WO2022088257A1 - 地铁车辆中间车电钩控制电路 - Google Patents

地铁车辆中间车电钩控制电路 Download PDF

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Publication number
WO2022088257A1
WO2022088257A1 PCT/CN2020/128068 CN2020128068W WO2022088257A1 WO 2022088257 A1 WO2022088257 A1 WO 2022088257A1 CN 2020128068 W CN2020128068 W CN 2020128068W WO 2022088257 A1 WO2022088257 A1 WO 2022088257A1
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WIPO (PCT)
Prior art keywords
electric
coupler
power supply
control
relay
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PCT/CN2020/128068
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English (en)
French (fr)
Inventor
时瑞
陈志�
杨凡
王兴文
梁炬星
王乐
Original Assignee
中车南京浦镇车辆有限公司
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Application filed by 中车南京浦镇车辆有限公司 filed Critical 中车南京浦镇车辆有限公司
Priority to US17/436,084 priority Critical patent/US20220348237A1/en
Publication of WO2022088257A1 publication Critical patent/WO2022088257A1/zh

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G7/00—Details or accessories
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G7/00—Details or accessories
    • B61G7/14—Safety devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G5/00—Couplings for special purposes not otherwise provided for
    • B61G5/06—Couplings for special purposes not otherwise provided for for, or combined with, couplings or connectors for fluid conduits or electric cables
    • B61G5/10—Couplings for special purposes not otherwise provided for for, or combined with, couplings or connectors for fluid conduits or electric cables for electric cables
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0018—Communication with or on the vehicle or train
    • B61L15/0036—Conductor-based, e.g. using CAN-Bus, train-line or optical fibres
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01H—ELECTRIC SWITCHES; RELAYS; SELECTORS; EMERGENCY PROTECTIVE DEVICES
    • H01H1/00—Contacts
    • H01H1/50—Means for increasing contact pressure, preventing vibration of contacts, holding contacts together after engagement, or biasing contacts to the open position
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01H—ELECTRIC SWITCHES; RELAYS; SELECTORS; EMERGENCY PROTECTIVE DEVICES
    • H01H9/00—Details of switching devices, not covered by groups H01H1/00 - H01H7/00
    • H01H9/30—Means for extinguishing or preventing arc between current-carrying parts
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01H—ELECTRIC SWITCHES; RELAYS; SELECTORS; EMERGENCY PROTECTIVE DEVICES
    • H01H9/00—Details of switching devices, not covered by groups H01H1/00 - H01H7/00
    • H01H9/54—Circuit arrangements not adapted to a particular application of the switching device and for which no provision exists elsewhere

Definitions

  • the invention relates to a rail vehicle coupler control circuit, and belongs to the technical field of automatic coupler electrical control.
  • the coupling and decoupling control of the coupler are provided by the coupler supplier, and the corresponding control loops are mostly mechanical and pneumatic control, and are not combined with the vehicle circuit to control the action of the electric coupler.
  • the contacts of the electric hook are only passing control signals and communication signals. The current through the contacts is small and the voltage level is not high. Even if the electric hook is accidentally decoupled or the contact is poor, there will be no large area and large current arc burning. Electric contacts, burn out the electric hook phenomenon.
  • the contact circuit of the automatic coupler of the conventional project is mostly used in the rescue connection. question.
  • the existing fully automatic couplers are mainly used at one end of the subway head car for rescue and connection scenarios of subway vehicles.
  • the disadvantages are: 1.
  • the pneumatic control scheme can realize the automatic coupling and uncoupling functions of the electric hook in the fully automatic coupler, but it cannot be combined with the vehicle control circuit to complete the vehicle bus load removal and other functions. Applies only to the fully automatic coupler of the head car.
  • Circuit control scheme The automatic coupling and uncoupling functions of the electric hook in the fully automatic coupler can be realized through the construction of the vehicle logic circuit, but it is currently only used in the fully automatic coupler of the head car, and only in the rescue scene of the vehicle. Down.
  • the purpose of the present invention is mainly to provide a subway system for the above-mentioned problems of automatic connection and uncoupling of electric hooks in the prior art and the problem of large current and high voltage arc discharge in the problems of accidental decoupling and poor contact of electric hook contacts.
