Metro vehicle main line fault generating device
By simulating subway vehicle failures through time controllers and output relays, the lack of authenticity in traditional training is resolved, the driver's emergency response capabilities are improved, and costs are reduced.
Patent Information
- Application Number
- CN202422824030.6
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-11-19
- Publication Date
- 2025-10-28
- Estimated Expiration
- 2034-11-19
AI Technical Summary
Traditional subway vehicle fault handling training lacks authenticity and practicality, which makes drivers prone to making mistakes in actual operations. The existing training methods also increase labor costs and reduce concealment.
It uses a time controller, output control circuit, output relay and wire harness automatic retraction mechanism. The fault occurrence time is set through the LCD screen, and the fault is automatically simulated and the circuit is controlled to be cut off, achieving the concealment and adjustability of the fault.
It improves the drivers' emergency response capabilities during mainline operations, reduces labor costs, enhances the authenticity and concealment of training scenarios, and reduces operational impacts.
Smart Images
Figure CN223479055U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of subway vehicle technology, specifically to a subway vehicle mainline fault generation device. Background Technology
[0002] Emergency response to mainline malfunctions in subway vehicles often demands high technical skills from drivers and conductors. Delays or errors in response can directly cause train delays, passenger evacuations, and even rescue operations, significantly impacting subway operations and society. Therefore, blind drills for emergency response to mainline malfunctions in subway vehicles are an important means of improving the comprehensive capabilities of urban rail vehicle drivers. The simulated malfunction scenarios should be as realistic as possible; the artificially created malfunctions must be practical, highly concealed, and timely. Previous simulations of electrical system malfunctions in vehicle equipment have the following characteristics:
[0003] 1. Traditional fault handling training is conducted in a simulated driving environment or when the train is not operating on the main line. Since the driver and crew are aware that it is a simulation training, the pressure on the trainees is relatively small, which reduces the realism and practicality of the training and greatly reduces the training effect. As a result, when trainees face faults while the train is operating on the main line, they may still make mistakes or delays in handling the faults, causing related operational incidents.
[0004] 2. Even during blind simulation training for vehicle malfunctions on the last train (the last operating train, but without passengers), personnel need to accompany the train to assume malfunctions, which increases labor costs. At the same time, having personnel accompany the train will alert the driver and make them anticipate the "hypothetical" malfunction, thereby increasing the driver's awareness of prevention and failing to effectively test and train the driver's emergency response capabilities.
[0005] 3. During blind simulation training of vehicle malfunctions on the last train, the onboard maintenance personnel often open the door of the passenger compartment's electrical room and set up relevant malfunctions when the train is stopped at the station. This method is always performed when the train is stationary. However, real malfunctions often occur randomly. They may occur when the train is stopped, or they may occur while the train is running. This places higher demands on the drivers and conductors in handling the situation. Utility Model Content
[0006] In order to overcome the shortcomings of traditional emergency response scenarios for mainline faults involving train drivers and passengers, which lack realism and practicality, this utility model provides a mainline fault generation device for subway vehicles.
[0007] The technical solution adopted by this utility model to achieve the above-mentioned objective is as follows: it includes a time controller, an output control circuit, an output relay, and an automatic wire harness retraction mechanism connected in sequence. The time controller is the core control component of the device and is used to set a specific time to trigger the output control circuit.
[0008] The output relay includes a connected output relay coil and an output relay contact K1.
[0009] The time controller is also equipped with a device LCD screen, which provides a time setting interface for the device. After the action time is input, once the set time is reached, the control output relay contact K1 is opened, thereby cutting off the subway vehicle control circuit, causing its related vehicle control functions to fail, thus reporting a fault or directly affecting the normal operation of the vehicle.
