Rail vehicle

Abstract

The utility model provides a kind of anti-interference circuit, including multiple power consumption units, adjacent power consumption units are connected by through line, disconnecting switch is provided on the through line to prevent the misoperation of the power consumption unit.The utility model further provides a kind of rail vehicle, provided with the anti-interference circuit described in the foregoing context.The utility model provides a kind of anti-interference circuit and rail vehicle, by setting disconnecting switch on through line, simply and efficiently solve the problem that relay misoperation is caused by long through line abnormal interference.

Description

Technical Field

[0001] This utility model relates to the field of electrical equipment technology, and in particular to an anti-interference circuit and a rail vehicle. Background Technology

[0002] With the development of rail vehicle technology, there are more and more electrical devices in each carriage of rail vehicles, and the control of each electrical device is becoming more and more sophisticated. From the earliest green trains which only had electric lights, to today's high-speed trains which are equipped with air conditioning, ventilation fans, lighting and other electrical devices, the onboard control devices are powered by the onboard power supply and are centrally controlled.

[0003] To achieve unified power supply and centralized control, adjacent carriages and / or identical electrical components in adjacent carriages are connected by through-running lines. However, these through-running lines are usually quite long and are susceptible to interference during transmission, which can cause relays in the connected circuits to malfunction. In severe cases, relay malfunctions may lead to emergency braking.

[0004] Data from the unexplained emergency braking malfunction showed that an oscilloscope monitoring of the emergency braking pressure conversion control circuit revealed abnormal voltage fluctuations in the through-line, indicating electromagnetic interference.

[0005] Similarly, similar problems may exist in other lines that require connection via a through-line. Utility Model Content

[0006] The main purpose of this utility model is to solve the above-mentioned problems and shortcomings, and to provide a rail vehicle that can simply and efficiently solve the problem of relay malfunction caused by abnormal interference on a long through line by setting an isolating switch.

[0007] To achieve the purpose of this invention, this utility model provides a rail vehicle, which adopts the following technical solution: A rail vehicle comprising multiple carriages, each carriage being equipped with at least one wind pressure monitoring circuit, the wind pressure monitoring circuits of adjacent carriages being connected by a through line, the through line being equipped with an isolating switch to prevent the wind pressure monitoring circuit from malfunctioning. The wind pressure monitoring circuit includes multiple sets of parallel wind pressure control circuits, and each set of wind pressure control circuits includes a wind pressure control relay and a pressure switch connected in series.

[0008] Furthermore, the isolating switch is located near the wind pressure monitoring circuit.

[0009] Furthermore, each of the input and output ends of the through-line is provided with an isolation switch.

[0010] Furthermore, when the wind pressure monitoring circuit is controlled independently, the isolating switch is disconnected.

[0011] Furthermore, the wind pressure monitoring circuit is connected to the rescue conversion circuit; the rescue conversion circuit includes a rescue conversion device power supply switch, which is connected to the wind pressure monitoring circuit via a linkage switch.

[0012] Furthermore, a total wind pressure switching relay is provided between the wind pressure monitoring circuit and the rescue switching circuit.

[0013] Furthermore, the wind pressure monitoring circuit is connected to the emergency braking circuit of the rail vehicle through a total wind pressure relay, and the emergency braking circuit is triggered when power is lost.

[0014] In summary, the rail vehicle provided by this utility model has the following technical advantages compared with the prior art: The structure and control principle are simple and reliable; By adding a centralized control disconnect switch to isolate the direct connection between the through line and the power consumption unit, adverse consequences caused by malfunction of relays in the power consumption unit can be avoided. It provides a simple and efficient solution to the problem of abnormal interference in long through-line tunnels. Attached Figure Description

[0015] Figure 1 This utility model provides a schematic diagram of an anti-interference circuit; Figure 2 This utility model provides a schematic diagram of the structure of an anti-interference circuit. Among them, the main air pressure relay MRrAPSR, the main air pressure switching relay MRPSR, the 590KPa air pressure control pressure switch MRHPS, the 340KPa air pressure control pressure switch MRLPS, the power supply switch BTRCN, the through line 153MR, the disconnecting switch 153MRS, and the power supply unit 1.

