CN112277997B - Subway vehicle coupler control method - Google Patents
Subway vehicle coupler control method Download PDFInfo
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- CN112277997B CN112277997B CN202011200805.2A CN202011200805A CN112277997B CN 112277997 B CN112277997 B CN 112277997B CN 202011200805 A CN202011200805 A CN 202011200805A CN 112277997 B CN112277997 B CN 112277997B
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- electric
- coupler
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- hook
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
- B61G7/00—Details or accessories
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01H—ELECTRIC SWITCHES; RELAYS; SELECTORS; EMERGENCY PROTECTIVE DEVICES
- H01H47/00—Circuit arrangements not adapted to a particular application of the relay and designed to obtain desired operating characteristics or to provide energising current
- H01H47/001—Functional circuits, e.g. logic, sequencing, interlocking circuits
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- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The invention relates to a method for controlling a metro vehicle coupler, which is realized by an intermediate vehicle electric coupler control circuit of a metro vehicle, wherein the intermediate vehicle electric coupler control circuit of the metro vehicle comprises a coupling state relay, an unhooking electromagnetic valve power supply circuit, an electric coupler control relay power supply circuit, an air circuit, an electric coupler module control electromagnetic valve power supply circuit and a bus control contactor power supply circuit. The coupler coupling operation is completely carried out according to the sequence of mechanical coupling, gas circuit conduction, electric hook extension, closing of medium and low voltage buses, and damage of an electric hook contact is prevented. The uncoupling operation of the coupler is carried out according to the sequence of cutting off the large current of the contact, withdrawing the electric coupler, disconnecting the gas circuit and mechanically uncoupling, so that the contact is prevented from being damaged by the large current arcing. When the vehicle runs and the problem of accidental unhooking or poor contact of an electric contact of the electric hook occurs, the medium-voltage bus and the low-voltage bus in the electric hook contact can be disconnected through the control circuit, so that the phenomenon of large-current arc discharge is avoided.
Description
Technical Field
The invention relates to a subway vehicle coupler control method, and belongs to the technical field of full-automatic coupler electrical control.
Background
Most of the current subway projects finish the coupling rescue of vehicles by adopting a full-automatic coupler and an electric hook mode on a head car, and finish the coupling and the grouping of the vehicles by adopting a jumper and a semi-permanent (or semi-automatic coupler) mode on a middle car. The coupling and uncoupling control of the car coupler is provided by a car coupler supplier, and corresponding control loops are mostly controlled by a mechanical circuit and an air circuit and are not combined with a vehicle circuit to control the action of an electric coupler. Meanwhile, only the passing control signal and the passing communication signal are arranged in the contact of the electric hook, the passing current of the contact is small, the voltage level is not high, and the phenomenon that the large-area large-current arc is drawn to burn the electric contact and the electric hook is burnt can not occur even if the electric hook is accidentally unhooked or is in poor contact. The contact loop of the full-automatic coupler of the conventional project is mostly used in rescue coupling, the service time is short, the electrical requirement on the contact of the circuit is low, and the problems of contact arcing and discharging caused by contact failure or accidental unhooking of the coupler are not considered.
The existing full-automatic coupler is mainly used at one-position end of a subway head train and is used for subway vehicle rescue and continuous hanging scenes. There are two main control modes, one is air circuit control, and the other is circuit control. The disadvantages are that:
1. the air circuit control scheme can realize the automatic coupling and uncoupling functions of the electric coupler in the full-automatic coupler, but can not combine with a vehicle control circuit to complete the functions of cutting off the bus load of the vehicle and the like. The coupler is only suitable for the full-automatic coupler of the head car.
2. The circuit control scheme can realize the automatic coupling and uncoupling functions of the electric coupler in the full-automatic coupler through the construction of a vehicle logic circuit, but is only used in the full-automatic coupler of a head car at present and is only used in the coupling rescue scene of the vehicle. The middle full-automatic coupler is not used, and the cutting function of a heavy-load high-voltage train line is not considered. When the electric hook is accidentally unhooked or the contact of the electric hook is separated due to vibration, arcing discharge of the contact can be caused, the contact is burnt, and the electric hook or a vehicle can be seriously ignited.
With the development of intelligent operation and maintenance and unmanned technology, and the requirements of subway companies on maintenance cost and convenience become more and more severe. The functional requirements of flexible marshalling, reconnection operation and flexible replacement of marshalling units of the subway vehicles are also put forward. This requires that the jumper solutions of the intermediate car be replaced with electrical hook contacts, by means of which the medium and low voltage busbars of the train are connected. Therefore, the electric hook control circuit in the full-automatic coupler is required to have the functions of full-automatic coupling control and bus contact arc discharge prevention.
