阅读说明：本技术 轨道车辆的障碍物检测自保持电路 (Obstacle detection self-holding circuit of railway vehicle ) 是由 梁艺凡 潘夏宁 陈志� 张德峰 庄政杰 漆林 张少华 于 2021-11-09 设计创作，主要内容包括：本申请涉及一种轨道车辆的障碍物检测自保持电路。该电路包括：障碍物检测回路、障碍物信号保持回路、障碍物信号复位回路和障碍物信号输出回路,所述障碍物检测回路、所述障碍物信号保持回路、所述障碍物信号复位回路和所述障碍物信号输出回路并联接入轨道车辆的控制电路中,当轨道车辆撞击到障碍物时,持续给出“有障碍物”信号,让车辆持续施加紧急制动,直到人工排查清除障碍物后,人工通过障碍物信号复位回路进行复位,才能使车辆缓解紧急制动,重新动车,保证了无人驾驶列车的安全行驶。(The application relates to an obstacle detection self-holding circuit of a railway vehicle. The circuit includes: the obstacle detection circuit, the obstacle signal holding circuit, the obstacle signal resetting circuit and the obstacle signal output circuit are connected in parallel into a control circuit of the rail vehicle, when the rail vehicle collides with an obstacle, an obstacle signal is continuously given out, the vehicle is continuously applied with emergency braking, and the vehicle can be manually reset through the obstacle signal resetting circuit until the obstacle is manually checked and cleared, so that the emergency braking of the vehicle can be relieved, the motor car can be restarted, and the safe running of the unmanned train is ensured.)

1. An obstacle detection self-holding circuit of a railway vehicle, characterized in that the circuit comprises: an obstacle detection circuit, an obstacle signal holding circuit, an obstacle signal resetting circuit and an obstacle signal output circuit;

the obstacle detection circuit, the obstacle signal holding circuit, the obstacle signal resetting circuit and the obstacle signal output circuit are connected in parallel into a control circuit of the rail vehicle.

2. The circuit of claim 1, wherein the obstruction detection loop comprises: the system comprises a first obstacle left side detection limit switch contact, a first obstacle right side detection limit switch contact, a first normally open contact of a first relay, a first relay coil and a normally closed contact of a second relay;

the utility model discloses a stop switch, including first barrier, limit switch contact, first barrier left side, the other end that detects the limit switch contact with the one end that the limit switch contact was detected on first barrier right side is connected, the other end that the limit switch contact was detected on first barrier right side, with the one end of the first normally open contact of first relay the one end of the normally closed contact of second relay is connected, the other end of the first normally open contact of first relay the other end of the normally closed contact of second relay respectively with the one end of first relay coil is connected, the other end connection control circuit's of first relay coil negative pole.

3. The circuit of claim 2, wherein under normal conditions, the first obstacle left side detection limit switch contact and the first obstacle right side detection limit switch contact are in a closed state, and the rail vehicle emergency braking is alleviated.

4. The circuit of claim 3, wherein when a rail vehicle collides with an obstacle during operation, the first obstacle left side detection limit switch contact and the first obstacle right side detection limit switch contact are in an open state, and the rail vehicle emergency brake is applied.

5. The circuit of claim 4, wherein when the first obstacle left side detection limit switch contact and the first obstacle right side detection limit switch contact are switched from the open state to the closed state after the rail vehicle collides with an obstacle in operation, the emergency brake of the rail vehicle is still in the applied state; and after the obstacles are manually checked and cleared, manually resetting through the obstacle signal resetting circuit, and relieving the emergency braking of the railway vehicle.

6. The circuit of claim 1, wherein the barrier signal holding loop comprises: the normally closed contact of the third relay, the second normally open contact of the first relay, the normally open contact of the second relay and the second relay coil;

the one end connection control circuit's of the normally closed contact of third relay positive pole, the other end of the normally closed contact of third relay, with the one end of the second normally open contact of first relay the one end of the normally open contact of second relay is connected, the other end of the second normally open contact of first relay the other end of the normally open contact of second relay respectively with the one end of second relay coil is connected, the other end connection control circuit's of second relay coil negative pole.

