Electrical control device for emergency standby driver controller of subway train

Abstract

The utility model discloses an electrical control device for an emergency standby driver controller of a subway train. Comprising a main driver controller traction occupation control unit, a main driver controller braking control unit, a standby driver controller cab occupation control unit, a standby driver controller direction command unit, a standby driver controller alert monitoring unit, a standby driver controller traction / braking control unit, a standby driver controller emergency braking feedback unit and a standby driver controller emergency braking unit. A standby driver controller rapid braking unit and a power supply; the power supply is respectively connected with the main driver controller traction occupying control unit, the standby driver controller cab occupying control unit and the main driver controller brake control unit; and the standby driver controller cab occupation control unit is respectively connected with the main driver controller brake control unit, the main driver controller traction occupation control unit, the standby driver controller emergency brake unit and the standby driver controller traction / brake control unit. According to the utility model, the train can be safely dragged back to the garage.

Description

Technical Field

[0001] The utility model relates to the technical field of subway train driver controller control, in particular to an electrical control device for an emergency standby driver controller of a subway train. Background Art

[0002] The driver controller of a subway train mainly consists of a key, a main handle and a direction handle. It is an important device for the train driver to drive the train, and it is also the only necessary operating device to ensure the driver's driving. If a major failure occurs in the main driver controller, the train will be unable to operate. In recent years, there have been many mainline delays and other failures caused by driver controller failures, which have had a great impact on the mainline operation service. Utility Model Content

[0003] The purpose of the utility model is to overcome the shortcomings and deficiencies in the prior art and to provide an electrical control device for an emergency standby driver controller of a subway train, which can safely tow the train back to the depot.

[0004] The utility model is realized through the following technical solutions:

[0005] An electrical control device for an emergency standby driver controller of a subway train, comprising: a main driver controller traction occupancy control unit, a main driver controller brake control unit, a standby driver controller cab occupancy control unit, a standby driver controller direction command unit, a standby driver controller traction / brake control unit, a standby driver controller emergency brake feedback unit, a standby driver controller emergency brake unit, a standby driver controller rapid brake unit, and a power supply;

[0006] The power supply is respectively connected to the main controller traction occupancy control unit, the backup controller cab occupancy control unit, and the main controller braking control unit;

[0007] The backup driver's cab occupancy control unit is respectively connected to the main driver's brake control unit, the main driver's traction occupancy control unit, the backup driver's emergency brake unit, and the backup driver's traction / brake control unit.

[0008] As a further improvement of the present invention, the main controller traction occupation control unit includes: a main controller traction occupation control micro switch, a main controller first normally open contact, a first driver's cab occupation relay fourth normally open contact, a driver's cab occupation bypass relay sixth normally open contact;

[0009] One end of the main controller's traction occupancy control microswitch is connected to the power supply, and the other end is respectively connected to the first normally open contact of the main controller and the fourth normally open contact of the driver's cab occupancy bypass relay. The sixth normally open contact of the driver's cab occupancy bypass relay is connected in parallel with the fourth normally open contact of the first driver's cab occupancy relay and the normally open contact of the second driver's cab occupancy relay.

[0010] The first normally open contact of the main controller is connected to the first diode;

[0011] The fourth normally open contact of the cab occupancy bypass relay is connected to the output electrical connection point of the traction position of the driver controller.

[0012] As a further improvement of the present invention, the main controller brake control unit includes: a main controller brake control micro switch, a main controller start relay coil, a fifth normally open contact of a second cab occupancy relay, a fourth normally open contact of a forced forward bypass switch, a first normally open contact of a main controller start relay, a fifth normally open contact of a safety circuit bypass switch, and a second diode;

[0013] One end of the main controller brake control microswitch is connected to the power supply, and the other end is connected to the main controller start relay coil through the first normally closed contact of the standby controller start relay, and is connected to the fourth normally open contact of the forced forward bypass switch through the fifth normally open contact of the second driver's cab occupancy relay. The main controller start relay coil is connected to the standby controller driver's cab occupancy control unit; the fourth normally open contact of the forced forward bypass switch is connected to the main controller;

[0014] The fourth normally open contact of the forced forward bypass switch is connected to the emergency brake unit of the backup controller through the first normally open contact of the main controller start relay and the fifth normally open contact of the safety circuit bypass switch;

[0015] The second diode is connected in parallel with the first normally open contact of the main controller starting relay and the fifth normally open contact of the safety circuit bypass switch.

