Electric drive diesel locomotive resistance brake control box based on single-chip microcomputer control

Abstract

The utility model relates to an electric transmission diesel locomotive resistance brake control box based on single chip microcomputer control. The electric transmission diesel locomotive resistance brake control box is composed of a diesel engine rotating speed signal processing part, a locomotive speed signal processing part, a brake starting signal processing part, a brake current signal processing part, a PWM signal output control part, an electromagnetic valve coil control part and a signal collecting and executing part. The resistance brake control box overcomes the defects that an existing resistance brake control box uses a large number of discrete components and is low in control precision, the weight and the size are only 20% of those of an original control box, and meanwhile due to the fact that the number of used components is small, the reliability of the resistance brake control box is improved.

Description

Technical Field

[0001] The utility model relates to a resistance braking control box for an electric drive diesel locomotive, which is a resistance braking control box based on single-chip microcomputer control. Background Art

[0002] The existing resistance braking control box used in electric drive diesel locomotives uses operational amplifiers to form an inverting input proportional amplifier circuit, a non-inverting input proportional amplifier circuit, a voltage follower circuit, an integrator circuit, a proportional integral (PI regulator) circuit, and a voltage comparator circuit to control the resistance braking function of the electric drive diesel locomotive. This technology uses a large number of discrete components, and the control accuracy is lower than that of a single-chip microcomputer, resulting in a large volume and low control accuracy of the resistance braking control box produced by this technology. Content of the Utility Model

[0003] The utility model overcomes the defects of the existing resistance braking control box, which uses a large number of discrete components and has low control accuracy. The weight and volume are only 20% of the original control box. At the same time, due to the use of fewer components, the reliability of the resistance braking control box is improved.

[0004] The technical solution of the utility model is as follows: The LM2917 frequency-voltage converter, TLP521-1 optocoupler, and LF1458N operational amplifier are used to convert the diesel engine speed signal, locomotive speed signal, braking start signal, and braking current signal on the locomotive into signals recognizable by the single-chip microcomputer and send them to the single-chip microcomputer; the single-chip microcomputer outputs a PWM signal through the TLP521-1 optocoupler and IRF840 MOS tube to control the magnitude of the shunt field coil current of the DC excited tachogenerator; outputs a high and low level signal through the TLP521-1 optocoupler and IRF840 MOS tube to control the energization and de-energization of the secondary braking solenoid valve coil. The beneficial effect of the utility model is that the control accuracy of the resistance braking control box is greatly improved, the weight and volume of the resistance braking control box are reduced, and at the same time, due to the use of fewer components, the reliability of the resistance braking control box is improved. Description of the Drawings

[0005] The following further describes the utility model with reference to the drawings.

[0006] Figure 1 It is the electrical schematic diagram of the utility model.

[0007] In the figure: the first LM2917 frequency-voltage converter 1, the first TLP521-1 optocoupler 2, the LF1458N operational amplifier module 3, the second TLP521-1 optocoupler 4, the first IRF840 MOS tube 5, the second LM2917 frequency-voltage converter 6, the STC12C5410AD single-chip microcomputer 7, the third TLP521-1 optocoupler 8, the second IRF840 MOS tube 9. Detailed implementation mode

[0008] The following combines the attached Figure 1 to further describe the present utility model in detail:

[0009] The resistor braking control box based on single-chip microcomputer control is shown in Figure 1 , and the control box is composed of a diesel engine speed signal processing part, a locomotive speed signal processing part, a braking start signal processing part, a braking current signal processing part, a PWM signal output control part, a solenoid valve coil control part, and a signal acquisition and execution part;

[0010] The diesel engine speed signal processing part is composed of a first LM2917 frequency-voltage converter 1;

[0011] The locomotive speed signal processing part is composed of a second LM2917 frequency-voltage converter 6;

[0012] The braking start signal processing part is composed of a first TLP521-1 optocoupler 2;

[0013] The braking current signal processing part is composed of an LF1458N component 3;

[0014] The PWM signal output control part is composed of a second TLP521-1 optocoupler 4 and a first IRF840 MOS tube 5;

[0015] The solenoid valve coil control part is composed of a third TLP521-1 optocoupler 8 and a second IRF840 MOS tube 9;

[0016] The signal acquisition and execution part is composed of an STC12C5410AD single-chip microcomputer 7.

