Locomotive end changeover control circuit

Abstract

The utility model relates to the field of locomotive control technology, concretely relates to a locomotive end change control circuit, including one end control circuit, two end control circuit and train control monitoring module, the one end control circuit includes first main control key and first take lamp button, this first main control key is used for connecting between locomotive control battery positive end and train control monitoring module, this first take lamp button is used for connecting between locomotive control battery positive end and train control monitoring module, the two end control circuit includes second main control key and second take lamp button, this second main control key is used for connecting between locomotive control battery positive end and train control monitoring module, this second take lamp button is used for connecting between locomotive control battery positive end and train control monitoring module. The utility model improves the efficiency of locomotive end change, avoids locomotive high -voltage power supply and locomotive load repeated start -stop, prolongs the service life of locomotive high -voltage power supply and load.

Description

Technical Field

[0001] This utility model relates to the field of locomotive control technology, specifically to a locomotive end-changing control circuit. Background Technology

[0002] New energy locomotives with dual driver's cabs or single driver's cabs with dual control panels include a power battery system, an integrated main and auxiliary converter, a braking system, and a ventilation system. The locomotive's power source is the power battery. When changing the locomotive's direction of travel, a switching operation is required, moving from one end to the other to perform the driving task. During this switching operation, if the locomotive's high-voltage power is cut off, the power battery system, the integrated main and auxiliary converter, and all auxiliary loads are disconnected from power. When the driver switches to the other end, the locomotive's high-voltage power supply must be restarted. During this process, the driver needs to wait for the high-voltage power to be restored and the auxiliary loads to start, resulting in low efficiency. Furthermore, frequent starting and stopping of the high-voltage power supply and the locomotive's electrical components reduces the lifespan of the locomotive's power equipment and electrical components. Utility Model Content

[0003] The purpose of this utility model is to provide a locomotive end-changing control circuit to solve the technical problem of low efficiency in existing locomotives with dual driver cabs or single driver cabs with dual control panels, which require restarting the locomotive's high-voltage power supply and waiting for high-voltage power-on before auxiliary loads can start during end-changing. The specific technical solution is as follows:

[0004] This utility model provides a locomotive end-switching control circuit, including a one-end control circuit, a two-end control circuit, and a train control monitoring module. The one-end control circuit includes a first master control key and a first illuminated button. The first master control key is used to connect between the positive terminal of the locomotive control battery and the train control monitoring module, and the first illuminated button is used to connect between the positive terminal of the locomotive control battery and the train control monitoring module. The two-end control circuit includes a second master control key and a second illuminated button. The second master control key is used to connect between the positive terminal of the locomotive control battery and the train control monitoring module, and the second illuminated button is used to connect between the positive terminal of the locomotive control battery and the train control monitoring module.

[0005] A further improvement of the locomotive end-changing control circuit of this utility model is that the first illuminated button includes a first button and a first bulb. The first button is used to connect between the positive terminal of the locomotive control battery and the train control monitoring module, and the first bulb is used to connect between the negative terminal of the locomotive control battery and the train control monitoring module.

[0006] A further improvement of the locomotive end-changing control circuit of this utility model is that the second illuminated button includes a second button and a second bulb. The second button is used to connect between the positive terminal of the locomotive control battery and the train control monitoring module, and the second bulb is used to connect to the negative terminal of the locomotive control battery. The second bulb is also connected to the first bulb and the train control monitoring module.

[0007] A further improvement of the locomotive end-changing control circuit of this utility model is that the one-end control circuit further includes a first relay, which includes a first coil, a first normally closed contact and a first normally open contact. The first coil is used to connect between the negative terminal of the locomotive control battery and the first master control key. The first normally closed contact is connected between the second master control key and the second light bulb. The first normally open contact is used to connect between the positive terminal of the locomotive control battery and the first button.

[0008] A further improvement of the locomotive end-switching control circuit of this utility model is that the two-terminal control circuit further includes a second relay, which includes a second coil, a second normally closed contact and a second normally open contact. The second coil is connected between the second bulb and the first normally closed contact, the second normally closed contact is connected between the first master control key and the first coil, and the second normally open contact is used to connect between the positive terminal of the locomotive control battery and the second button.

[0009] A further improvement of the locomotive end-changing control circuit of this utility model is that the train control and monitoring module includes a digital quantity control unit and a central processing unit, the central processing unit being connected to and controlling the digital quantity control unit.