  • the electric coupler control circuit in the middle of the vehicle.
  • the electric coupler control circuit for the middle car of the subway vehicle provided by the present invention includes the following parts.
  • connection state relay is arranged in series in the coupler connection line, and the coupler connection line has a first fully automatic coupler electrical contact and a second fully automatic coupler electrical contact.
  • the power supply circuit of the uncoupling solenoid valve including the normally closed contact of the wake-up relay, the uncoupling button switch and the first normally open contact of the connected state relay connected in series between the train power supply and the uncoupling solenoid valve.
  • the power supply circuit of the electric hook control relay including the mechanical hook position switch and the first normally open contact of the electric hook control relay connected in series between the train power supply and the electric hook control relay in sequence, and the high potential end of the electric hook control relay passes through the electric hook control relay.
  • the wire is connected to the low potential side of the unhooked pushbutton switch.
  • the air circuit and the electric hook module control the power supply circuit of the solenoid valve, which has two power supply circuits connected in parallel to the low potential end of the mechanical hook limit switch.
  • the first power supply circuit includes the normally closed contacts of the electric hook control relay connected in series and the normally closed contact of the connected state relay; the second electronic supply circuit includes the second normally open contact of the electric hook control relay.
  • the power supply circuit of the busbar control contactor includes the second normally open contact of the connected state relay connected in series between the train power supply and the busbar control contactor.
  • the present invention also claims to protect a subway vehicle, which is characterized by comprising the above-mentioned control circuit for the electric hook of the subway vehicle in the middle.
  • the coupling operation is carried out completely in the sequence of mechanical coupling - air path conduction - extension of the electric hook - closing of the medium and low voltage busbars, so as to prevent damage to the contacts of the electric hook.
  • the uncoupling operation of the coupler is carried out in the order of cutting off the high current of the contact - withdrawing the electric hook - disconnecting the gas circuit - mechanical uncoupling, so as to avoid the high current arcing damage the contacts.
  • the medium and low voltage busbars in the contacts of the electric hook can be disconnected through the control circuit to avoid the phenomenon of high current arcing.
  • the coupling operation is carried out completely in the sequence of mechanical coupling - air path conduction - extension of the electric hook - closing of the medium and low voltage busbars, so as to prevent damage to the contacts of the electric hook.
  • the uncoupling operation of the coupler is carried out in the order of cutting off the high current of the contact - withdrawing the electric hook - disconnecting the gas circuit - mechanical uncoupling, so as to avoid the high current arcing damage the contacts.
  • the medium and low voltage busbars in the contacts of the electric hook can be disconnected through the control circuit to avoid the phenomenon of high current arcing.
  • FIG. 1 is a schematic diagram of the control circuit of the electric coupler in the middle of the subway vehicle of the present invention.
  • control circuit of the electric coupler in the middle of the subway vehicle has:
  • connection state relay CTR is arranged in series in the coupler line, the coupler line has a first fully automatic coupler electrical contact C1 and a second fully automatic coupler electrical contact C2;
  • the power supply circuit of the electric hook control relay MUNCR including the first mechanical hook position switch S1, the second mechanical hook position switch S2 and the first normally open contact of the electric hook control relay, which are sequentially connected in series between the train power supply and the electric hook control relay MUNCR MUNCR-1, the high potential end of the electric hook control relay MUNCR is connected to the low potential end of the unhooking button switch UNPB through a wire;
  • the air circuit and the electric hook module control the solenoid valve ECV power supply circuit, which has two power supply circuits connected in parallel to the low potential end of the second mechanical hook limit switch S2, and the first power supply circuit includes the electric hook control relay connected in series.
  • the second power supply circuit includes the second normally open contact MUNCR-3 of the electric hook control relay;
  • the power supply circuit of the busbar control contactor MVK includes the normally open contact CTR-3 of the connected state relay connected in series between the train power supply and the busbar control contactor MVK.