[0016] As a further improvement of the present invention, the standby driver's cab occupancy control unit includes: a standby driver's control micro switch, a first normally open contact of a standby driver's control start button switch, a second normally closed contact of a main driver's control start relay, a standby driver's control start relay coil, a standby driver's control start button switch indicator light, a first normally open contact of a standby driver's control start relay, and a third diode;

[0017] One end of the standby controller controls the micro switch to be connected to the power supply, and the other end is connected to the second normally closed contact of the main controller start relay through the first normally open contact of the standby controller start button switch;

[0018] The second normally closed contact of the main controller starting relay is connected to the backup controller traction / brake control unit, and is connected to the main controller brake control unit through the backup controller starting relay coil, and is connected to the main controller traction occupation control unit through the first normally open contact of the backup controller starting relay and the third diode;

[0019] The standby controller start button switch indicator light is arranged in parallel with the standby controller start relay coil.

[0020] As a further improvement of the present invention, the standby driver controller direction command unit includes: a third normally open contact of the third driver's cab occupancy relay, a second normally open contact of the standby driver controller start relay;

[0021] As a further improvement of the present invention, the standby driver traction / brake control unit includes: a first normally open contact of the standby driver "traction / brake" knob switch, a fourth diode, an indicator light of the standby driver "traction / brake" knob switch, a fourth normally open contact of the standby driver start relay, a second normally closed contact of the standby driver "traction / brake" knob switch, and a fifth diode;

[0022] One end of the first normally open contact of the "traction / brake" knob switch of the standby driver controller and one end of the second normally closed contact of the "traction / brake" knob switch of the standby driver controller are both connected to the driver's cab occupancy control unit of the standby driver controller;

[0023] The other end of the first normally open contact of the "traction / brake" knob switch of the standby controller is connected to the output electrical connection point of the traction position of the controller through the fourth diode, and the fourth diode is connected in parallel with the indicator light of the "traction / brake" knob switch of the standby controller;

[0024] The other end of the second normally closed contact of the "traction / brake" knob switch of the standby controller is connected to the output electrical connection point of the controller's commonly used brake position through the fourth normally open contact of the standby controller starting relay and the fifth diode.

[0025] As a further improvement of the present invention, the emergency brake feedback unit of the standby controller includes: the third normally open contact of the third alert bypass knob switch 22-S120, the seventh normally open contact of the standby controller starting relay 22-K170;

[0026] As a further improvement of the present invention, the emergency brake unit of the standby controller includes: a fifth normally open contact of the standby controller starting relay and a sixth diode;

[0027] One end of the fifth normally open contact of the backup controller starting relay is connected to the backup controller cab occupancy control unit and the backup controller traction / brake control unit, and the other end is connected to the main controller brake control unit through the sixth diode.

[0028] As a further improvement of the present invention, the standby controller fast braking unit comprises: a sixth normally open contact of the standby controller starting relay and a sixth diode;

[0029] One end of the sixth normally open contact of the standby controller starting relay is connected to the sixth normally open contact of the second driver's cab occupancy relay, and the other end is connected to the coil of the fast braking relay through the sixth diode.

