trigger device 101 is connected in series with the time delay relay 102. When the trigger device 101 is triggered (pressed or twisted), the trigger device 101 is in a closed state, so that the coil of the time delay relay 102 is energized and the contact of the time delay relay 102 is attracted, that is, the trigger is canceled, the coil of the time delay relay 102 is de-energized, and the contact of the time delay relay 102 is separated with a delay.

[0029] In this embodiment, the closing, opening and delay of the delay relay 102 are all used to control the action of the contactor 103 .

[0030] See also Figure 1 In this embodiment, the delay relay 102 (corresponding to Figures 1 to 3 KT) in the figure adopts a power-off delay relay 102, which delays the disconnection of the instantaneously closed normally open contact. Specifically, a power-off delay disconnection mode is adopted, and the delay time can be adjusted according to different ranges.

[0031] Specifically, the contact of the delay relay 102 is closed to control the contactor 103 to be energized. The delay of the delay relay 102 corresponds to the continued energization of the contactor 103. When the preset delay time is reached, the contacts of the delay relay 102 are separated, and the contactor 103 corresponding to the separation loses power.

[0032] In this embodiment, the contactor 103 is used to cut off the circuit module 201 when the delay relay 102 is in the contact absorbing state, and to connect the circuit module 201 when the delay relay 102 is in the contact separating state. Here, the contactor 103 is specifically used to cut off the power supply of the circuit module 201 when it is powered on. Please refer to Figure 1 , the contactor 103 (corresponding to Figure 1The normally closed main contact of the contactor 103 is connected in series between the power supply and the circuit module 201. The normally closed main contact of the contactor 103 is connected to the circuit module 201, that is, the circuit module 201 is controlled by the normally closed main contact of the contactor 103. The contact of the delay relay 102 drives the coil of the contactor 103. When the normally closed main contact of the contactor 103 is disconnected and the normally open auxiliary contact is closed, all circuit modules 201 corresponding to the contactor 103 are cut off.

[0033] If there is more than one contactor 103, the contactors 103 are connected in parallel, and each contactor 103 is connected to a plurality of circuit modules 201. Usually, there is no overlap in the circuit modules 201 corresponding to different contactors 103. Each circuit module 201 is a separate power supply circuit.

[0034] It can be understood that generally, all contactors 103 can simultaneously control the disconnection and connection of multiple circuit modules 201 .

[0035] In this embodiment, the circuit module 201 includes a circuit breaker, and the circuit module 201 belongs to the control circuit of the circuit breaker. One circuit breaker is used to cut off one circuit, that is, when the circuit breaker is powered, the control circuit corresponding to the circuit breaker is disconnected, and when the circuit breaker loses power, the control circuit corresponding to the circuit breaker is in a powered and conductive working state. The circuit breaker corresponding to the contactor 103 is in series coordination, that is, the closing of the circuit breaker needs to be controlled by the closing of the contactor 103 to realize the power supply of the circuit module 201.

[0036] It can be understood that at this point, it is clear that the trigger device 101, the delay relay 102, the contactor 103, and the circuit module 201 are all connected to the power supply, and the wiring relationship between the specific delay relay 102 and the contactor 103 and other devices can be clearly known, which will not be repeated here.

[0037] As an implementation example, please visit Figure 2 , the cab of TC1 car has 6 circuit breakers 302 that need to be restarted at the same time. The load circuit breaker current capacity of the CC system is 32A, followed by 8A. Considering that the capacity of the auxiliary contact of contactor 103 cannot meet the requirements, two contactors 103 are used to achieve this: one is contactor 103 (corresponding to Figure 2 KM1 in the figure) has a current capacity of 40A (Saltbau S140-C-2-110V, the main contact capacity is 40A) contactor 103 controls a 32A loop (a circuit module 201), and another current capacity of 40A (Saltbau S140-C-2-110V, the main contact capacity is 40A) contactor 103 (corresponding to Figure 2 KM2 in the control panel controls the remaining 5 circuits (4 circuits with 8A and 1 circuit with 2A, totaling 34A).

[0038] When TC1 is the master, Figure 2 It can be seen that when the TC1 car is powered on, the trigger device 101 is in the normally open state under normal conditions, and the delay relay 102 (mode selection F2, power-off delay, the relay coil is always in the energized state, and is attracted after being triggered by the trigger device 101) is not energized and is not attracted. The two contactors 103 do not operate. The circuit breaker control circuit is always energized because it uses the normally closed main contact control of the contactor 103.

[0039] When the CC system needs to be restarted, the trigger device 101 is rotated once, and the trigger device 101 resets itself with an interval of 1s, triggering the contact of the delay relay 102 to close, and the normally open contact is immediately closed. At the same time, the two contactors 103 are energized at the same time, the normally closed main contact is disconnected, and the 6-way circuit module 201 is powered off. After the delay relay 102 reaches the delay time, the normally open point returns to the normally open state (disconnected) from the closed state (closed), and at this time, the two contactors 103 lose power at the same time, and their normally closed main contacts return to the normally closed state. At this time, the 6-way circuit module 201 is powered on again, completing a restart of the EMU control centralized system 200.

[0040] As another implementation example, the circuit principle of implementing the one-key restart solution of the vehicle CC system for TC2 vehicles is as follows: Figure 3 As shown, from the capacity of the 3-way circuit breaker 302 in the cab electrical cabinet 300 of the TC2 vehicle, the total current capacity of the load circuit breaker is 36A, so the capacity of the contactor 103 needs to select a main contact with a rated current of 36A or above, and select the main normally closed contact of the contactor 103 with a current capacity of 40A (Saltbau S140-C-2-110V, main contact capacity of 40A) to control the circuit breaker. The automatic restart of the CC system is achieved through the delay relay 102, which adopts the power-off delay disconnection mode, and the restart knob adopts a normally open contact.

