WO2022088258A1 - Train link rescue control circuit - Google Patents

Train link rescue control circuit Download PDF

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Publication number
WO2022088258A1
WO2022088258A1 PCT/CN2020/128069 CN2020128069W WO2022088258A1 WO 2022088258 A1 WO2022088258 A1 WO 2022088258A1 CN 2020128069 W CN2020128069 W CN 2020128069W WO 2022088258 A1 WO2022088258 A1 WO 2022088258A1
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WIPO (PCT)
Prior art keywords
train
connection
relay
ctr1
rescue
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PCT/CN2020/128069
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French (fr)
Chinese (zh)
Inventor
吴豪
鲍伟兵
王乐
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中车南京浦镇车辆有限公司
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Publication of WO2022088258A1 publication Critical patent/WO2022088258A1/en

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Classifications

    • 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
    • B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
    • B61H13/00—Actuating rail vehicle brakes
    • 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

Definitions

  • the invention relates to a safe and fast train connection and rescue control circuit, which belongs to the design field of subway vehicle connection and rescue control systems.
  • the existing subway vehicle couplers are mainly divided into fully automatic couplers and semi-automatic couplers: when the fully automatic couplers are connected to the rescue, they need to be connected with electric hooks to ensure the electrical connection and communication between the rescue vehicle and the rescued vehicle.
  • the rescue operation can be performed after success; the semi-automatic coupler needs to be manually connected to the electrical connection line when it is connected to the rescue.
  • the brake isolation operation of each vehicle needs to be manually performed during the connected rescue.
  • the purpose of the present invention is mainly to provide a train connection rescue control circuit aiming at the above-mentioned problems of the prior art.
  • the trains provided by the present invention are connected to the rescue control circuit, which is characterized by the connection between the connection between the head and negative electrode of the train power supply in the header of the header.
  • the state travel switch and the connected state relay the high potential end of the connected state travel switch of the two ends of the car is connected through the first train line, and the low potential end of the connected state travel switch of the two ends of the car is connected through the second train line
  • the train connection rescue control circuit also includes the cab occupancy relay normally open contact and the connection status relay normally closed contact and buzzer arranged between the first train line connected in series with the head car and the negative pole of the train power supply.
  • the train connection rescue control circuit also includes a common brake isolation circuit breaker placed in series between the positive and negative poles of the train power supply, a train connection switch, a connection state relay normally closed contact, a common system
  • the dynamic isolation button and the common brake isolation relay the high potential end of the common brake isolation relay of the two ends of the car is connected through the third train line, and the low potential end of the train link switch of the two ends of the car is connected through the fourth train line
  • the intermediate car has a common brake isolation relay connected between the third train line and the negative pole of the train power supply
  • each car is provided with a common brake isolation relay connected in series between the fourth train line and the negative pole of the train power supply. Open contact and brake isolation solenoid.
  • the present invention also claims to protect a subway train, which is characterized in that it includes the above-mentioned train connection and rescue control circuit.
  • the control circuit designed by the present invention is fast and safe, and the one-key braking isolation can be realized only when the train is in the state of successful connection.
  • the status prompts, and the rapid rescue of the train is realized under the condition of ensuring safety and reliability.
  • FIG. 1 is a schematic diagram of a train connection rescue control circuit of the present invention.
  • FIG. 2 is a schematic diagram of a common braking isolation circuit for trains of the present invention.
  • the train connection rescue control circuit includes the connection circuit breaker CTCB, the connection switch CTS, the connection state travel switch ACS, and the connection circuit breaker CTCB, which are arranged in series between the positive and negative poles of the train power supply.
  • the hook state relay CTR1 and the hook state travel switch ACS are the travel switches placed in the coupler part, and judge the continuous hook state of the train through the action stroke of the hook tongue.