[0010] A further improvement of the locomotive end-changing control circuit of this utility model is that the digital quantity control unit includes a digital quantity input subunit and a digital quantity output subunit.

[0011] The digital input subunit includes a first input interface, a second input interface, a third input interface and a fourth input interface. The first input interface is connected to the first master key, the second input interface is connected to the first button, the third input interface is connected to the second button and the fourth input interface is connected to the second master key.

[0012] The digital output subunit includes a first output interface, which is connected to the first bulb and the second bulb.

[0013] The application of the technical solution of this utility model has the following beneficial effects:

[0014] This utility model relates to a locomotive end-changing control circuit, which enables end-changing control of new energy locomotives with dual driver cabs or single driver cabs with dual control panels. During the end-changing process, the locomotive retains its pre-end-changing state, and the locomotive's high-voltage power supply and loads do not need to be disconnected. This improves the efficiency of locomotive end-changing and saves driver waiting time. It also avoids repeated starting and stopping of the locomotive's high-voltage power supply and loads, extending their service life. The control meets multiple conditions during the end-changing process, ensuring locomotive safety. This invention solves the technical problem in existing technologies where locomotives with dual driver cabs or single driver cabs with dual control panels require restarting the locomotive's high-voltage power supply and waiting for high-voltage power to be restored before auxiliary loads can start, resulting in low efficiency.

[0015] In addition to the objectives, features, and advantages described above, this utility model has other objectives, features, and advantages. The present utility model will now be described in further detail with reference to the figures. Attached Figure Description

[0016] The accompanying drawings, which form part of this application, are used to provide a further understanding of the present invention. The illustrative embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an undue limitation of the present invention. In the drawings:

[0017] Figure 1 This is a schematic diagram of the locomotive end-changing control circuit of this utility model;

[0018] Figure 2 This is the operation flowchart of the locomotive end-changing control circuit of this utility model.

[0019] Wherein, S1 is the first button; S2 is the second button; S3 is the first light bulb; S4 is the second light bulb; S5 is the first master key; S6 is the second master key; U1 is the digital control unit; U2 is the central processing unit; DIT is the digital input subunit; DOT is the digital output subunit; K1 is the first normally open contact; K2 is the second normally open contact; K3 is the first normally closed contact; K4 is the second normally closed contact; K5 is the first coil; K6 is the second coil; DC110V+ is the positive terminal of the locomotive control battery; DC110V- is the negative terminal of the locomotive control battery; I00 is the first input interface; I01 is the second input interface; I02 is the third input interface; I03 is the fourth input interface; O00 is the first output interface; O01 is the second output interface; O02 is the third output interface. Detailed Implementation

[0020] The embodiments of this utility model will be described in detail below with reference to the accompanying drawings.

[0021] See Figure 1As shown, a locomotive end-switching control circuit includes a one-end control circuit, a two-end control circuit, and a train control monitoring module. The one-end control circuit includes a first master control key S5 and a first illuminated button. The first master control key S5 is used to connect between the positive terminal DC110V+ of the locomotive control battery and the train control monitoring module, and the first illuminated button is used to connect between the positive terminal DC110V+ of the locomotive control battery and the train control monitoring module. The two-end control circuit includes a second master control key S6 and a second illuminated button. The second master control key S6 is used to connect between the positive terminal DC110V+ of the locomotive control battery and the train control monitoring module, and the second illuminated button is used to connect between the positive terminal DC110V+ of the locomotive control battery and the train control monitoring module.

