Patent Application
20220348237
The present invention relates to a coupler control circuit for a railway vehicle, and belongs to the technical field of full-automatic coupler electrical control.
At present, most of the subway projects adopt a full-automatic coupler+electric coupler method for coupling rescue of cars, and the coupling and marshalling of the cars are achieve by a jumper wire+semi-permanent (or semi-automatic coupler) method. The coupling and decoupling control of couplers is provided by coupler providers, and correspondingly, most of the control circuits perform mechanical and air path control without combining with the vehicle circuit to control the operation of the couplers. In addition, only control signals and communication signals pass through the contacts of the electric couplers, the through-current in the contacts is small, and the voltage level is not high, so that even if the electric couplers are decoupled accidentally or bad contacted, the phenomenon of burning at the electric contacts caused by large-area large-current arcing and discharge, which destroys the electric couplers, will not occur. The contact circuit of full-automatic couplers is mostly used in rescue coupling in conventional projects, and the use time is short, so electrical requirements on the contacts of the circuit are lower, and the problems such as contact arcing and discharge caused by bad contact or accidental decoupling of the coupler contacts are not considered.
The existing full-automatic coupler is mainly used at the B end of a head car of a subway vehicle, and is used for rescuing and coupling a metro car. There are mainly two control methods, one is air path control while the other is circuit control. The defects are as follows: 1. The air path control scheme can achieve automatic coupling and decoupling of the electric coupler in the full-automatic couplers, but it cannot be combined with the vehicle control circuit to provide functions such as vehicle bus load removal and the like. It is only suitable for use in full-automatic couplers for head cars. 2. The circuit control scheme can achieve automatic coupling and decoupling of the electric coupler in the full-automatic couplers by building a vehicle logic circuit, but it is only used in the full-automatic couplers for head cars at present for application scenarios of coupling rescue of cars. It is not applied to full-automatic couplers of intermediate cars, and the removal function for a high-load and high-voltage train line is not considered. In the case of accidental decoupling of electric couplers or separation of the contacts of the electric couplers in vibration, arcing and discharge may occur at the contacts and burn the contacts, which, in some serious cases, even make the electric couplers or the cars get on fire.
With the development of intelligent operation and maintenance, and driverless technologies, and the requirements of subway companies on maintenance cost and convenience are more and more stringent. The functional requirements of flexible marshalling and recoupling operation of metro cars and flexible replacement of marshalling units are also put into agenda. This requires to replace jumper wires of intermediate cars by electric coupler contacts, and connect medium voltage buses and low voltage buses of the train by electric couplers. Therefore, an electric coupler control circuit in a full-automatic coupler is required to have the functions of full-automatic coupling control and prevention of arcing and discharge at bus contacts.
A main object of the present invention is to solve the problem of automatic coupling and decoupling circuit control of electric couplers in the prior art and the problem of high-current high-voltage arcing and discharge at contacts of electric couplers caused by accidental decoupling and bad contact, and provides an intermediate car electric coupler control circuit for a subway vehicle.
In order to solve the technical problem described above, the present invention provides an intermediate car electric coupler control circuit for a subway vehicle, which comprises the following parts.
1. A coupling state relay provided in series in a coupler coupling line having a first full-automatic coupler electric contact and a second full-automatic coupler electric contact.
2. A power supply circuit for a decoupling electromagnetic valve, comprising a normally-closed contact of a wake-up relay, a decoupling button switch, and a first normally-closed contact of the coupling state relay which are sequentially connected in series between a train power supply and the decoupling electromagnetic valve.
3. A power supply circuit for an electric coupler control relay, comprising mechanical coupler position switches and a first normally-open contact of the electric coupler control relay which are sequentially connected in series between the train power supply and the electric coupler control relay, a high-potential terminal of the electric coupler control relay being connected to a low-potential terminal of the decoupling button switch through a wire.
4. A power supply circuit for an air path and electric coupler module control electromagnetic valve, which is provided with two power supply electronic circuits which are connected in parallel to low-potential terminals of the mechanical coupler position switches, the first power supply electronic circuit comprising a normally-closed contact of the electric coupler control relay and a second normally-closed contact of the coupling state relay which are connected in series; the second power supply circuit comprising a second normally-open contact of the electric coupler control relay.
5. A power supply circuit for a bus control contactor, comprising a second normally-open contact of the coupling state relay connected in series between the train power supply and the bus control contactor.
The present invention also provides a subway vehicle, characterized by comprising an intermediate car electric coupler control circuit for a subway vehicle as described above.
The invention has the following beneficial effects: the coupler coupling operation is performed exactly according to a sequence of mechanical coupling, air path conduction, electric coupler extension, and medium- and low-voltage bus closing, so that the contacts of the electric couplers are prevented from being damaged. The coupler decoupling operation is performed exactly according to a sequence of contact heavy-current removal, electric coupler withdrawal, air path disconnection and mechanical decoupling, so that the contacts are prevented from being damaged by heavy current arcing and discharge. In the operation of the vehicle, if accidental decoupling or bad contact of the electric contacts of the electric couplers occurs, the medium- and low-voltage buses in the electric contacts of the electric couplers can be disconnected through the control circuit, thereby preventing large current arcing and discharge.