[0017] The specific working principle of the device: The frequency signal output by the diesel engine speed sensor is converted into a 0-5V analog voltage recognizable by the single-chip microcomputer through the first LM2917 frequency-voltage converter 1 and sent to the 32nd pin of the STC12C5410AD single-chip microcomputer 7;

[0018] The frequency signal output by the locomotive speed sensor is converted into a 0-5V analog voltage recognizable by the single-chip microcomputer through the second LM2917 frequency-voltage converter 6 and sent to the 33rd pin of the STC12C5410AD single-chip microcomputer 7;

[0019] When the driver turns the control handle to the "braking" position, the braking start signal converts the 110V DC signal on the locomotive into a high and low level signal recognizable by the single-chip microcomputer through the first TLP521-1 optocoupler 2 and sends it to the 1st pin of the STC12C5410AD single-chip microcomputer 7;

[0020] During the operation of rheostatic braking, the six-channel Hall sensors output six-channel analog voltage signals ranging from 0 to -10V. The six-channel analog voltage signals ranging from 0 to -10V are converted into six-channel analog voltage signals ranging from 0 to +5V by the LF1458N operational amplifier module 3 and sent to pins 34 to 39 of the STC12C5410AD single-chip microcomputer 7.

[0021] During the use of rheostatic braking on the locomotive, based on the detected diesel engine speed signal, locomotive speed signal, and braking current signal, the STC12C5410AD single-chip microcomputer 7 outputs a PWM signal from its pin 2 in real time to control the current of the shunt-excited coil of the DC excitation tachogenerator according to the changes in locomotive speed, diesel engine speed, and braking current, thereby controlling the magnitude of the braking current and keeping the braking current within the specified range. When the locomotive speed is lower than the specified value, the STC12C5410AD single-chip microcomputer 7 outputs a low-level signal from its pin 3. The third TLP521-1 optocoupler 8 is used to control the conduction of the second IRF840 MOS transistor 9, enabling the secondary braking solenoid valve coil to be energized and the related electro-pneumatic contactor to act, short-circuiting some of the resistor bands in the resistor cabinet on the locomotive and causing the locomotive to enter secondary braking. When the locomotive speed is higher than the specified value, the STC12C5410AD single-chip microcomputer 7 outputs a high-level signal from its pin 3. The third TLP521-1 optocoupler 8 is used to control the turn-off of the second IRF840 MOS transistor 9, enabling the secondary braking solenoid valve coil to lose power and the related electro-pneumatic contactor to disconnect, and all the resistor bands in the resistor cabinet on the locomotive to be connected, causing the locomotive to enter primary braking.

Claims

1. The electric transmission diesel locomotive resistance brake control box based on single chip microcomputer control is characterized by The invention is composed of a diesel engine speed signal processing part, a locomotive speed signal processing part, a brake start signal processing part, a brake current signal processing part, a PWM signal output control part, a solenoid valve coil control part and a signal acquisition and execution part; the diesel engine speed signal processing part is composed of a first LM2917 frequency-to-voltage converter (1); the locomotive speed signal processing part is composed of a second LM2917 frequency-to-voltage converter (6); the brake start signal processing part is composed of a first TLP521-1 optical coupler (2); the brake current signal processing part is composed of a LF1458N component (3); the PWM signal output control part is composed of a second TLP521-1 optical coupler (4) and a first IRF840 MOS tube (5); the solenoid valve coil control part is composed of a third TLP521-1 optical coupler (8) and a second IRF840 MOS tube (9); and the signal acquisition and execution part is composed of a STC12C5410AD single chip microcomputer (7).

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