[0010] When the device is working normally, the output relay contact K1 is in the normally closed state. According to the time controller, when the time ends, the time controller outputs voltage to the base b of the switching transistor 9013, thereby controlling the conduction between the collector c and the emitter e. At this time, the circuit where the output relay is located is turned on, and the output relay contact K1 changes from the closed state to the open state, cutting off the vehicle control circuit.
[0011] When the fault duration ends, the time controller stops outputting voltage, the base (b) of the switching transistor 9013 is de-energized, the collector (c) and emitter (e) are no longer connected, the circuit containing the output relay is cut off, the output relay contact K1 changes from open to closed, the vehicle control circuit is restored, and the "hypothetical fault" is automatically eliminated.
[0012] The time controller can precisely set the time of the simulated fault occurrence and the duration of the simulated fault, so as to prevent the fault handling time from being too long during the blind simulation on the main line, which would affect other nighttime construction work plans and normal operation the next day.
[0013] The output control circuit, composed of resistors, capacitors, and other components, forms an RC delay circuit to prevent erroneous operation due to brief power fluctuations or switch bounces. This controls the crystal amplifier and switching transistor to achieve stable output of the device. Under normal circumstances, the device outputs a normally closed signal, while during fault simulation, it outputs a normally open signal; that is, it disconnects a circuit in the control system to simulate the generation of a fault.
[0014] The resistors and capacitors in the output control circuit are mainly used to ensure the correct start-up and operation of the circuit under steady-state conditions; they are also used for signal waveform shaping and filtering, and in analog circuits, they are used as low-pass filters.
[0015] The output relay is controlled by a time controller and an output control circuit, and mainly realizes the switching output of the device and connects to the external circuit.
[0016] The automatic wire harness retraction mechanism enables the connection between the mainline fault generation device of the subway vehicle and the terminal block of the vehicle's control circuit. Since the required cable length varies depending on the fault being detected, the automatic wire harness retraction mechanism is selected to facilitate wiring and ensure safety.
[0017] The time controller, device LCD screen, resistors, capacitors, and output relays are integrated on a single circuit board.
[0018] The present invention has the following beneficial effects:
[0019] 1. Automatic control of fault occurrence is achieved through a time controller, which increases the concealment of fault assumptions and effectively improves the driver's emergency response capabilities.
[0020] 2. The training scenario is divided into two stages. The first stage involves simulating a malfunction when the train arrives at the station and stops, followed by emergency response from the driver. This stage is suitable for training novice drivers. The second stage involves simulating a malfunction while the train is running, suitable for intermediate or advanced drivers, or those who have passed the first stage can advance to the second stage. By training with this "Metro Vehicle Mainline Fault Generation Device," drivers' emergency response capabilities during mainline operations can be improved, preventing large-scale delays, passenger evacuations, and even rescue operations that could disrupt the normal operation of the metro.
[0021] 3. The time controller sends a switching signal, and the fault duration can be adjusted according to actual needs. The fault can be automatically recovered (eliminated) within a few minutes, or the fault can be retained.
[0022] 4. If it is necessary to ensure that the fault occurs when the train is stopped at the station, the assumed fault occurrence time should be set as the train's arrival and stopping time according to the train timetable. Since the psychological impact on the driver differs significantly depending on whether a fault occurs while the train is running or after it has come to a complete stop, this measure can appropriately reduce the difficulty of emergency response training.
[0023] 5. The connecting cable adopts an automatic cable retraction mechanism, which can adjust the cable length reasonably according to the site environment, making it more applicable.
[0024] 6. During blind simulations of fault handling on the main line of subway vehicles, the fault-generating device is automatically set and the fault is triggered at regular intervals to achieve a more realistic simulation effect, reduce the number of personnel accompanying the train, lower labor costs, and improve the realism of the blind simulation of faults.