Disclosure of Invention
The invention mainly aims to solve the problems of automatic connection and disconnection circuit control of the electric hook in the prior art and the problems of high current and high voltage arc discharge in accidental disconnection and poor contact of the electric hook contact, and provides a control method of a coupler of a metro vehicle.
In order to solve the technical problems, the invention provides a method for controlling a coupler of a subway vehicle, which is characterized by comprising the following steps: realize through car electric hook control circuit in the middle of the railcar, car electric hook control circuit in the middle of the railcar has:
-a coupling status relay arranged in series in a coupler coupling line having a first fully automatic coupler electrical contact and a second fully automatic coupler electrical contact;
-an unhooking solenoid valve power supply circuit comprising a wake-up relay normally closed contact, an unhooking button switch and a linked state relay first normally open contact connected in series in sequence between the train power supply and the unhooking solenoid valve;
-an electrical hook control relay power supply circuit comprising a mechanical hook position switch and a first normally open contact of an electrical hook control relay connected in series in sequence between a train power supply and the electrical hook control relay, the high potential end of the electrical hook control relay being connected to the low potential end of the unhook button switch by a wire;
-the gas circuit and electric hook module control solenoid valve supply circuit having two supply electronic circuits connected in parallel to the low potential end of the mechanical hook limit switch, the first supply electronic circuit comprising an electric hook control relay normally closed contact and a hook state relay normally closed contact connected in series; the second power supply electronic loop comprises a second normally open contact of the electric hook control relay;
the bus control contactor power supply circuit comprises a second normally open contact of a coupling state relay connected between the train power supply and the bus control contactor in series.
The high potential end of the electric hook control relay is connected with an electric hook control relay of an opposite vehicle through a third full-automatic coupler contact;
the subway vehicle coupler control method comprises a coupler coupling control method, and specifically comprises the following steps:
after the subway vehicle finishes the connection and the hanging of the mechanical coupler, the position switch of the mechanical coupler is closed, because the electric coupler does not finish the connection and the electric contact of the full-automatic coupler is in a disconnected state, the relay in the connection and hanging state, the unhooking electromagnetic valve and the electric hook control relay are not electrified, the electromagnetic valve is electrified by the control of the gas circuit and the electric hook module, the gas circuit connection module and the electric hook connection module are pushed out, and the gas circuit connection and the electric hook contact connection are carried out; after the connection of the electric hook contacts is finished, the full-automatic coupler electric contact is connected, the coupling state relay is electrified, the second normally closed contact of the coupling state relay is disconnected, and the air circuit and the electric hook module control the electromagnetic valve to lose electricity; and meanwhile, the bus control contactor is electrified to conduct the medium and low voltage buses, so that the coupler coupling is completely carried out according to the sequence of mechanical coupling, gas circuit conduction, electric hook extension and closing of the medium and low voltage buses.
The invention has the following beneficial effects:
the coupler coupling operation is completely carried out according to the sequence of mechanical coupling, gas circuit conduction, electric hook extension, closing of medium and low voltage buses, and damage of an electric hook contact is prevented. The uncoupling operation of the coupler is carried out according to the sequence of cutting off the large current of the contact, withdrawing the electric coupler, disconnecting the gas circuit and mechanically uncoupling, so that the contact is prevented from being damaged by the large current arcing. When the vehicle runs and the problem of accidental unhooking or poor contact of an electric contact of the electric hook occurs, the medium-voltage bus and the low-voltage bus in the electric hook contact can be disconnected through the control circuit, so that the phenomenon of large-current arc discharge is avoided.
Drawings
Fig. 1 is a schematic diagram of a control circuit of an electric hook of a middle car of a subway vehicle.
Detailed Description
The following explains an embodiment of the present invention with reference to the drawings.