[0030] Compared with the prior art, the present invention has the following beneficial effects: the original main controller unit control unit and the newly added backup controller control unit are combined into an electrical control device for the emergency backup controller of the subway train. When the main controller is in the following positions: traction position, forward position, common brake position, rapid brake position and other components (due to the mechanical handle being stuck, the electrical component contacts are in a "disconnected" state, making the circuit invalid), it can solve the problem of the main controller's main control handle being unable to push or pull, mechanical jamming failure and train direction failure and other abnormal triggering that cause the train to be unable to move, thereby avoiding train delays or rescue incidents; by using the emergency backup controller, the train can be safely towed back to the depot. The reliability of train operation is improved, and the greater impact of the main controller failure on the main line operation is reduced. At the same time, the tooling is simple to operate and easy to maintain, which is convenient for the driver to use quickly, effectively and conveniently, thereby improving the level and ability of emergency fault handling. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0032] Figure 1 This is a unit diagram of the electrical control device for the emergency standby train driver controller of the utility model;

[0033] Explanation of the reference numerals: 1. Main driver controller traction occupancy control unit; 2. Main driver controller braking control unit; 3. Standby driver controller cab occupancy control unit; 4. Standby driver controller traction / braking control unit; 5. Standby driver controller emergency braking unit; 6. Standby driver controller rapid braking unit; 7. Power supply. DETAILED DESCRIPTION

[0034] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the embodiments described are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0035] It should be noted that the components in the electrical control device of the subway train emergency standby driver controller that are not protected are the components that exist in the device itself in the prior art.

[0036] The utility model is an electrical control device for an emergency standby driver controller of a subway train, such as Figure 1 As shown, it includes: a main driver controller traction occupancy control unit 1, a main driver controller braking control unit 2, a standby driver controller cab occupancy control unit 3, a standby driver controller direction command unit, a standby driver controller traction / braking control unit 4, a standby driver controller emergency braking feedback unit, a standby driver controller emergency braking unit 5, a standby driver controller rapid braking unit 6, and a power supply; the power supply is respectively connected to the main driver controller traction occupancy control unit 1, the standby driver controller cab occupancy control unit 3, and the main driver controller braking control unit 2; the standby driver controller cab occupancy control unit 3 is respectively connected to the main driver controller braking control unit 2, the main driver controller traction occupancy control unit 1, the standby driver controller emergency braking unit 5, and the standby driver controller traction / braking control unit 4.

[0037] Among them, the power supply is a 110V DC power supply, and each unit in the electrical control device of the subway train emergency standby driver controller is installed in the driver's cab of the train.

[0038] The main controller traction occupancy control unit 1 includes: the main controller traction occupancy control micro switch 22-F102, the main controller 22-A01 first normally open contact, the driver's cab occupancy bypass relay 22-K155 sixth normally open contact; the main controller traction occupancy control micro switch 22-F102 is connected to the power supply at one end, and the other end is connected to the main controller 22-A01 first normally open contact (S01), the driver's cab occupancy bypass relay 22-K155 fourth normally open contact, and the driver's cab occupancy bypass relay The sixth normally open contact of 22-K155 is connected in parallel with the normally open contact of the second cab occupancy relay 22-K101; the first normally open contact (S01) of the main controller 22-A01 is connected to the first diode V101; the fourth normally open contact of the cab occupancy bypass relay 22-K155 is connected to the output electrical connection point of the traction position of the controller 22-A01, and the first diode V101 is connected to the coil of the cab occupancy relay 22-K101 and the coil of the cab occupancy relay 22-K151.