  • the high potential end of the electric coupler control relay MUNCR is connected to the electric coupler control relay MUNCR of the opposite vehicle through the third automatic coupler contact C3; the second automatic coupler electric contact C2 and the connected state relay CTR are connected in series with a first Diode D1.
  • a second diode D2 is provided on the line from the low potential terminal of the unhooking button switch UNPB to the high potential terminal 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, and position sensors can also be selected.
  • the coupling control method is as follows:
  • the first mechanical coupler position switch S1 and the second mechanical coupler position switch S2 are closed. Since the electric coupler has not been connected, the first automatic coupler The electrical contact C1, the second automatic coupler electrical contact C2, and the third automatic coupler electrical contact C3 are disconnected.
  • the pneumatic circuit and electric hook module control the solenoid valve ECV to be energized, and push out the pneumatic circuit connection module and the electric hook connection module to complete the pneumatic circuit connection and the electric hook contact connection.
  • the connection state relay CTR is energized and connected.
  • the second normally closed contact CTR-2 of the hanging status relay is disconnected, and the air circuit and the electric hook module control the solenoid valve ECV to lose power, preventing the solenoid valve ECV from being energized continuously.
  • the busbar control contactor MVK is energized, and the medium and low voltage busbars are turned on. So far, the coupler connection has been carried out in the order of mechanical connection - air circuit conduction - extension of the electric hook - closing of the medium and low voltage busbars, which can effectively prevent the damage of the electric hook contacts.
  • the wake-up relay normally closed contact TWUR is connected in series in the uncoupling circuit, in the wake-up state of the vehicle, the uncoupling cannot be realized by operating the uncoupling button switch UNPB, so as to avoid the load current in the intermediate electrical contacts during the uncoupling process.
  • the medium and low voltage bus is powered off
  • the wake-up relay is powered off
  • 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 electricity.
  • the connected state relay CTR Since the electric hook contacts are not separated at this time, the connected state relay CTR has electricity, the normally closed contact CTR-1 of the connected state relay is disconnected, and the decoupling solenoid valve MUV Power loss; press the uncoupling button to switch UNPB, so that the electric hook control relay MUNCR of the M1 car and the M2 car is energized at the same time, the second normally open contact MUNCR-3 of the electric hook control relay is closed, and the gas circuit and the electric hook module of the two cars are closed.
  • the control solenoid valve ECV When the control solenoid valve ECV is energized, the electric coupler and the air interface of the two vehicles retract at the same time, the first automatic coupler electrical contact C1, the second automatic coupler electrical contact C2, and the third automatic coupler electrical contact C3 contact The point is disconnected, the connected state relay CTR is de-energized, the first normally closed contact CTR-1 of the connected state relay is closed, the mechanical unhooking solenoid valve MUV is energized, the mechanical interlocking padlock is disconnected, and the first The mechanical hook position switch S1 and the second mechanical hook position switch S2 are turned off, and the entire control loop cuts off the power supply to complete the unhooking process.
  • the uncoupling operation of the coupler is carried out in the sequence of cutting off the high current - withdrawing the electric hook - disconnecting the gas - mechanical uncoupling to complete the uncoupling operation.