The subway vehicle coupler control method is realized by a subway vehicle intermediate car electric hook control circuit shown in figure 1, and the subway vehicle intermediate car electric hook control circuit comprises the following steps:
-a coupling status relay CTR arranged in series in a coupler coupling line having a first fully automatic coupler electrical contact C1 and a second fully automatic coupler electrical contact C2;
an uncoupling solenoid valve MUV power supply circuit, comprising a wake-up relay normally closed contact TWUR, an uncoupling button switch UNPB and a first normally closed contact CTR-1 of a coupling state relay, which are connected in series between a train power supply and the uncoupling solenoid valve MUV in sequence;
-an electrical hook control relay, MUNCR, power supply circuit comprising a first mechanical hook position switch, S1, a second mechanical hook position switch, S2, and an electrical hook control relay, first normally open contact, MUNCR-1, connected in series in that order between the train power supply and the electrical hook control relay, MUNCR, the high potential end of which is connected by a wire to the low potential end of the unhooking button switch, UNPB;
the air circuit and electric hook module control solenoid valve ECV power supply circuit has two power supply circuits connected in parallel and then connected to the low potential end of the second mechanical hook limit switch S2, the first power supply circuit includes an electric hook control relay normally closed contact MUNCR-2 and a hitching state relay normally closed contact CTR-2 connected in series; the second power supply electronic loop comprises a second normally open contact MUNCR-3 of the electric hook control relay;
and the bus control contactor MVK power supply loop comprises a normally open contact CTR-3 of a linked state relay connected between a train power supply and the bus control contactor MVK in series.
The high potential end of the electric hook control relay MUNCR is connected with the electric hook control relay MUNCR of the opposite side vehicle through a third full-automatic coupler contact C3; and a first diode D1 is connected in series between the second full-automatic coupler electrical contact C2 and the linkage state relay CTR. A second diode D2 is provided on a line from the low potential end of the unhooking button switch UNPB to the high potential end of the electric hook control relay MUNCR.
The first mechanical hook position switch S1 and the second mechanical hook position switch S2 are limit switches, or position sensors may be used.
The subway vehicle coupler control method mainly comprises a coupler coupling control method, a coupler uncoupling control method and an accidental uncoupling and contact failure control method
The coupler coupling control method comprises the following steps:
the intermediate car is provided with a metro vehicle of the full-automatic coupler, after the mechanical coupler is connected, the first mechanical coupler position switch S1 and the second mechanical coupler position switch S2 are closed, and as the electric coupler is not connected yet, 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 disconnected. The gas circuit and electric hook module controls the electromagnetic valve ECV to be electrified and pushes out the gas circuit connecting module and the electric hook connecting module so as to complete gas circuit connection and electric hook contact connection. After the electric hook 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 disconnected, the gas circuit and the electric hook module control the electromagnetic valve ECV to lose electricity, and the electromagnetic valve ECV is prevented from being continuously electrified. Meanwhile, the bus control contactor MVK is electrified to conduct the middle and low voltage bus. Therefore, the coupler coupling is completely carried out according to the sequence of mechanical coupling, gas path conduction, electric hook extension and closing of a medium-low voltage bus, and damage to contacts of the electric hook is effectively prevented.
The uncoupling control method of the car coupler comprises the following steps:
because the normally closed contact TWUR of the wake-up relay is connected in the unhooking loop in series, unhooking can not be realized by operating the unhooking button switch UNPB in a vehicle wake-up state, and the condition that load current exists in the middle electric contact in the unhooking process is avoided. Under the condition of vehicle dormancy, the medium-low voltage bus is powered off, the wake-up relay is powered off, and the wake-up relay normally-closed contact TWUR is closed. The power supply for the control circuit is controlled by permanent electricity, and because the electric hook contact is not separated at the moment, the connection state relay CTR is electrified, the normally closed contact CTR-1 of the connection state relay is disconnected, and the MUV unhooking solenoid valve is de-electrified; pressing unhooking button switch UNPB to make electric hook control relay MUNCR of M1 car and M2 car get electricity simultaneously, electric hook control relay second normally open contact MUNCR-3 is closed, the gas circuit and electric hook module control solenoid valve ECV of two cars get electricity, the electric hook and gas circuit interface of two cars retract simultaneously, first full-automatic coupler electric contact C1, second full-automatic coupler electric contact C2, third full-automatic coupler electric contact C3 break, even the power failure of hanging state relay CTR, even the first normally closed contact CTR-1 of hanging state relay is closed, mechanical unhooking solenoid valve MUV gets electricity, mechanical interlock padlock detains and breaks, first mechanical hook position switch S1, second mechanical hook position switch S2 breaks after mechanical hook separates completely, the whole control loop cuts off the power supply, accomplish the unhooking process. The uncoupling operation of the coupler is carried out according to the sequence of cutting off large current, withdrawing the electric coupler, disconnecting the air circuit and mechanically uncoupling, so that the uncoupling operation is completed.