[0039] The main controller brake control unit 2 includes: the main controller brake control micro switch 22-F103, the main controller start relay 22-K160 coil, the second driver's cab occupancy relay 22-K101 fifth normally open contact, the main controller (forward position) electrical connection point, the main controller start relay 22-K160 first normally open contact, the safety circuit bypass switch 22-S119 fifth normally open contact, and the second diode 22-V109; one end of the main controller brake control micro switch 22-F103 is connected to the power supply, and the other end is connected to the main controller start relay 22-K160 coil through the backup controller start relay 22-K170 first normally closed contact, and is connected to the main controller (forward position) through the second driver's cab occupancy relay 22-K101 fifth normally open contact. At the electrical connection point, the seventh normally open contact of the cab occupancy bypass relay 22-K155 is connected in parallel with the fifth normally open contact of the second cab occupancy relay 22-K101, and the coil of the main controller starting relay 22-K160 is connected to the standby controller cab occupancy control unit 3; the main controller (forward position) electrical connection point is connected to the main controller's common brake position electrical connection point; the main controller (forward position) electrical connection point is connected to the standby controller emergency brake unit 5 through the main controller starting relay 22-K160 first normally open contact and the safety circuit bypass switch 22-S119 fifth normally open contact; the second diode 22-V109 is connected in parallel with the first normally open contact of the main controller starting relay 22-K160 and the fifth normally open contact of the safety circuit bypass switch 22-S119.

[0040] The standby driver's cab occupancy control unit 3 includes: a standby driver control micro switch 22-F104, a standby driver start button switch 22-S01 first normally open contact, a main driver start relay 22-K160 second normally closed contact, a standby driver start relay 22-K170 coil, a standby driver start button switch 22-S01 indicator light, a standby driver start relay 22-K170 first normally open contact, and a third diode 22-V105; one end of the standby driver control micro switch 22-F104 is connected to the power supply, and the other end is connected to the standby driver start button switch 22-S01. The first normally open contact is connected to the second normally closed contact of the main controller starting relay 22-K160; the second normally closed contact of the main controller starting relay 22-K160 is connected to the standby controller traction / brake control unit 4, and is connected to the main controller brake control unit 2 through the standby controller starting relay 22-K170 coil, and is connected to the main controller traction occupancy control unit 1 through the standby controller starting relay 22-K170 first normally open contact and the third diode 22-V105; the standby controller starting button switch indicator light 22-S01 is set in parallel with the standby controller starting relay 22-K170 coil.

[0041] The standby controller traction / brake control unit 4 includes: the first normally open contact of the standby controller "traction / brake" knob switch 22-S02, the fourth diode 22-V106, the standby controller "traction / brake" knob switch indicator 22-S02, the standby controller starting relay 22-K170 fourth normally open contact, the standby controller "traction / brake" knob switch 22-S02 second normally closed contact, the fifth diode 22-V107; the standby controller "traction / brake" knob switch 22-S02 first normally open contact, the standby controller "traction / brake" knob switch 22-S02 second normally closed contact one end are connected to the standby controller The driver's cab occupies control unit 3; the other end of the first normally open contact of the standby driver controller "traction / brake" knob switch 22-S02 is connected to the output electrical connection point of the traction position of the driver controller 22-A01 through the fourth diode 22-V106, and the fourth diode 22-V106 is connected in parallel with the standby driver controller "traction / brake" knob switch indicator light 22-S02; the other end of the second normally closed contact of the standby driver controller "traction / brake" knob switch 22-S02 is connected to the output electrical connection point of the common braking position of the driver controller 22-A01 through the fourth normally open contact of the standby driver controller starting relay 22-K170 and the fifth diode 22-V107.

[0042] The standby driver controller emergency brake unit 5 includes: the fifth normally open contact of the standby driver controller starting relay 22-K170 and the sixth diode 22-V108; one end of the fifth normally open contact of the standby driver controller starting relay 22-K170 is respectively connected to the standby driver controller cab occupancy control unit 3, the standby driver controller traction / brake control unit 4, and the standby driver controller traction / brake control unit 4, and the other end is connected to the main driver controller brake control unit 2 through the sixth diode 22-V108.