7. The circuit of claim 1, wherein the step of resetting the loop for the barrier signal comprises: an obstacle reset button, a third relay coil;

one end of the barrier reset button is connected with the anode of the control circuit, the other end of the barrier reset button is connected with one end of the third relay coil, and the other end of the third relay coil is connected with the cathode of the control circuit.

8. The circuit of claim 7, wherein the obstacle reset button is a reset button having 2 sets of electrical contacts.

9. The circuit of claim 1, wherein the obstacle signal output circuit comprises: the relay comprises a first normally closed contact of a first relay, a second normally closed contact of the first relay, a fourth relay coil and a fifth relay coil;

the one end of the first normally closed contact of first relay is connected control circuit's positive pole, the other end of the first normally closed contact of first relay is connected the one end of the second normally closed contact of first relay, the other end of the second normally closed contact of first relay, with the one end of fourth relay coil with the one end of fifth relay coil is connected, the other end of fourth relay coil with the other end of fifth relay coil is connected respectively control circuit's negative pole.

10. The circuit of claim 1, wherein the control circuit comprises: the emergency brake control system comprises a circuit protection circuit breaker, other triggering conditions of emergency braking of a vehicle, a left detection limit switch contact of a second obstacle, a right detection limit switch contact of the second obstacle and an emergency brake relay;

the circuit protection circuit breaker, the triggering condition of other emergency braking of the vehicle, the left detection limit switch contact of the second barrier, the right detection limit switch contact of the second barrier and the emergency braking relay are connected in series.

Technical Field

The application relates to the technical field of railway vehicles, in particular to a barrier detection self-holding circuit of a railway vehicle.

Background

The obstacle detection system is divided into active obstacle detection and passive obstacle detection, and is used for unmanned railway vehicles and used for assisting driving. The passive obstacle detection system is provided with a height-adjustable beam at the head of the vehicle, and is used for clearing obstacles on a track, and when the passive obstacle detection system touches the obstacles within a certain range, a limit switch of the passive obstacle detection system acts to send a signal for controlling a braking system of the vehicle.

The passive obstacle detection system drives the limit switch on the beam to act after colliding with an obstacle in the running process of the vehicle. The signal given by the contact action of the limit switch is connected in series in the emergency braking circuit of the vehicle, and after the limit switch collides with an obstacle, the normally closed electric shock of the limit switch is disconnected to trigger the emergency braking of the vehicle. Because the obstacle in the track is extremely dangerous and risks derailing the train, the vehicle can send the signal to a dispatching center after the vehicle stops when colliding with the obstacle, and after the obstacle is confirmed and cleared on site manually, the emergency brake of the vehicle can be relieved, and the vehicle can be driven again. Therefore, it is important that the obstacle detection system is able to maintain the signal after the collision with the obstacle until it is manually confirmed to be resettable.

The existing control circuit of the obstacle detection system applied to the unmanned railway vehicle gives an obstacle signal after normally closed contacts of a left limit switch and a right limit switch on a beam of the obstacle detection system are connected in series, and the obstacle signal is connected in an emergency braking loop in series. When the obstacle detection system collides with an obstacle, the normally closed contact of the limit switch is disconnected, and the vehicle applies emergency braking. After the limit switch is reset, a normally closed contact of the limit switch is closed, and the emergency braking of the vehicle is automatically relieved, specifically as shown in figure 1, a circuit protection circuit breaker K7, a triggering condition K8 of other emergency braking of the vehicle, a left obstacle detection limit switch contact EB1-1, a right obstacle detection limit switch contact EB2-1 and an emergency braking relay EBR are connected in series, under the normal condition, the circuit protection circuit breaker K7, a triggering condition K8 of other emergency braking of the vehicle, a left obstacle detection limit switch contact EB1-1 and a right obstacle detection limit switch contact EB2-1 are all closed, the emergency braking relay EBR is electrified, and the emergency braking of the vehicle is relieved; when the triggering conditions of the emergency braking are normal, but the contact of the left detection limit switch of the obstacle and the contact of the right detection limit switch of the obstacle collide with the obstacle, the normally closed contact is disconnected, the control circuit is powered off, the emergency braking relay is powered off, and the vehicle applies the emergency braking.