The control method for accidental unhooking and poor contact of the contact comprises the following steps:
when the problem of accidental unhooking or poor contact of the electric hook electric contacts occurs in the running process of a vehicle, the first full-automatic coupler electric contact C1 and the second full-automatic coupler electric contact C2 are disconnected, the linkage state relay CTR is de-energized, the bus control contactor MVK is de-energized, the current of the medium-low voltage bus is cut off, the current of the medium-low voltage bus is prevented from being cut off through the medium-low voltage bus electric contacts, and large-current arc discharge is avoided.
In addition to the above embodiments, the present invention may have other embodiments. All technical solutions formed by adopting equivalent substitutions or equivalent transformations fall within the protection scope of the claims of the present invention.
Claims (7)
1. A subway vehicle coupler control method is characterized in that: realize through car electric hook control circuit in the middle of the railcar, car electric hook control circuit in the middle of the railcar has:
-a coupling status relay (CTR) arranged in series in a coupler coupling line having a first fully automatic coupler electrical contact (C1) and a second fully automatic coupler electrical contact (C2);
-an unhooking solenoid valve (MUV) power supply circuit comprising a wake-up relay normally closed contact (TWUR), an unhooking push-button switch (UNPB) and a linked status relay first normally closed contact (CTR-1) connected in series in sequence between the train power supply and the unhooking solenoid valve (MUV);
-an electrical hook control relay (MUNCR) power supply circuit comprising a mechanical hook position switch (S1, S2) and an electrical hook control relay first normally open contact (MUNCR-1) connected in series in sequence between the train power supply and the electrical hook control relay (MUNCR), the high potential end of the electrical hook control relay (MUNCR) being connected by a wire to the low potential end of the unhooking push button switch (UNPB);
-an air and electric hook module control solenoid (ECV) power supply circuit with two power supply circuits connected in parallel and then connected to the low potential end of the mechanical hook position switches (S1, S2), the first power supply circuit comprising an electric hook control relay normally closed contact (MUNCR-2) and a hitching state relay second normally closed contact (CTR-2) connected in series; the second power supply electronic loop comprises a second normally open contact (MUNCR-3) of the electric hook control relay;
-a bus control contactor (MVK) power supply circuit comprising a normally open contact (CTR-3) of a linked state relay connected in series between the train power supply and the bus control contactor (MVK);
the high potential end of the electric hook control relay (MUNCR) is connected with the electric hook control relay (MUNCR) of the opposite vehicle through a third full-automatic hook contact (C3);
the subway vehicle coupler control method comprises a coupler coupling control method, and specifically comprises the following steps:
after the metro vehicle completes the connection and the hanging of the mechanical coupler, the mechanical coupler position switches (S1 and S2) are closed, because the electric coupler is not yet connected, a first full-automatic coupler electric contact (C1), a second full-automatic coupler electric contact (C2) and a third full-automatic coupler electric contact (C3) are in a disconnected state, a connection state relay (CTR), a decoupling electromagnetic valve (MUV) and an electric coupler control relay (MUNCR) are not electrified, an air circuit and electric coupler module control electromagnetic valve (ECV) is electrified, an air circuit connection module and an electric coupler connection module are pushed out, and air circuit connection and electric coupler contact connection are carried out; after the electric hook contacts are connected, a first full-automatic coupler electric contact (C1), a second full-automatic coupler electric contact (C2) and a third full-automatic coupler contact (C3) are closed, a coupling state relay (CTR) is electrified, a second normally closed contact (CTR-2) of the coupling state relay is disconnected, and an air circuit and an electric hook module control electromagnetic valve (ECV) lose electricity; and meanwhile, a bus control contactor (MVK) is electrified to conduct the medium and low voltage buses, so that the coupler coupling is completely carried out according to the sequence of mechanical coupling, gas path conduction, electric hook extension and closing of the medium and low voltage buses.