[0025] 7. By switching the fault on and off using the fault generation device, the original cable plugs and pins can be replaced, reducing the wear rate of the original equipment;
[0026] 8. During blind drills of mainline faults in subway vehicles, the fault scenarios are more realistic, which can effectively improve the driver's emergency response capabilities for mainline faults. Attached Figure Description
[0027] Figure 1 This is the circuit diagram illustrating the design principle of a fault detection device for subway train mainline. Detailed Implementation
[0028] like Figure 1 As shown, the subway vehicle mainline fault generation device of this utility model includes a time controller, an output control circuit, an output relay, and an automatic wire harness retraction mechanism connected in sequence. The time controller is the core control component of the device and is used to set a specific time to trigger the output control circuit.
[0029] The output relay includes a connected output relay coil and an output relay contact K1.
[0030] The time controller is also equipped with a device LCD screen, which provides a time setting interface for the device. After the action time is input, once the set time is reached, the control output relay contact K1 is opened, thereby cutting off the subway vehicle control circuit, causing its related vehicle control functions to fail, thus reporting a fault or directly affecting the normal operation of the vehicle.
[0031] When the device is working normally, the output relay contact K1 is in the normally closed state. According to the time controller, when the time ends, the time controller outputs voltage to the base b of the switching transistor 9013, thereby controlling the conduction between the collector c and the emitter e. At this time, the circuit where the output relay is located is turned on, and the output relay contact K1 changes from the closed state to the open state, cutting off the vehicle control circuit.
[0032] When the fault duration ends, the time controller stops outputting voltage, the base (b) of the switching transistor 9013 is de-energized, the collector (c) and emitter (e) are no longer connected, the circuit containing the output relay is cut off, the output relay contact K1 changes from open to closed, the vehicle control circuit is restored, and the "hypothetical fault" is automatically eliminated.
[0033] The time controller can precisely set the time of the simulated fault occurrence and the duration of the simulated fault, so as to prevent the fault handling time from being too long during the blind simulation on the main line, which would affect other nighttime construction work plans and normal operation the next day.
[0034] The output control circuit, composed of resistors, capacitors, and other components, forms an RC delay circuit to prevent erroneous operation due to brief power fluctuations or switch bounces. This controls the crystal amplifier and switching transistor to achieve stable output of the device. Under normal circumstances, the device outputs a normally closed signal, while during fault simulation, it outputs a normally open signal; that is, it disconnects a circuit in the control system to simulate the generation of a fault.
[0035] The resistors and capacitors in the output control circuit are mainly used to ensure the correct start-up and operation of the circuit under steady-state conditions; they are also used for signal waveform shaping and filtering, and in analog circuits, they are used as low-pass filters.
[0036] The output relay is controlled by a time controller and an output control circuit, and mainly realizes the switching output of the device and connects to the external circuit.
[0037] The automatic wire harness retraction mechanism enables the connection between the mainline fault generation device of the subway vehicle and the terminal block of the vehicle's control circuit. Since the required cable length varies depending on the fault being detected, the automatic wire harness retraction mechanism is selected to facilitate wiring and ensure safety.
[0038] The time controller, device LCD screen, resistors, capacitors, and output relays are integrated on a single circuit board.
Claims
1. A subway vehicle mainline fault generation device, characterized in that: It includes a time controller, an output control circuit, an output relay, and an automatic wire harness retraction mechanism connected in sequence; the output relay includes an output relay coil and an output relay contact K1 connected in sequence.
2. The subway vehicle mainline fault generating device according to claim 1, characterized in that: The time controller is also equipped with a device LCD screen.
3. The subway vehicle mainline fault generating device according to claim 1, characterized in that: The output control circuit consists of an RC delay circuit composed of resistors and capacitors.
4. The subway vehicle mainline fault generating device according to claim 1, characterized in that: The automatic wire harness retraction mechanism connects the subway vehicle mainline fault detection device to the vehicle's control circuit terminal block.
5. The subway vehicle mainline fault generating device according to any one of claims 1 to 3, characterized in that: The time controller, device LCD screen, resistors, capacitors, and output relays are integrated on a single circuit board.