  • the contactor MVK loses power, it cuts off the current of the medium and low voltage busbars, avoids cutting off the current of the medium and low voltage busbars through the electrical contacts of the medium and low voltage busbars, and avoids arcing due to large currents.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

一种地铁车辆中间车电钩控制电路，包含连挂状态继电器（CTR）、解钩电磁阀(MUV)供电电路、电钩控制继电器（MUNCR）供电电路、气路和电钩模块控制电磁阀（ECV）供电电路和母线控制接触器（MVK）供电回路。车钩连挂操作完全按机械连挂-气路导通-伸出电钩-闭合中压、低压母线的顺序进行，防止电钩触头损伤。车钩的解钩操作按照切除触点大电流-收回电钩-断开气路-机械解钩的顺序进行，避免大电流拉弧损伤触头。车辆运行中，如发生意外脱钩或电钩电触点接触不良问题时，可通过其中控制电路断开电钩触头中的中压、低压母线，避免出现大电流拉弧现象。

Description

地铁车辆中间车电钩控制电路 技术领域
本发明涉及轨道车辆车钩控制电路，属于全自动车钩电气控制技术领域。
 背景技术
当前地铁项目大部分是在头车采用全自动车钩+电钩的方式完成车辆的联挂救援，中间车采用跨接线+半永久（或半自动车钩）的方式完成车辆的联挂、组编。车钩的联挂、解钩控制都是由车钩供应商提供，相应的控制回路多是机械、气路控制，没有和车辆电路结合控制电钩的动作。同时电钩的触点中仅是通过的控制信号及通讯信号，其触点通过电流较小，电压等级不高，即使电钩意外脱钩或接触不良也不会出现大面积大电流拉弧灼烧电触点，烧毁电钩现象。常规项目的全自动车钩的触点回路多用于救援连挂中，使用时间较短，对电路的触点电气要求较低，没有考虑车钩触点接触不良或意外脱钩导致的触点拉弧、放电问题。
现有的全自动车钩主要用在地铁头车一位端，用于地铁车辆救援及连挂场景。主要有两种控制方式，一种是气路控制，另一种是电路控制。其缺点在于：1、气路控制方案  能够实现全自动车钩中电钩的自动联挂、解钩功能，但是不能够结合车辆控制电路完成车辆母线负载切除等功能。仅适用在头车全自动车钩中。2、电路控制方案  通过车辆逻辑电路的搭建可以实现全自动车钩中电钩的自动联挂、解钩功能，但是目前仅仅使用在头车的全自动车钩中，仅用在车辆的联挂救援场景下。在中间全自动车钩中没有使用，没有考虑大负载、高电压列车线的切除功能。在电钩意外脱钩或电钩触点在振动出现触点分离的情况下，会造成触点的拉弧放电，灼伤触头，严重可能造成电钩或车辆着火。
随着智能运维、无人驾驶技术的发展，以及地铁公司对维护成本及便利性要求越来越严苛。地铁车辆灵活编组、重联运行、编组单元灵活更换的功能需求也被提上日程。这就需要中间车的跨接线方案需要用电钩触点替代，列车的中压母线、低压母线通过电钩连接。这就需要全自动车钩中电钩控制回路具备全自动联挂控制及防止母线触点拉弧放电的功能。
 技术问题
本发明的目的主要是针对上述现有技术的电钩自动连挂、解钩电路控制问题及电钩触点在意外脱钩及接触不良问题中大电流、高电压拉弧放电问题，提供一种地铁车辆中间车电钩控制电路。
 技术解决方案
为了解决以上技术问题，本发明提供的地铁车辆中间车电钩控制电路，包含有以下几个部分。
1、连挂状态继电器，串联设置于车钩联挂线路中，所述车钩联挂线路具有第一全自动车钩电触点和第二全自动车钩电触点。
2、解钩电磁阀供电电路，包括依次串联于列车电源与解钩电磁阀之间的唤醒继电器常闭触点、解钩按钮开关和连挂状态继电器第一常开触点。