  • the high-potential ends of the travel switches ACS in the connected state of the leading cars at both ends are connected through the first train line L1
  • the low-potential ends of the travel switches ACS in the connected state of the cars at both ends are connected through the second train line L2, and the trains are connected to the rescue.
  • the control circuit also includes the cab occupancy relay normally open contact COR, the connected state relay normally closed contact CTR1-1 and the buzzer BUZZER, which are arranged between the first train line L1 connected in series with the head car and the negative pole of the train power supply. .
  • the train connection rescue control circuit also includes a common brake isolation circuit breaker SBIFCB placed in series between the positive and negative poles of the train power supply, the train connection switch CTS, and the connection state relay normally closed contact Point CTR1-2, common brake isolation button SBIB and common brake isolation relay SBIR, the high potential end of the common brake isolation relay SBIR of the two ends of the car is connected through the third train line (L3), the trains of the two ends of the car are connected The low-potential end of the link switch CTS is connected through the fourth train line L4, the intermediate car has a common brake isolation relay SBIR connected between the third train line L3 and the negative pole of the train power supply, and each car is provided with a series connection to the fourth train line L3.
  • the common brake isolation relay normally open contacts SBIR-1 and SBIR-2 and the brake isolation solenoid valve IMV-1 and IMV-2 between the train line L4 and the negative pole of the train power supply.
  • the connected travel switch ACS When the rescue vehicle is decoupled from the rescued vehicle, the connected travel switch ACS is disconnected, the connected relay CTR1 is de-energized, and the normally closed contact CTR1-1 of the connected relay is closed.
  • the train cab occupancy relay When the train cab occupancy relay is powered on, the cab is occupied. The normally open contact COR of the relay is closed, and the buzzer BUZZER in the driver's cab gets an alarm, reminding the driver that the train is in a decoupling state.
  • the driver operates the common brake isolating circuit breaker SBIFCB and the train connection switch CTS in the head car (Tc1) to close.
  • the train driver's cab occupancy relay is in the energized state and the connection relay CTR1 is energized, the connection relay normally open contact CTR1- 2 is closed, operate the common brake isolation button SBIB, the common brake isolation relay SBIR is energized, the brake isolation relay normally open contact SBIR-1 is closed, so that the brake isolation solenoid valve IMV is energized and the brake isolation operation is performed ;
  • the connecting trip switch ACS When the train fails to connect or accidentally disconnects during operation, the connecting trip switch ACS is disconnected, the connecting relay CTR1 is de-energized, the normally closed contact CTR1-1 of the connecting relay is closed, and the buzzer BUZZER Electric alarm, the normally open contact CTR1-2 of the connected relay is disconnected, the third train line L3 is de-energized, the common brake isolation relay SBIR of all vehicles is de-energized, and the normally open contacts SBIR-1, SBIR of the common brake isolation relay -2 is disconnected, the brake isolation solenoid valves IMV-1 and IMV-2 of all carriages lose power, and emergency braking is applied by the rescue train.
  • the purpose of the train connection state judgment circuit is to judge the connection state of the train, and to ensure the safety in the process of train connection connection and rescue.
  • the driver operates the train call rescue button, and controls the connection rescue switch, and automatically judges the connection state of the train through the travel switch on the coupler.
  • the train connection relay is powered on;
  • the driver will be reminded through the buzzer in the circuit to ensure the safety of the entire rescue process.
  • the second part of the circuit is the common brake isolation circuit of the train.
  • the driver controls the common brake isolation button, the common brake isolation relay is energized, and the brake solenoid valve is energized. Realize one-key isolation of common brakes of trains.

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

Abstract

A train link rescue control circuit and a control method thereof. When a train is in a rescue pending state, a driver operates a link switch (CTS), and the link state of the train is automatically determined by a link state travel switch (ACS) on a coupling. When the train is successfully linked, a link relay (CTR1) of the train is powered on for isolating common brakes of the train, and when the train fails to be linked in the rescue process, the driver is prompted by a buzzer in a circuit, which ensures the security of the whole rescue process.