[0022] Specifically, the train control and monitoring module of this invention adopts TCMS (Train Control and Management System). The central processing unit U2 is the CPU (Central Processing Unit) in the prior art. New energy locomotives with dual driver cabs or single driver cabs with dual control panels all have two control panels. These control panels are named the first-end control panel and the second-end control panel. Each control panel is equipped with a "stop and switch ends" button with an indicator light and a locomotive master control key, namely the first master control key S5 and the first indicator light button, and the second master control key S6 and the second indicator light button. When the driver operates the train at one end and needs to switch to operating the train at the other end, he closes the first indicator light button at the first end, at which point the lights on both the first indicator light button at the first end and the second indicator light button at the second end illuminate. Next, disconnect the first master control key S5 at one end. Within the specified time, proceed to the second control console at the other end and close the second master control key S6. Then, close the second illuminated button at the other end. During the end-switching process, the vehicle control system (TCMS) will determine whether the locomotive meets the end-switching conditions. If the locomotive meets the end-switching conditions, the end-switching is successful, and the lights on the first illuminated button at one end and the second illuminated button at the other end will go out. The driver can then operate the locomotive from the second control console. If the locomotive does not meet the end-switching conditions, the end-switching will fail. If the end-switching is not completed within the specified time, the locomotive will automatically execute the high-voltage power-off procedure, i.e., the locomotive will be powered off. Similarly, the operation procedure from the second control console to the first control console is the same as above. During the end-switching process, the high-voltage power supply of the power battery system is not de-energized, ensuring that the locomotive's main and auxiliary integrated converter works normally, i.e., the locomotive's traction system, braking system, and auxiliary systems are all in working condition. End-switching logic has been added during the end-switching process, and the vehicle control system (TCMS) will determine whether the locomotive's status meets the end-switching conditions to ensure locomotive safety.

[0023] Preferably, the first illuminated button includes a first button S1 and a first bulb S3. The first button S1 is used to connect between the positive terminal DC110V+ of the locomotive control battery and the train control monitoring module, and the first bulb S3 is used to connect between the negative terminal DC110V- of the locomotive control battery and the train control monitoring module.

[0024] Preferably, the second illuminated button includes a second button S2 and a second bulb S4. The second button S2 is used to connect between the positive terminal DC110V+ of the locomotive control battery and the train control monitoring module. The second bulb S4 is used to connect to the negative terminal DC110V- of the locomotive control battery, and the second bulb S4 is connected to the first bulb S3 and the train control monitoring module.

[0025] Preferably, the control circuit further includes a first relay, which includes a first coil K5, a first normally closed contact K3, and a first normally open contact K1. The first coil K5 is used to connect between the negative terminal DC110V- of the locomotive control battery and the first master key S5. The first normally closed contact K3 is connected between the second master key S6 and the second bulb S4. The first normally open contact K1 is used to connect between the positive terminal DC110V+ of the locomotive control battery and the first button S1.

[0026] Preferably, the two-terminal control circuit further includes a second relay, which includes a second coil K6, a second normally closed contact K4, and a second normally open contact K2. The second coil K6 is connected between the second bulb S4 and the first normally closed contact K3. The second normally closed contact K4 is connected between the first master control key S5 and the first coil K5. The second normally open contact K2 is used to connect between the positive terminal DC110V+ of the locomotive control battery and the second button S2.

[0027] Preferably, the train control and monitoring module includes a digital control unit U1 and a central processing unit U2, the central processing unit U2 being connected to and controlling the digital control unit.

[0028] Preferably, the digital quantity control unit includes a digital input subunit (DIT) and a digital output subunit (DOT);

[0029] The digital input subunit (DIT) includes a first input interface I00, a second input interface I01, a third input interface I02, and a fourth input interface I03. The first input interface I00 is connected to the first master key S5, the second input interface I01 is connected to the first button S1, the third input interface I02 is connected to the second button S2, and the fourth input interface I03 is connected to the second master key S6.

[0030] The digital output subunit (DOT) includes a first output interface O00, which is connected to the first bulb S3 and the second bulb S4. Furthermore, the DOT also includes a spare second output interface O01 and a third output interface O02.

[0031] Specifically, terminal 1 of the first master control key S5 on one end of the control panel is connected to the positive terminal DC110V+ of the locomotive control battery; terminal 2 of the first master control key S5 is connected to the first input interface I00 of the digital control unit U1; terminal 2 of the first master control key S5 is connected to terminal 11 of the second normally closed contact K4; terminal 12 of the second normally closed contact K4 is connected to terminal A1 of the first coil K5; terminal A2 of the first coil K5 is connected to terminal X2 of the first bulb S3; and terminal A2 of the first coil K5 is connected to the negative terminal DC110V- of the locomotive control battery.

[0032] The 21st terminal of the first normally open contact K1 is connected to the positive terminal DC110V+ of the locomotive control battery. The 22nd terminal of the first normally open contact K1 is connected to the 13th terminal of the switch contact of the first button S1. The 23rd terminal of the switch contact of the first button S1 is connected to the second input interface I01 of the digital quantity control unit U1.