Therefore, when the train collides with an obstacle during operation, the limit switch of the obstacle detection device operates, thereby triggering emergency braking and stopping of the train. If the obstacle is removed and still stays near the track after the train collides the obstacle in the collision process, when the driving safety can be threatened, the limit switch of the obstacle detection device is reset due to no obstacle, the emergency braking circuit of the subway train is switched on again at the moment, the emergency braking is relieved automatically, and the train is started again to collide the obstacle to cause danger.

Disclosure of Invention

In view of the above, it is desirable to provide an obstacle detection self-holding circuit for a railway vehicle, which can solve the above-mentioned problems.

An obstacle detection self-holding circuit of a railway vehicle, the circuit comprising: an obstacle detection circuit, an obstacle signal holding circuit, an obstacle signal resetting circuit and an obstacle signal output circuit;

the obstacle detection circuit, the obstacle signal holding circuit, the obstacle signal resetting circuit and the obstacle signal output circuit are connected in parallel into a control circuit of the rail vehicle.

In one embodiment, the obstacle detection circuit includes: the system comprises a first obstacle left side detection limit switch contact, a first obstacle right side detection limit switch contact, a first normally open contact of a first relay, a first relay coil and a normally closed contact of a second relay;

the utility model discloses a stop switch, including first barrier, limit switch contact, first barrier left side, the other end that detects the limit switch contact with the one end that the limit switch contact was detected on first barrier right side is connected, the other end that the limit switch contact was detected on first barrier right side, with the one end of the first normally open contact of first relay the one end of the normally closed contact of second relay is connected, the other end of the first normally open contact of first relay the other end of the normally closed contact of second relay respectively with the one end of first relay coil is connected, the other end connection control circuit's of first relay coil negative pole.

In one embodiment, under normal conditions, the first obstacle left side detection limit switch contact and the first obstacle right side detection limit switch contact are in a closed state, and the emergency braking of the railway vehicle is relieved.

In one embodiment, when the rail vehicle collides with an obstacle in operation, the first obstacle left side detection limit switch contact and the first obstacle right side detection limit switch contact are in an open state, and the rail vehicle emergency brake is applied.

In one embodiment, when the rail vehicle collides with an obstacle in operation, the first obstacle left side detection limit switch contact and the first obstacle right side detection limit switch contact are switched from an open state to a closed state, and the emergency brake of the rail vehicle still keeps an applied state; and after the obstacles are manually checked and cleared, manually resetting through the obstacle signal resetting circuit, and relieving the emergency braking of the railway vehicle.

In one embodiment, the obstacle signal holding circuit includes: the normally closed contact of the third relay, the second normally open contact of the first relay, the normally open contact of the second relay and the second relay coil;

the one end connection control circuit's of the normally closed contact of third relay positive pole, the other end of the normally closed contact of third relay, with the one end of the second normally open contact of first relay the one end of the normally open contact of second relay is connected, the other end of the second normally open contact of first relay the other end of the normally open contact of second relay respectively with the one end of second relay coil is connected, the other end connection control circuit's of second relay coil negative pole.

In one embodiment, the step of resetting the loop by the barrier signal comprises: an obstacle reset button, a third relay coil;

one end of the barrier reset button is connected with the anode of the control circuit, the other end of the barrier reset button is connected with one end of the third relay coil, and the other end of the third relay coil is connected with the cathode of the control circuit.

In one embodiment, the barrier reset button is a reset button having 2 sets of electrical contacts.

In one embodiment, the obstacle signal output circuit includes: the relay comprises a first normally closed contact of a first relay, a second normally closed contact of the first relay, a fourth relay coil and a fifth relay coil;

the one end of the first normally closed contact of first relay is connected control circuit's positive pole, the other end of the first normally closed contact of first relay is connected the one end of the second normally closed contact of first relay, the other end of the second normally closed contact of first relay, with the one end of fourth relay coil with the one end of fifth relay coil is connected, the other end of fourth relay coil with the other end of fifth relay coil is connected respectively control circuit's negative pole.