3、电钩控制继电器供电电路，包括依次串联于列车电源和电钩控制继电器之间的机械钩位置开关和电钩控制继电器第一常开触点，所述电钩控制继电器的高电势端通过导线连接解钩按钮开关的低电势端。
4、气路和电钩模块控制电磁阀供电电路，具有并联后连接于机械钩限位开关低电势端的两个供电子回路，第一供电子回路包括串联连接的电钩控制继电器常闭触点和连挂状态继电器常闭触点；第二供电子回路包括电钩控制继电器第二常开触点。
5、母线控制接触器供电回路，包括串联于列车电源与母线控制接触器之间的连挂状态继电器第二常开触点。
本发明还要求保护一种地铁车辆，其特征在于：包含上述的地铁车辆中间车电钩控制电路。
本发明有益效果如下：车钩连挂操作完全按机械连挂-气路导通-伸出电钩-闭合中、低压母线的顺序进行，防止电钩触头损伤。车钩的解钩操作按照切除触点大电流-收回电钩-断开气路-机械解钩的顺序进行，避免大电流拉弧损伤触头。车辆运行中，如发生意外脱钩或电钩电触点接触不良问题时，可通过其中控制电路断开电钩触头中的中压、低压母线，避免出现大电流拉弧现象。
 有益效果
本发明有益效果如下：车钩连挂操作完全按机械连挂-气路导通-伸出电钩-闭合中、低压母线的顺序进行，防止电钩触头损伤。车钩的解钩操作按照切除触点大电流-收回电钩-断开气路-机械解钩的顺序进行，避免大电流拉弧损伤触头。车辆运行中，如发生意外脱钩或电钩电触点接触不良问题时，可通过其中控制电路断开电钩触头中的中压、低压母线，避免出现大电流拉弧现象。
 附图说明
图1为本发明的地铁车辆中间车电钩控制电路原理图。
 本发明的实施方式
下面结合附图对本发明的实施方式做解释说明。
如图1所示，本发明实施例地铁车辆中间车电钩控制电路，具有：
-连挂状态继电器CTR，串联设置于车钩联挂线路中，所述车钩联挂线路具有第一全自动车钩电触点C1和第二全自动车钩电触点C2；
-解钩电磁阀MUV供电电路，包括依次串联于列车电源与解钩电磁阀MUV之间的唤醒继电器常闭触点TWUR、解钩按钮开关UNPB和连挂状态继电器第一常闭触点CTR-1；
-电钩控制继电器MUNCR供电电路，包括依次串联于列车电源和电钩控制继电器MUNCR之间的第一机械钩位置开关S1、第二机械钩位置开关S2和电钩控制继电器第一常开触点MUNCR-1，所述电钩控制继电器MUNCR的高电势端通过导线连接解钩按钮开关UNPB的低电势端；
-气路和电钩模块控制电磁阀ECV供电电路，具有并联后连接于第二机械钩限位开关S2低电势端的两个供电子回路，第一供电子回路包括串联连接的电钩控制继电器常闭触点MUNCR-2和连挂状态继电器第二常闭触点CTR-2；第二供电子回路包括电钩控制继电器第二常开触点MUNCR-3；
-母线控制接触器MVK供电回路，包括串联于列车电源与母线控制接触器MVK之间的连挂状态继电器常开触点CTR-3。
电钩控制继电器MUNCR的高电势端经第三全自动车钩触点C3连接对侧车辆的电钩控制继电器MUNCR；第二全自动车钩电触点C2与连挂状态继电器CTR之间串联有第一二极管D1。解钩按钮开关UNPB的低电势端至电钩控制继电器MUNCR的高电势端的线路上设置有第二二极管D2。
其中，第一机械钩位置开关S1、第二机械钩位置开关S2为限位开关，也可以选用位置传感器。
车钩连挂控制方法如下：
中间车安装有全自动车钩的地铁车辆，在完成机械车钩连挂后，第一机械钩位置开关S1、第二机械钩位置开关S2闭合，由于电钩还没有完成联挂，第一全自动车钩电触点C1、第二全自动车钩电触点C2、第三全自动车钩电触点C3触点断开。气路和电钩模块控制电磁阀ECV得电，推出气路连接模块及电钩连接模块，以完成气路连接及电钩触点连接。电钩触点连接完毕后，第一全自动车钩电触点C1、第二全自动车钩电触点C2、第三全自动车钩电触点C3触点闭合，连挂状态继电器CTR得电，连挂状态继电器第二常闭触点CTR-2断开，气路和电钩模块控制电磁阀ECV失电，防止电磁阀ECV持续得电。同时母线控制接触器MVK得电，导通中低压母线。至此，车钩连挂完全按照机械连挂-气路导通-伸出电钩-闭合中低压母线的顺序进行，有效防止电钩触点损伤。
车钩解钩控制方法如下：