2. The metro vehicle coupler control method according to claim 1, characterized in that: the method comprises a car coupler unhooking control method, and specifically comprises the following steps:
in a vehicle awakening state, the awakening relay is electrified, a normally closed contact (TWUR) of the awakening relay is disconnected, and the unhooking button switch (UNPB) is invalid; under the condition of vehicle dormancy, the medium-low voltage bus is powered off, the wake-up relay is powered off, and a normally closed contact (TWUR) of the wake-up relay is closed; the permanent electricity of the train provides a control power supply, and because the electric hook contact is not separated at the moment, the coupling state relay (CTR) is electrified, the normally closed contact (CTR-1) of the coupling state relay is disconnected, and the uncoupling electromagnetic valve (MUV) is de-electrified; pressing an unhooking button switch (UNPB) to enable electric hook control relays (MUNCR) of two vehicles to be powered simultaneously, closing second normally open contacts (MUNCR-3) of the electric hook control relays, enabling air circuits and electric hook module control electromagnetic valves (ECV) of the two vehicles to be powered, enabling electric hooks and air circuit interfaces of the two vehicles to be retracted simultaneously, enabling first full-automatic coupler electric contacts (C1), second full-automatic coupler electric contacts (C2) and third full-automatic coupler contacts (C3) to be disconnected, enabling a coupling state relay (CTR) to be powered off, enabling first normally closed contacts (CTR-1) of the coupling state relay to be closed, enabling mechanical unhooking electromagnetic valves (MUV) to be powered on, disconnecting mechanical coupling buckles, disconnecting mechanical hook position switches (S1 and S2) after mechanical hooks are completely separated, disconnecting a power supply of a whole control loop, and completing an unhooking process.
3. The metro vehicle coupler control method according to claim 1, characterized in that: the control method comprises the following steps of accidental unhooking and poor contact of a contact:
when the problem of accidental unhooking or poor contact of electric hook electric contacts occurs in the running process of a vehicle, 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 disconnected, the coupling state relay (CTR) loses power, the bus control contactor (MVK) loses power, and medium and low voltage bus currents are cut off.
4. The metro vehicle coupler control method according to claim 1, characterized in that: and a first diode (D1) is connected in series between the second full-automatic coupler electrical contact (C2) and the coupling state relay (CTR).
5. The metro vehicle coupler control method according to claim 1, characterized in that: and a second diode (D2) is arranged on a line from the low potential end of the unhooking button switch (UNPB) to the high potential end of the electric hook control relay (MUNCR).
6. The metro vehicle coupler control method according to claim 1, characterized in that: the mechanical hook position switches (S1, S2) have two and are connected in series.
7. The metro vehicle coupler control method according to claim 5, characterized in that: the mechanical hook position switch (S1, S2) is a limit switch or a position sensor.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202011200805.2A CN112277997B (en) | 2020-11-02 | 2020-11-02 | Subway vehicle coupler control method |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202011200805.2A CN112277997B (en) | 2020-11-02 | 2020-11-02 | Subway vehicle coupler control method |
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| CN112277997A CN112277997A (en) | 2021-01-29 |
| CN112277997B true CN112277997B (en) | 2022-03-04 |
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| CN202011200805.2A Active CN112277997B (en) | 2020-11-02 | 2020-11-02 | Subway vehicle coupler control method |
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| CN113985160B (en) * | 2021-09-28 | 2023-11-21 | 中车唐山机车车辆有限公司 | Automatic coupler detection circuit and device for rail train |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN2759879Y (en) * | 2003-12-22 | 2006-02-22 | 何兴伏 | Automatic uncoupling device of train |
| CN103318193A (en) * | 2013-06-29 | 2013-09-25 | 南车南京浦镇车辆有限公司 | Multi-train electrical reconnection control circuit for motor train unit and reconnection method |
| CN203391776U (en) * | 2013-06-29 | 2014-01-15 | 南车南京浦镇车辆有限公司 | Multi-train electrical reconnection control circuit of motor train unit |
| CN104097656A (en) * | 2014-07-10 | 2014-10-15 | 南车株洲电力机车有限公司 | Control circuit for automatic coupler |
| CN108032867A (en) * | 2017-12-01 | 2018-05-15 | 中车株洲电力机车有限公司 | A kind of reconnection control circuit of full-automatic hitch |
-
2020
- 2020-11-02 CN CN202011200805.2A patent/CN112277997B/en active Active
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN2759879Y (en) * | 2003-12-22 | 2006-02-22 | 何兴伏 | Automatic uncoupling device of train |
| CN103318193A (en) * | 2013-06-29 | 2013-09-25 | 南车南京浦镇车辆有限公司 | Multi-train electrical reconnection control circuit for motor train unit and reconnection method |
| CN203391776U (en) * | 2013-06-29 | 2014-01-15 | 南车南京浦镇车辆有限公司 | Multi-train electrical reconnection control circuit of motor train unit |
| CN104097656A (en) * | 2014-07-10 | 2014-10-15 | 南车株洲电力机车有限公司 | Control circuit for automatic coupler |
| CN108032867A (en) * | 2017-12-01 | 2018-05-15 | 中车株洲电力机车有限公司 | A kind of reconnection control circuit of full-automatic hitch |
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