In one embodiment, the control circuit comprises: the emergency brake control system comprises a circuit protection circuit breaker, other triggering conditions of emergency braking of a vehicle, a left detection limit switch contact of a second obstacle, a right detection limit switch contact of the second obstacle and an emergency brake relay;

the circuit protection circuit breaker, the triggering condition of other emergency braking of the vehicle, the left detection limit switch contact of the second barrier, the right detection limit switch contact of the second barrier and the emergency braking relay are connected in series.

Above-mentioned barrier detection self-sustaining circuit of rail vehicle includes: the obstacle detection circuit, the obstacle signal holding circuit, the obstacle signal resetting circuit and the obstacle signal output circuit are connected in parallel into a control circuit of the rail vehicle, when the rail vehicle collides with an obstacle, an obstacle signal is continuously given out, the vehicle is continuously applied with emergency braking, and the vehicle can be manually reset through the obstacle signal resetting circuit until the obstacle is manually checked and cleared, so that the emergency braking of the vehicle can be relieved, the motor car can be restarted, and the safe running of the unmanned train is ensured.

Drawings

FIG. 1 is a schematic diagram of a prior art control circuit in one embodiment;

fig. 2 is a schematic structural diagram of an obstacle detection self-holding circuit of a railway vehicle in one embodiment.

Detailed Description

In order to make the objects, technical solutions and advantages of the present application more apparent, the present application is described in further detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present application and are not intended to limit the present application.

In one embodiment, as shown in fig. 1, there is provided an obstacle detection self-holding circuit of a railway vehicle, including: an obstacle detection circuit 10, an obstacle signal holding circuit 20, an obstacle signal reset circuit 30, and an obstacle signal output circuit 40;

the obstacle detection circuit 10, the obstacle signal holding circuit 20, the obstacle signal resetting circuit 30, and the obstacle signal output circuit 40 are connected in parallel to a control circuit 50 of the rail vehicle.

Above-mentioned barrier detection self-sustaining circuit of rail vehicle includes: the system comprises an obstacle detection circuit 10, an obstacle signal holding circuit 20, an obstacle signal resetting circuit 30 and an obstacle signal output circuit 40, wherein the obstacle detection circuit 10, the obstacle signal holding circuit 20, the obstacle signal resetting circuit 30 and the obstacle signal output circuit 40 are connected in parallel into a control circuit 50 of the rail vehicle, when the rail vehicle collides with an obstacle, an 'obstacle exists' signal is continuously given out, the vehicle is continuously applied with emergency braking, and the vehicle can be manually reset through the obstacle signal resetting circuit 30 until the obstacle is manually checked and cleared, so that the emergency braking of the vehicle can be relieved, the vehicle can be restarted, and the safe running of the unmanned train is ensured.

In one embodiment, the obstacle detection circuit 10 includes: the system comprises an obstacle left side detection limit switch contact K1, an obstacle right side detection limit switch contact K2, a first normally open contact K3-1 of a first relay, a first relay coil K3 and a normally closed contact K4-1 of a second relay; one end of a contact K1 of the obstacle left side detection limit switch is connected with the anode of the control circuit 50, the other end of the contact K1 of the obstacle left side detection limit switch is connected with one end of a contact K2 of the obstacle right side detection limit switch, the other end of the contact K2 of the obstacle right side detection limit switch is connected with one end of a first normally open contact K3-1 of the first relay and one end of a normally closed contact K4-1 of the second relay, the other end of the first normally open contact K3-1 of the first relay and the other end of the normally closed contact K4-1 of the second relay are respectively connected with one end of a first relay coil K3, and the other end of the first relay coil K3 is connected with the cathode of the control circuit 50.