[0016] It should be noted that these accompanying drawings and textual descriptions are not intended to limit the scope of the present invention in any way, but rather to illustrate the concept of the present invention to those skilled in the art by referring to specific embodiments. Detailed Implementation

[0017] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions in the embodiments will be clearly and completely described below with reference to the accompanying drawings. The following embodiments are used to illustrate this utility model, but are not intended to limit the scope of this utility model.

[0018] In the description of this utility model, it should be noted that the terms "upper", "lower", "front", "rear", "left", "right", "vertical", "inner", and "outer" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model.

[0019] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0020] The present invention will now be described in further detail with reference to the accompanying drawings and specific embodiments.

[0021] This utility model first provides an anti-interference circuit, including multiple power-consuming units 1, adjacent power-consuming units 1 are connected by a through line 153MR, and an isolation switch 153MRS is provided on the through line 153MR to prevent the power-consuming unit 1 from malfunctioning.

[0022] In this embodiment, as Figure 1 As shown, taking a rail vehicle as an example, the specific connection method of the anti-interference circuit is introduced. The rail vehicle consists of multiple carriages, and each carriage is equipped with an electrical unit 1 with the same structure. The electrical units 1 of adjacent carriages are connected by a through-line 153MR. Specifically: like Figure 2 As shown, the power supply unit 1 provided in this embodiment is a wind pressure monitoring circuit. Each carriage is equipped with at least one wind pressure monitoring circuit. The wind pressure monitoring circuits of adjacent carriages and / or adjacent wind pressure monitoring circuits are connected by a through line 153MR. A disconnecting switch 153MRS is provided on the through line 153MR.

[0023] The wind pressure monitoring circuit includes multiple parallel wind pressure control circuits. Each wind pressure control circuit includes a wind pressure control relay and a pressure switch connected in series. Specifically, in this embodiment, a 590 kPa wind pressure control circuit and a 340 kPa wind pressure control circuit are provided. The 590 kPa wind pressure control circuit includes a 590 kPa wind pressure control relay and a 590 kPa wind pressure control pressure switch (MRHPS), and the 340 kPa wind pressure control circuit includes a 340 kPa wind pressure control relay and a 340 kPa wind pressure control pressure switch (MRLPS). The states of the 590 kPa wind pressure control relay and the 340 kPa wind pressure control relay are opposite. When the 590 kPa wind pressure control relay and its corresponding pressure switch are closed, the 340 kPa wind pressure control relay and / or its corresponding pressure switch are open, and vice versa.

[0024] The wind pressure monitoring circuit is connected to the rescue conversion circuit, which includes a rescue conversion device power supply switch BTRCN. The power supply switch BTRCN is connected to the wind pressure monitoring circuit via a linkage switch. Furthermore, a main wind pressure switching relay MRPSR is also installed in the connection circuit. When the power supply switch is closed, the main wind pressure switching relay MRPSR is energized, the 590 kPa wind pressure control circuit is disconnected, and the 340 kPa wind pressure control circuit is closed. One end of the main wind pressure switching relay MRPSR is connected to the linkage switch, and the other end is grounded.

[0025] The wind pressure monitoring circuit also includes a main wind pressure relay MCrAPSR. The contacts of the main wind pressure relay MCrAPSR are set on the emergency braking circuit of the rail vehicle. That is, the wind pressure monitoring circuit is electrically connected to the emergency braking circuit through the main wind pressure relay MCrAPSR. Under normal conditions, the main wind pressure relay MCrAPSR is in the open state. When the wind pressure is abnormal, the main wind pressure relay MCrAPSR closes. When the main wind pressure relay MCrAPSR closes, the emergency braking circuit is connected, and the rail vehicle performs emergency braking.

[0026] The power supply units 1 of adjacent carriages, i.e., the wind pressure monitoring circuits, are connected via a through-line 153MR. Due to the long length of the carriages, the through-line 153MR is also relatively long. During long-distance transport, the through-line 153MR may be subject to electromagnetic interference from other electrical components and power supply units 1. Interference with the through-line 153MR can cause the total wind pressure relay MCrAPSR to malfunction and close, thus connecting the emergency braking circuit and initiating emergency braking of the rail vehicle. To prevent such emergency braking, a disconnecting switch 153MRS is installed on the through-line 153MR.