[0033] The normally open contact 21 of the second normally open contact K2 is connected to the positive terminal DC110V+ of the locomotive control battery. The normally open contact 22 of the second normally open contact K2 is connected to the contact 13 of the second button S2. The contact 23 of the second button S2 is connected to the third input interface I02 of the digital control unit U1.

[0034] One end of the second master key S6 is connected to the positive terminal DC110V+ of the locomotive control battery, and the other end of the second master key S6 is connected to the fourth input interface I03 of the digital control unit U1. The other end of the second master key S6 is connected to the 11th end of the first normally closed contact K3, the 12th end of the first normally closed contact K3 is connected to the A1 end of the second coil K6, and the A2 end of the second coil K6 is connected to the X2 end of the second bulb S4.

[0035] The X1 terminal of the second bulb S4 is connected to the first output interface O00 of the digital control unit U1, and the X1 terminal of the second bulb S4 is connected to the X1 terminal of the first bulb S3. The central processing unit U2 is connected to the digital control unit U1 via its own ribbon cable.

[0036] When switching from one end control panel to the other end control panel, first press the first button S1 at one end to switch ends and hold for 3 seconds. At this time, the first input interface I00 of the digital quantity control unit U1 receives a high-level digital quantity input signal. The whole vehicle system determines that the locomotive needs to start the switching process. At this time, the train control monitoring module (TCMS) determines whether the switching conditions are met based on the locomotive status.

[0037] Before the switching operation, the first master control key S5 is in the closed state, and the first input interface I00 of the digital control unit U1 of the Train Control and Monitoring Module (TCMS) receives a high-level signal, indicating that the operation at this end is valid. At the same time, the first coil K5 is energized, and the first normally open contact K1 is closed.

[0038] When the driver needs to switch ends, he closes the first button S1. The second input interface I01 of the digital quantity control unit U1 receives a high-level signal. The whole vehicle system determines that the locomotive needs to start the switching end process. The first output interface O00 of the digital quantity control unit U1 outputs a high-level switching signal, and the first bulb S3 and the second bulb S4 light up. At this time, the central processing unit U2 of the train control monitoring module (TCMS) determines whether the switching end conditions are met based on the locomotive status. The switching end conditions include: (1) the speed control handle of the driver's controller is in the "0" position; (2) the direction handle is in the "0" position; (3) the driver's cab occupancy signal is normal; (4) the "drive" button is not pressed, etc.

[0039] When the locomotive status meets the end-switching conditions, end-switching is permitted. At this point, proceed to the second end and close the second master control key S6. The fourth input interface I03 of the digital control unit U1 receives a high-level signal from the second master control key S6, indicating that the second-end operation permission is activated. Next, close the second button S2. The third input interface I02 of the digital control unit U1 receives a high-level input signal, indicating that the Train Control and Monitoring Module (TCMS) has received the end-switching confirmation signal. The first output interface O00 of the digital control unit U1 of the Train Control and Monitoring Module (TCMS) outputs a low-level switching signal, extinguishing the first bulb S3 and the second bulb S4. Simultaneously, a pop-up window on the locomotive display screen displays "End-switching cancelled," indicating successful end-switching.

[0040] When the locomotive is not at zero speed or does not meet other end-switching conditions, the central processing unit U2 of the Train Control and Monitoring Module (TCMS) will determine that the current locomotive does not meet the end-switching conditions. If the first button S1 is closed at this time, a pop-up window on the locomotive display screen will remind the user that "end-switching conditions are not met," and the Train Control and Monitoring Module (TCMS) will not execute the end-switching control procedure. Additionally, a time limit can be added during the end-switching process, which can be set according to actual needs. If the end-switching process exceeds the set time, the end-switching will also fail, and the locomotive's high voltage will be de-energized. The operation and control procedure for switching from a two-end control panel to a one-end control panel is the same as above.

[0041] like Figure 2The diagram shows the operation flowchart of the locomotive end-switching control circuit of this utility model. First, the end-switching begins. The central processing unit U2 of the train control monitoring module (TCMS) determines whether the vehicle is at "zero speed" and meets other end-switching conditions. If not, it returns to the start of end-switching. If so, it closes the "end-switching button" (i.e., the first button S1 or the second button S2) at this end and disconnects the main control key (i.e., the first main control key S5 or the second main control key S6) at this end. Then, it closes the main control key (i.e., the first main control key S5 or the second main control key S6) at the target end and closes the "end-switching button" (i.e., the first button S1 or the second button S2) at the target closed end. At the same time, it is determined whether the end-switching time has expired. If it has expired, the high voltage of the power battery system is de-energized. If it has not expired, the end-switching is successful.