Embodiments of the present invention will now be described with reference to the accompanying drawings.
As shown in
The high-potential terminal of the electric coupler control relay MUNCR is connected with an electric coupler control relay MUNCR of an opposite car through a third full-automatic coupler contact C3; and a first diode D1 is connected in series between the second full-automatic coupler electric contact C2 and the coupling state relay CTR. A second diode D2 is provided on a line from the low-potential terminal of the decoupling button switch UNPB to the high-potential terminal of the electric coupler control relay MUNCR.
Among others, the first mechanical coupler position switch S1 and the second mechanical coupler position switch S2 are limit switches, and also may be position sensors.
The coupler coupling control method is as follows:
For a subway vehicle with intermediate cars having full-automatic couplers mounted thereon, after mechanical coupler coupling is complete, the first mechanical coupler position switch S1 and the second mechanical coupler position switch S2 are closed, and as the electric couplers are not completely coupled, the first full-automatic coupler electric contact C1, the second full-automatic coupler electric contact C2 and the third full-automatic coupler electric contact C3 are opened. The air path and electric coupler module control electromagnetic valve ECV is electrified, and an air path connecting module and an electric coupler connecting module are pushed out to complete air path connection and electric coupler contact connection. After the electric coupler contacts are connected, the first full-automatic coupler electric contact C1, the second full-automatic coupler electric contact C2 and the third full-automatic coupler electric contact C3 are closed, the coupling state relay CTR is electrified, the second normally-closed contact CTR-2 of the coupling state relay is opened, and the air path and electric coupler module control electromagnetic valve ECV is not electrified, so that the electromagnetic valve ECV is prevented from being electrified continuously. Meanwhile, the bus control contactor MVK is electrified, and the medium- and low-voltage buses are connected. Therefore, the coupler coupling is performed exactly according to a sequence of mechanical coupling, air path conduction, electric coupler extension, and medium- and low-voltage bus closing, so that the contacts of the electric couplers are effectively prevented from being damaged.
The coupler decoupling control method is as follows:
As the normally-closed contact TWUR of the wake-up relay is serially connected in a decoupling circuit, the decoupling button switch UNPB cannot be operated for decoupling in the wake-up state of the vehicle, and load current existing in the intermediate electric contacts in the decoupling process is preventing. When the vehicle sleeps, the medium- and low-voltage buses are powered off, the wake-up relay is not electrified, and the normally-closed contact TWUR of the wake-up relay is closed. The control power supply of the control circuit of the present invention is provided by permanent power, and as the contacts of the electric couplers are not separated at the moment, the coupling state relay CTR is electrified, the normally-closed contact CTR-1 of the coupling state relay is opened, and the decoupling electromagnetic valve MUV is not electrified; and the decoupling button switch UNPB is pressed down such that the electric coupler control relays MUNCR of the M1 car and the M2 car are electrified simultaneously, the second normally-open contact MUNCR-3 of the electric coupler control relay is closed, the air path and electric coupler module control electromagnetic valves ECV of both cars are electrified, the electric coupler and air path interfaces of the two cars are withdrawn simultaneously, the first full-automatic coupler electric contact C1, the second full-automatic coupler electric contact C2 and the third full-automatic coupler electric contact C3 are opened, the coupling state relay CTR is not electrified, the first normally-closed contact CTR-1 of the coupling state relay is closed, the mechanical decoupling electromagnetic valve MUV is electrified, a mechanical coupling lock catch is opened, the first mechanical coupler position switch S1 and the second mechanical coupler position switch S2 are opened after the mechanical couplers are completely separated, and the power supply of the whole control circuit is cut off, thereby completing the decoupling process. The coupler decoupling operation is performed exactly according to a sequence of heavy-current removal, electric coupler withdrawal, air path disconnection and mechanical decoupling, thereby completing the decoupling operation.
The method for controlling accidental decoupling and bad contact of the contacts is as follows: During operation of the vehicle, when accidental decoupling or bad electric contact of the electric couplers occurs, the first full-automatic electric contact C1 and the second full-automatic electric contact C2 of the electric coupler are opened, the coupling state relay CTR is not electrified, the bus control contactor MVK is not electrified, and the current in the medium- and low-voltage buses is cut off, so that the current in the medium- and low-voltage buses are prevented from being cut off by the electric contacts of the medium- and low-voltage buses, thereby preventing large-current arcing.
In addition to the embodiments described above, other embodiments of the invention are possible. All technical solutions formed by equivalent replacements or equivalent transformations fall within the protection scope of the present invention.
| Number | Date | Country | Kind |
|---|---|---|---|
| 202011200808.6 | Nov 2020 | CN | national |
| Filing Document | Filing Date | Country | Kind |
|---|---|---|---|
| PCT/CN2020/128068 | 11/11/2020 | WO |