[0027] like Figure 2As shown, taking adjacent cars 00 and 01 of a rail vehicle as an example, each car 01 and 00 is equipped with a wind pressure monitoring circuit. The two wind pressure monitoring circuits are connected by a through line 153MR. A normally open isolating switch 153MRS is installed on the through line 153MR. When the switch is open, the wind pressure monitoring circuit (power unit 1) realizes single-car control, and the through line 153MR is not energized, which can avoid the malfunction of the total wind pressure relay MRRAPSR caused by electromagnetic interference or electromagnetic interference generated by the through line 153MR itself.

[0028] When centralized control is required, the isolating switch 153MRS is closed. Since the centralized control time is relatively short, electromagnetic interference generally has not yet occurred within this timeframe. Therefore, the problem of the main air pressure relay MRrAPSR malfunctioning due to electromagnetic interference will not occur within the centralized control timeframe.

[0029] Furthermore, a disconnect switch 153MRS is installed at each end of the through line 153MR, with the disconnect switch 153MRS located near the wind pressure monitoring switch.

[0030] The second objective of this invention is to provide a rail vehicle, which, as described above, is equipped with an anti-interference circuit as described above. The specific structure and connection relationship of the anti-interference circuit are as described above and will not be repeated here.

[0031] It should be noted that, in the embodiments provided by this utility model, taking a rail vehicle as an example, the specific connection structure of the anti-interference circuit is introduced. In practical applications, for multiple power-consuming units 1 that need to be connected over long distances, the anti-interference circuit provided by this utility model can be used. Adjacent power-consuming units 1 are connected by a through line 153MR, and at both ends of the through line 153MR, i.e. near the power-consuming unit 1, isolating switches 153MRS are set to prevent the relays of the power-consuming unit 1 from malfunctioning.

[0032] In practical applications, the circuit connection of power unit 1 can be of various structures without restrictions or requirements.

[0033] In summary, the anti-interference circuit and rail vehicle provided by this utility model have the following technical advantages compared with the prior art: The structure and control principle are simple and reliable; By adding a centralized control disconnect switch to isolate the direct connection between the through line and the power consumption unit, adverse consequences caused by malfunction of relays in the power consumption unit can be avoided. It provides a simple and efficient solution to the problem of abnormal interference in long through-line tunnels.

[0034] As described above, similar technical solutions can be derived from the given solutions. Any simple modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of this utility model, without departing from the scope of this utility model's technical solution, shall still fall within the scope of this utility model's technical solution.

Claims

1. A rail vehicle, characterized in that: The rail vehicle includes multiple carriages, each carriage is equipped with at least one wind pressure monitoring circuit, and the wind pressure monitoring circuits of adjacent carriages are connected by a through line, and the through line is equipped with an isolation switch to prevent the wind pressure monitoring circuit from malfunctioning. The wind pressure monitoring circuit includes multiple sets of parallel wind pressure control circuits, and each set of wind pressure control circuits includes a wind pressure control relay and a pressure switch connected in series.

2. A rail vehicle as described in claim 1, characterized in that: The disconnect switch is located near the wind pressure monitoring circuit.

3. A rail vehicle as described in claim 1, characterized in that: The through-line is equipped with an isolation switch at both its input and output ends.

4. A rail vehicle as described in claim 1, characterized in that: When the wind pressure monitoring circuit is controlled independently, the isolating switch is disconnected.

5. A rail vehicle as described in claim 1, characterized in that: The wind pressure monitoring circuit is connected to the rescue conversion circuit; the rescue conversion circuit includes a rescue conversion device power supply switch, which is connected to the wind pressure monitoring circuit via a linkage switch.

6. A rail vehicle as described in claim 5, characterized in that: A total wind pressure switching relay is installed between the wind pressure monitoring circuit and the rescue conversion circuit.

7. A rail vehicle as described in any one of claims 1 to 6, characterized in that: The wind pressure monitoring circuit is connected to the emergency braking circuit of the rail vehicle through the total wind pressure relay. When power is lost, the emergency braking circuit is triggered.

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