Under normal conditions, the contact of the first obstacle left side detection limit switch and the contact of the first obstacle right side detection limit switch are in a closed state, and emergency braking of the railway vehicle is relieved. When the rail vehicle collides with an obstacle in the running process, the contact of the first obstacle left side detection limit switch and the contact of the first obstacle right side detection limit switch are in an off state, and the rail vehicle applies emergency braking. When the rail vehicle collides with an obstacle in the running process, the left detection limit switch contact of the first obstacle and the right detection limit switch contact of the first obstacle are switched to a closed state from an open state, and the emergency brake of the rail vehicle still keeps an applied state; and after the obstacles are manually checked and cleared, the obstacles are manually reset through an obstacle signal reset circuit, and the emergency braking of the railway vehicle is relieved.

In one embodiment, the obstacle signal holding circuit 20 includes: a normally closed contact K5-1 of the third relay, a second normally open contact K3-2 of the first relay, a normally open contact K4-2 of the second relay and a second relay coil K4; one end of a normally closed contact K5-1 of the third relay is connected with the anode of the control circuit 50, the other end of a normally closed contact K5-1 of the third relay is connected with one end of a second normally open contact K3-2 of the first relay and one end of a normally open contact K4-2 of the second relay, the other end of the second normally open contact K3-2 of the first relay and the other end of the normally open contact K4-2 of the second relay are respectively connected with one end of a second relay coil K4, and the other end of the second relay coil K4 is connected with the cathode of the control circuit 50.

In one embodiment, the steps of the barrier signal reset circuit 30 include: an obstacle reset button K6, a third relay coil K5; one end of the obstacle reset button K6 is connected to the positive electrode of the control circuit 50, the other end of the obstacle reset button K6 is connected to one end of the third relay coil K5, and the other end of the third relay coil K5 is connected to the negative electrode of the control circuit 50.

Among them, the obstacle reset button K6 capable of matching these conditions is selected according to the relevant electrical parameters of the obstacle signal reset circuit 30, such as the rated operating voltage, the operating current, the peak current duration, and the like, and the frequency of use of the obstacle reset button K6. The model of the barrier reset button K6 is GDZ-3SU10600JB100AA0/K-20-B-20094, and has 2 groups of electrical contacts.

In one embodiment, the obstacle signal output circuit 40 includes: the relay comprises a first normally closed contact K3-3 of the first relay, a second normally closed contact K3-4 of the first relay, a fourth relay coil EB1 and a fifth relay coil EB 2; one end of a first normally closed contact K3-3 of the first relay is connected with the anode of the control circuit, the other end of the first normally closed contact K3-3 of the first relay is connected with one end of a second normally closed contact K3-4 of the first relay, the other end of the second normally closed contact K3-4 of the first relay is connected with one end of a fourth relay coil EB1 and one end of a fifth relay coil EB2, and the other end of the fourth relay coil EB1 and the other end of the fifth relay coil EB2 are respectively connected with the cathode of the control circuit 50.

Wherein relays that can match these conditions are selected based on the relevant electrical parameters of the obstacle detection circuit 10, such as the rated operating voltage, operating current, peak current duration, etc., and the number of relay contacts used, such as: the relay model numbers of the first relay, the second relay and the third relay are F470-H4V-XUV, and the relay model numbers of the fourth relay and the fifth relay are BG400-115-EG-SVF 1.

In one embodiment, the control circuit includes: the emergency brake control system comprises a circuit protection circuit breaker, other triggering conditions of emergency braking of a vehicle, a left detection limit switch contact of a second obstacle, a right detection limit switch contact of the second obstacle and an emergency brake relay; the circuit protection circuit breaker, the triggering conditions of other emergency braking of the vehicle, the left detection limit switch contact of the second obstacle, the right detection limit switch contact of the second obstacle and the emergency braking relay are connected in series.

The obstacle detection self-holding circuit of the rail vehicle performs corresponding logic control through relay coils and contact actions of a plurality of loops, and the specific control logic is as follows:

(1) under normal conditions, the obstacle left side detection limit switch contact K1 and the obstacle right side detection limit switch contact K2 are closed, the first relay coil K3 is electrified, so that the first normally closed contact K3-3 of the first relay and the second normally closed contact K3-4 of the first relay are disconnected, the fourth relay coil EB1 and the fifth relay coil EB2 are electrified, the obstacle left side detection limit switch contact EB1-1 and the obstacle right side detection limit switch contact EB2-1 are electrified and closed, under the condition that other conditions do not trigger the emergency braking of the railway vehicle, the emergency braking relay EBR is electrified, and the emergency braking of the railway vehicle is relieved.