[0043] The standby driver controller rapid braking unit 6 includes: the sixth normally open contact of the standby driver controller starting relay 22-K170 and the sixth diode 22-V110; one end of the sixth normally open contact of the standby driver controller starting relay 22-K170 is connected to the sixth normally open contact of the second driver's cab occupancy relay 22-K101, and the other end is connected to the coil of the rapid braking relay 22-K171 through the sixth diode 22-V110; the sixth normally open contact of the second driver's cab occupancy relay 22-K101 is connected to the main driver controller braking control unit 2 and the standby driver controller emergency braking unit 5.

[0044] Next, the present invention will be explained in conjunction with the specific operation process:

[0045] 1. Turn the main controller's traction occupancy control microswitch 22-F102 to the "off" position; the coils of the cab occupancy relay 22-K101 and the cab occupancy relay 22-K151 in the main controller's traction command circuit lose power, causing the normally open contacts of the cab occupancy relay 22-K101 to be "off", and the main controller's traction command and main controller's braking command are invalid.

[0046] 2. Turn the main controller brake control micro switch 22-F103 to the "off" position; the coil of the main controller start relay 22-K160 is de-energized and the normally closed contact is closed (releasing the interlock protection function of the standby controller start relay 22-K170).

[0047] 3. Turn the standby driver control micro switch 22-F104 to the "closed" position; press the standby driver control start button switch 22-S01; and energize the standby driver control start relay 22-K170 coil.

[0048] 4. After the standby driver controller starting relay 22-K170 is energized, the normally open contacts are closed, so that the driver's cab occupancy relay 22-K101 and the fast brake relay 22-K171 are energized, and the brake command circuit remains at a "high level".

[0049] 5. After the standby controller starting relay 22-K170 is energized, the normally closed contact is disconnected (interlocking protection for the main controller starting relay 22-K160).

[0050] 6. The driver rotates the "traction / brake" knob switch 22-S02 of the standby controller according to the traction and braking conditions; rotating the "traction / brake" knob switch 22-S02 of the standby controller to the right can trigger the "traction command"; rotating the "traction / brake" knob switch 22-S02 of the standby controller to the left can trigger the "brake command".

[0051] This utility model's electrical control device for an emergency backup driver controller for subway trains solves the problem of a subway train's main driver controller failing, rendering it inoperable, or signaling errors when operating the main driver controller. By using the emergency backup driver controller, the train can be safely towed back to the depot. This improves train operational reliability and reduces the significant impact of a main driver controller failure on mainline operations. The device is also simple to operate and maintain, allowing drivers to quickly and effectively use it, enhancing their emergency response capabilities.

[0052] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. An electrical control device for an emergency standby driver controller of a subway train, characterized in that: include: Main driver controller traction occupancy control unit, main driver controller brake control unit, standby driver controller cab occupancy control unit, standby driver controller direction command unit, standby driver controller traction / brake control unit, standby driver controller emergency brake feedback unit, standby driver controller emergency brake unit, standby driver controller rapid brake unit, power supply; The power supply is respectively connected to the main controller traction occupancy control unit, the backup controller cab occupancy control unit, and the main controller braking control unit; The backup driver's cab occupancy control unit is respectively connected to the main driver's brake control unit, the main driver's traction occupancy control unit, the backup driver's emergency brake unit, and the backup driver's traction / brake control unit.

2. The electrical control device for the subway train emergency standby driver controller according to claim 1, characterized in that: The main controller traction occupation control unit includes: the main controller traction occupation control micro switch, the main controller first normally open contact, the driver's cab occupation bypass relay sixth normally open contact; One end of the main controller traction occupancy control micro switch is connected to the power supply, and the other end is respectively connected to the first normally open contact of the main controller and the fourth normally open contact of the driver's cab occupancy bypass relay. The sixth normally open contact of the driver's cab occupancy bypass relay is connected in parallel with the normally open contact of the second driver's cab occupancy relay. The first normally open contact of the main controller is connected to the first diode; The fourth normally open contact of the cab occupancy bypass relay is connected to the output electrical connection point of the traction position of the driver controller.