[0042] This utility model relates to a locomotive end-changing control circuit, which enables end-changing control of new energy locomotives with dual driver cabs or single driver cabs with dual control panels. During the end-changing process, the locomotive retains its pre-end-changing state, and the locomotive's high-voltage power supply and loads do not need to be disconnected. This improves the efficiency of locomotive end-changing and saves driver waiting time. It also avoids repeated starting and stopping of the locomotive's high-voltage power supply and loads, extending their service life. The control meets multiple conditions during the end-changing process, ensuring locomotive safety. This invention solves the technical problem in existing technologies where locomotives with dual driver cabs or single driver cabs with dual control panels require restarting the locomotive's high-voltage power supply and waiting for high-voltage power to be restored before auxiliary loads can start, resulting in low efficiency.

[0043] The above description is merely a preferred embodiment of this utility model and is not intended to limit the utility model. Various modifications and variations can be made to this utility model by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. A locomotive end-changing control circuit, characterized in that, It includes a one-end control circuit, a two-end control circuit, and a train control and monitoring module; The control circuit includes a first master control key S5 and a first illuminated button. The first master control key S5 is used to connect between the positive terminal DC110V+ of the locomotive control battery and the train control monitoring module. The first illuminated button is used to connect between the positive terminal DC110V+ of the locomotive control battery and the train control monitoring module. The two-terminal control circuit includes a second master control key S6 and a second illuminated button. The second master control key S6 is used to connect between the positive terminal DC110V+ of the locomotive control battery and the train control monitoring module. The second illuminated button is used to connect between the positive terminal DC110V+ of the locomotive control battery and the train control monitoring module.

2. The locomotive end-changing control circuit according to claim 1, characterized in that, The first illuminated button includes a first button S1 and a first bulb S3. The first button S1 is used to connect between the positive terminal DC110V+ of the locomotive control battery and the train control monitoring module, and the first bulb S3 is used to connect between the negative terminal DC110V- of the locomotive control battery and the train control monitoring module.

3. The locomotive end-changing control circuit according to claim 2, characterized in that, The second illuminated button includes a second button S2 and a second bulb S4. The second button S2 is used to connect between the positive terminal DC110V+ of the locomotive control battery and the train control monitoring module. The second bulb S4 is used to connect to the negative terminal DC110V- of the locomotive control battery, and the second bulb S4 is connected to the first bulb S3 and the train control monitoring module.

4. The locomotive end-changing control circuit according to claim 3, characterized in that, The control circuit at one end also includes a first relay, which includes a first coil K5, a first normally closed contact K3, and a first normally open contact K1. The first coil K5 is used to connect between the negative terminal DC110V- of the locomotive control battery and the first master key S5. The first normally closed contact K3 is connected between the second master key S6 and the second bulb S4. The first normally open contact K1 is used to connect between the positive terminal DC110V+ of the locomotive control battery and the first button S1.

5. The locomotive end-changing control circuit according to claim 4, characterized in that, The two-terminal control circuit also includes a second relay, which includes a second coil K6, a second normally closed contact K4, and a second normally open contact K2. The second coil K6 is connected between the second bulb S4 and the first normally closed contact K3. The second normally closed contact K4 is connected between the first master control key S5 and the first coil K5. The second normally open contact K2 is used to connect between the positive terminal DC110V+ of the locomotive control battery and the second button S2.

6. The locomotive end-changing control circuit according to claim 5, characterized in that, The train control and monitoring module includes a digital quantity control unit U1 and a central processing unit U2, wherein the central processing unit U2 is connected to and controls the digital quantity control unit U1.

7. The locomotive end-changing control circuit according to claim 6, characterized in that, The digital quantity control unit U1 includes a digital quantity input subunit DIT and a digital quantity output subunit DOT; The digital input subunit (DIT) includes a first input interface I00, a second input interface I01, a third input interface I02, and a fourth input interface I03. The first input interface I00 is connected to the first master key S5, the second input interface I01 is connected to the first button S1, the third input interface I02 is connected to the second button S2, and the fourth input interface I03 is connected to the second master key S6. The digital output subunit DOT includes a first output interface O00, which is connected to the first bulb S3 and the second bulb S4.

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