[0041] When TC2 is the master, Figure 3 It can be seen that the principles of the trigger device 101, the time delay relay 102 and the contactor 103 are equivalent to Figure 2 When it is necessary to restart CCS, rotate the restart knob once, the normally open point closes for about 1s and then opens, triggering the contact of the delay relay 102 to close, the normally open contact immediately closes, and at the same time, the contactor 103 is energized, the normally closed main contact opens, and the control circuit of the 3-way circuit breaker is de-energized. After the delay relay 102 reaches the delay time, the KT normally open point returns to the normally open state from the closed state, at this time the contactor 103 loses power, and its normally closed main contact returns to the normally closed state, and the 3-way circuit breaker control circuit is energized and works again.

[0042] Here, the trigger device 101 adopts a restart knob of Siemens, model LA39-C1-11X / K-JW-TK, DC110V 1A, the time delay relay 102 adopts a time relay of Atachi model TDF-4, and the contactor 103 adopts a product of Mitsubishi, model BD-N65 NLRC.

[0043] It is understandable that, according to the specific situation that a part of the vehicle signal mode cannot be established due to a failure of the vehicle signal equipment, multiple restarting devices 100 can be set up, and each restarting device 100 corresponds to the restarting of some circuit modules 201 .

[0044] Combined with the above detailed description of the specific implementation of the utility model, it can be seen that, compared with the prior art, the utility model of a motor vehicle control centralized system restart device 100 controls the power on and off of the delay relay 102 by one-touch through the trigger device 101, and then controls the action of the contactor 103 to realize the restart of several circuit modules 201. Through the trigger device 101, the driver can realize the restart of several circuit modules 201 by one-touch. The process of the driver looking for the circuit breaker 302 corresponding to the circuit module 201 is omitted, and there is no need to cut off and connect one by one, which reduces the operating difficulty of the driver, reduces the error rate, improves the efficiency of the restart operation, shortens the restart time, and greatly reduces the impact on the operation of the urban rail line.

[0045] The utility model also provides a driving cab of an EMU train, comprising a driving console and an electrical cabinet 300, and also comprising a EMU control centralized system restart device 100 as described in any of the above embodiments.

[0046] The electrical cabinet 300 is arranged outside the driving console. Usually, the driving console is located in front of the driver, and the electrical cabinet 300 is located on the left or right side of the driver.

[0047] See also Figure 4 , the trigger device 101 is installed on the electrical cabinet 300, and the circuit breaker 302 is located on the electrical cabinet 300. The time delay relay 102 and the contactor 103 are also installed on the electrical cabinet 300. Specifically, the trigger device 101 is installed on the housing of the electrical cabinet 300 by punching holes. For example, the trigger device 101 is set on the left side of the front of the housing, and is located on the left side of the voltmeter 301 on the housing of the electrical cabinet 300; the time delay relay 102 is installed by a rail, and the redundant rail needs to be cut off, and the contactor 103 is installed and fixed by screws.

[0048] It can be understood that after the EMU train cab adopts the above-mentioned EMU control centralized system restart device 100, the driver can restart several circuit modules 201 with one click, which reduces the driver's operating difficulty, improves the restart operation efficiency, and greatly reduces the impact on the operation of the urban rail line.

[0049] The utility model also provides an EMU train, including a trailer with a cab and a trailer without a cab, wherein the cab adopts the EMU train cab described above. Usually, the number of trailers with cabs is at least two, and each cab is equipped with the restart device 100. It can be understood that after the EMU train adopts the cab described above, the driver can restart several circuit modules 201 with one click, which reduces the driver's operating difficulty and the restart operation time.

[0050] The above description is only an implementation method of the present utility model, and does not limit the patent scope of the present utility model. Any equivalent structure or equivalent process transformation made by using the contents of the specification and drawings of the present utility model, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present utility model.

Claims

1. A motor vehicle control centralized system restart device, characterized in that: It includes a trigger device, which is electrically connected to a time delay relay for power-off delay, and is used to control the power gain and loss of the coil of the time delay relay; the time delay relay is electrically connected to a contactor, and is used to control the action of the contactor; the contactor is electrically connected to several circuit modules of the EMU control centralized system, and is used to cut off the circuit module when the time delay relay is in a contact-closed state, and to connect the circuit module when the time delay relay is in a contact-disconnected state.

2. A motor vehicle control centralized system restart device as claimed in claim 1, characterized in that: The trigger device is a normally open contact, and the closing of the trigger device is used to control the power supply of the time delay relay.

3. A motor vehicle control centralized system restart device as claimed in claim 1, characterized in that: The trigger device is an automatic reset trigger device.

4. A motor vehicle control centralized system restart device as claimed in claim 1, characterized in that: The contact of the time delay relay is closed to control the power supply of the contactor.

5. The EMU centralized control system restart device according to claim 1, characterized in that: The normally closed main contacts of the contactor are arranged in series between the power supply and the circuit module.

6. A motor vehicle control centralized system restart device as claimed in claim 1, characterized in that: The number of the contactors is at least two, and the contactors are connected in parallel.

7. A motor vehicle control centralized system restart device as claimed in claim 6, characterized in that: Different contactors are connected to different circuit modules.

8. A driving cab of a train unit, comprising a driving console and an electrical cabinet, characterized in that: It also includes a motor vehicle control centralized system restart device as described in any one of claims 1 to 7.

9. The EMU train cab as claimed in claim 8, characterized in that: The trigger device, time delay relay and contactor are all installed on the electrical cabinet.

10. A train set, characterized in that: It includes a trailer with a cab and a trailer without a cab, and the cab is a EMU train cab as described in claim 8 or 9.

Images