(2) When a vehicle collides with an obstacle in the running process, the obstacle left side detection limit switch contact K1 and the obstacle right side detection limit switch contact K2 are disconnected, the first relay coil K3 is de-energized, so that the first normally closed contact K3-3 of the first relay and the second normally closed contact K3-4 of the first relay are closed, the obstacle left side detection limit switch contact EB1-1 and the obstacle right side detection limit switch contact EB2-1 are energized, the obstacle left side detection limit switch contact EB1-1 and the obstacle right side detection limit switch contact EB2-1 are energized and disconnected, the emergency brake relay EBR is de-energized, and the emergency brake of the railway vehicle is applied.

(3) At this time, if the obstacle detection limit switch contact is reset for some reason, the obstacle left side detection limit switch contact K1 and the obstacle right side detection limit switch contact K2 are closed. At the moment, the second relay coil K4 is in a state of being electrified from system electrification (realized by closing the second normally open contact K3-2 of the first relay and the normally open contact K4-2 of the second relay), so that the normally closed contact K4-1 of the second relay is electrified and disconnected, when an obstacle is collided, the first relay coil K3 is electrified to ensure that the first normally open contact K3-1 of the first relay is electrified and disconnected, and then the first relay coil K3 still keeps the coil power-off state. The first normally closed contact K3-3 of the first relay and the second normally closed contact K3-4 of the first relay are closed, the fourth relay coil EB1 and the fifth relay coil EB2 are electrified, the obstacle left detection limit switch contact EB1-1 and the obstacle right detection limit switch contact EB2-1 are electrified and disconnected, the emergency brake relay EBR is electrified, and the emergency brake of the railway vehicle still keeps an applied state.

(4) After manual on-site obstacle removal (after obstacle removal, the obstacle detection limit switch is reset) and confirmation of the motor car, the reset button is pressed, the obstacle reset button K6 is closed, the third relay coil K5 is electrified, so that the normally closed contact K5-1 of the third relay is disconnected, and the second relay coil K4 is electrified. At the moment, the obstacle left side detection limit switch contact K1 and the obstacle right side detection limit switch contact K2 are closed, the normally closed contact K4-1 of the second relay is closed after power failure, then the first relay coil K3 is electrified, the first normally closed contact K3-3 of the first relay and the second normally closed contact K3-4 of the first relay are electrified and disconnected, the fourth relay coil EB1 and the fifth relay coil EB2 are electrified, and the obstacle left side detection limit switch contact EB1-1 and the obstacle right side detection limit switch contact EB2-1 are closed. At the moment, if no other condition triggers the emergency braking of the railway vehicle, the emergency braking relay EBR is electrified, and the emergency braking of the railway vehicle is relieved.

The advantages of this scheme are: after the unmanned train collides with the barrier, even if the limit switch contact of the barrier detection beam is reset for various reasons, a signal of 'barrier existence' is continuously given through the self-holding circuit, and the emergency brake of the rail vehicle can be relieved only by manually resetting the signal after the barrier is confirmed and cleared on a manual site, so that the aim of ensuring the driving safety can be fulfilled with low cost. The circuit is simple in structure, high in universality and suitable for obstacle detection systems of various unmanned vehicles.

The technical features of the above embodiments can be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the above embodiments are not described, but should be considered as the scope of the present specification as long as there is no contradiction between the combinations of the technical features.

The above-mentioned embodiments only express several embodiments of the present application, and the description thereof is more specific and detailed, but not construed as limiting the scope of the invention. It should be noted that, for a person skilled in the art, several variations and modifications can be made without departing from the concept of the present application, which falls within the scope of protection of the present application. Therefore, the protection scope of the present patent shall be subject to the appended claims.