3. The electrical control device for the subway train emergency standby driver controller according to claim 1, characterized in that: The main controller brake control unit includes: a main controller brake control micro switch, a main controller start relay coil, a fifth normally open contact of a second cab occupancy relay, a fourth normally open contact of a forced forward bypass switch, a first normally open contact of a main controller start relay, a fifth normally open contact of a safety circuit bypass switch, and a second diode; One end of the main controller brake control microswitch is connected to the power supply, and the other end is connected to the main controller start relay coil through the first normally closed contact of the standby controller start relay, and is connected to the fourth normally open contact of the forced forward bypass switch through the fifth normally open contact of the second driver's cab occupancy relay. The main controller start relay coil is connected to the standby controller driver's cab occupancy control unit; the fourth normally open contact of the forced forward bypass switch is connected to the main controller; The fourth normally open contact of the forced forward bypass switch is connected to the emergency brake unit of the backup controller through the first normally open contact of the main controller start relay and the fifth normally open contact of the safety circuit bypass switch; The second diode is connected in parallel with the first normally open contact of the main controller starting relay and the fifth normally open contact of the safety circuit bypass switch.

4. The electrical control device for the subway train emergency standby driver controller according to claim 1, characterized in that: The standby driver's cab occupancy control unit includes: a standby driver's control micro switch, a first normally open contact of a standby driver's start button switch, a second normally closed contact of a main driver's start relay, a standby driver's start relay coil, a standby driver's start button switch indicator light, a first normally open contact of a standby driver's start relay, and a third diode; One end of the standby controller controls the micro switch to be connected to the power supply, and the other end is connected to the second normally closed contact of the main controller start relay through the first normally open contact of the standby controller start button switch; The second normally closed contact of the main controller starting relay is connected to the backup controller traction / brake control unit, and is connected to the main controller brake control unit through the backup controller starting relay coil, and is connected to the main controller traction occupation control unit through the first normally open contact of the backup controller starting relay and the third diode; The standby controller start button switch indicator light is arranged in parallel with the standby controller start relay coil.

5. The electrical control device for the subway train emergency standby driver controller according to claim 1, characterized in that: The standby driver traction / brake control unit includes: a first normally open contact of the standby driver "traction / brake" knob switch, a fourth diode, an indicator light of the standby driver "traction / brake" knob switch, a fourth normally open contact of the standby driver start relay, a second normally closed contact of the standby driver "traction / brake" knob switch, and a fifth diode; One end of the first normally open contact of the "traction / brake" knob switch of the standby driver controller and one end of the second normally closed contact of the "traction / brake" knob switch of the standby driver controller are both connected to the driver's cab occupancy control unit of the standby driver controller; The other end of the first normally open contact of the "traction / brake" knob switch of the standby controller is connected to the output electrical connection point of the traction position of the controller through the fourth diode, and the fourth diode is connected in parallel with the indicator light of the "traction / brake" knob switch of the standby controller; The other end of the second normally closed contact of the "traction / brake" knob switch of the standby controller is connected to the output electrical connection point of the commonly used brake position of the controller through the fourth normally open contact of the standby controller starting relay and the fifth diode.

6. The electrical control device for the subway train emergency standby driver controller according to claim 1, characterized in that: The emergency brake unit of the standby controller includes: a fifth normally open contact of the standby controller starting relay and a sixth diode; One end of the fifth normally open contact of the backup controller starting relay is connected to the backup controller cab occupancy control unit and the backup controller traction / brake control unit, and the other end is connected to the main controller brake control unit through the sixth diode.

7. The electrical control device for the subway train emergency standby driver controller according to claim 1, characterized in that: The standby controller fast braking unit includes: the sixth normally open contact of the standby controller starting relay and the sixth diode; One end of the sixth normally open contact of the standby controller starting relay is connected to the sixth normally open contact of the second driver's cab occupancy relay, and the other end is connected to the coil of the fast braking relay through the sixth diode.

Images