由于解钩回路中串入唤醒继电器常闭触点TWUR，在车辆唤醒状态下，无法通过操作解钩按钮开关UNPB实现解钩，避免了解钩过程中中间电触点存在负载电流。在车辆休眠情况下，中低压母线断电，唤醒继电器失电，唤醒继电器常闭触点TWUR闭合。通过永久电提供本发明控制电路的供控制电源，由于此时电钩触点没有分离，连挂状态继电器CTR有电，连挂状态继电器常闭触点CTR-1断开，解钩电磁阀MUV失电；按压解钩按钮开关UNPB，使得M1车和M2车的电钩控制继电器MUNCR同时得电，电钩控制继电器第二常开触点MUNCR-3闭合，两车的气路和电钩模块控制电磁阀ECV得电，两车的电钩、气路接口同时缩回，第一全自动车钩电触点C1、第二全自动车钩电触点C2、第三全自动车钩电触点C3触点断开，连挂状态继电器CTR断电，连挂状态继电器第一常闭触点CTR-1闭合，机械解钩电磁阀MUV得电，机械联挂锁扣断开，机械钩完全分开后第一机械钩位置开关S1、第二机械钩位置开关S2断开，整个控制回路切断电源，完成解钩过程。车钩的解钩操作按照切除大电流-收回电钩-断开气-机械解钩的顺序进行，完成解钩操作。
意外脱钩、触点接触不良控制方法如下：
车辆运行中，发生意外脱钩或电钩电触点接触不良问题时，第一全自动车钩电触点C1、第二全自动车钩电触点C2断开，连挂状态继电器CTR失电，母线控制接触器MVK失电，切除中低压母线电流，避免通过中低压母线电触点切除中低压母线电流，避免大电流拉弧。
除上述实施例外，本发明还可以有其他实施方式。凡采用等同替换或等效变换形成的技术方案，均落在本发明要求的保护范围。

Claims (7)

  1. 一种地铁车辆中间车电钩控制电路，具有：
    -连挂状态继电器（CTR），串联设置于车钩联挂线路中，所述车钩联挂线路具有第一全自动车钩电触点（C1）和第二全自动车钩电触点（C2）；
    -解钩电磁阀（MUV）供电电路，包括依次串联于列车电源与解钩电磁阀（MUV）之间的唤醒继电器常闭触点（TWUR）、解钩按钮开关（UNPB）和连挂状态继电器第一常闭触点（CTR-1）；
    -电钩控制继电器（MUNCR）供电电路，包括依次串联于列车电源和电钩控制继电器（MUNCR）之间的机械钩位置开关（S1、S2）和电钩控制继电器第一常开触点（MUNCR-1），所述电钩控制继电器（MUNCR）的高电势端通过导线连接解钩按钮开关（UNPB）的低电势端；
    -气路和电钩模块控制电磁阀（ECV）供电电路，具有并联后连接于机械钩限位开关（S1、S2）低电势端的两个供电子回路，第一供电子回路包括串联连接的电钩控制继电器常闭触点（MUNCR-2）和连挂状态继电器第二常闭触点（CTR-2）；第二供电子回路包括电钩控制继电器第二常开触点（MUNCR-3）；
    -母线控制接触器（MVK）供电回路，包括串联于列车电源与母线控制接触器（MVK）之间的连挂状态继电器常开触点（CTR-3）。
  2. 根据权利要求1所述的地铁车辆中间车电钩控制电路，其特征在于：所述电钩控制继电器（MUNCR）的高电势端经第三全自动车钩触点（C3）连接对侧车辆的电钩控制继电器（MUNCR）。
  3. 根据权利要求1所述的地铁车辆中间车电钩控制电路，其特征在于：第二全自动车钩电触点（C2）与连挂状态继电器（CTR）之间串联有第一二极管（D1）。
  4. 根据权利要求1所述的地铁车辆中间车电钩控制电路，其特征在于：所述解钩按钮开关（UNPB）的低电势端至电钩控制继电器（MUNCR）的高电势端的线路上设置有第二二极管（D2）。
  5. 根据权利要求1所述的地铁车辆中间车电钩控制电路，其特征在于：所述机械钩位置开关（S1、S2）具有两个且串联连接。
  6. 根据权利要求5所述的地铁车辆中间车电钩控制电路，其特征在于：所述机械钩位置开关（S1、S2）为限位开关或位置传感器。
  7. 一种列车，其特征在于：包含权利要求1-6任一项所述的地铁车辆中间车电钩控制电路。
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