Description

一种列车连挂救援控制电路A train connecting rescue control circuit 技术领域technical field
本发明涉及一种安全快捷的列车连挂救援控制电路，属于地铁车辆连挂救援控制系统设计领域。The invention relates to a safe and fast train connection and rescue control circuit, which belongs to the design field of subway vehicle connection and rescue control systems.
背景技术Background technique
现有的地铁车辆车钩部分主要分为全自动车钩与半自动车钩：全自动车钩在连挂救援时需要连挂电钩以保证救援车与被救援车之间的电气连接与通讯，当列车电气连接成功后可执行救援操作；半自动车钩在连挂救援时需要手动进行电气连接线连接，同时对于部分车辆，在连挂救援时需要手动对每一辆车进行制动隔离操作。The existing subway vehicle couplers are mainly divided into fully automatic couplers and semi-automatic couplers: when the fully automatic couplers are connected to the rescue, they need to be connected with electric hooks to ensure the electrical connection and communication between the rescue vehicle and the rescued vehicle. The rescue operation can be performed after success; the semi-automatic coupler needs to be manually connected to the electrical connection line when it is connected to the rescue. At the same time, for some vehicles, the brake isolation operation of each vehicle needs to be manually performed during the connected rescue.
当在救援工况下，部分车辆由于没有配备全自动车钩，需要手动连接跨接线；在配备全自动车钩的车辆连挂时，同样会存在使用电钩造成救援时间延长，信号系统判断可能存在故障等问题；对于一部分车辆，救援时需要在车下对于每一个车手动操作制动隔离。这些操作在实际救援过程中会耽误大量救援时间同时存在操作麻烦等缺点。Under rescue conditions, some vehicles need to manually connect jumpers because they are not equipped with automatic couplers; when vehicles equipped with automatic couplers are connected, the use of electric couplers will also prolong the rescue time, and the signal system may judge that there is a fault and other problems; for some vehicles, it is necessary to manually operate the brake isolation for each vehicle under the vehicle during rescue. In the actual rescue process, these operations will delay a lot of rescue time and have disadvantages such as troublesome operation.
技术问题technical problem
本发明的目的主要是针对上述现有技术的问题，提供一种列车连挂救援控制电路。The purpose of the present invention is mainly to provide a train connection rescue control circuit aiming at the above-mentioned problems of the prior art.
技术解决方案technical solutions
为了解决以上技术问题，本发明提供的列车连挂救援控制电路，其特征在于：包括设置于头车的依次串联于列车电源正负极之间的连挂断路器、连挂开关、连挂状态行程开关和连挂状态继电器，两端头车的连挂状态行程开关的高电势端通过第一列车线连接，两端头车的连挂状态行程开关的低电势端通过第二列车线连接，列车连挂救援控制电路还包括设置于头车的串联于的第一列车线和列车电源负极之间的司机室占用继电器常开触点和连挂状态继电器常闭触点和蜂鸣器。In order to solve the above technical problems, the trains provided by the present invention are connected to the rescue control circuit, which is characterized by the connection between the connection between the head and negative electrode of the train power supply in the header of the header The state travel switch and the connected state relay, the high potential end of the connected state travel switch of the two ends of the car is connected through the first train line, and the low potential end of the connected state travel switch of the two ends of the car is connected through the second train line , The train connection rescue control circuit also includes the cab occupancy relay normally open contact and the connection status relay normally closed contact and buzzer arranged between the first train line connected in series with the head car and the negative pole of the train power supply.
进一步的，本列车连挂救援控制电路还包括置于头车依次串联于列车电源正负极之间的常用制动隔离断路器、列车连挂开关、连挂状态继电器常闭触点、常用制动隔离按钮和常用制动隔离继电器，两端头车的常用制动隔离继电器的高电势端通过第三列车线连接，两端头车的列车连挂开关的低电势端通过第四列车线连接，中间车具有连接于第三列车线和列车电源负极之间的常用制动隔离继电器，每节车设置有串联连接于第四列车线和列车电源负极之间的本车常用制动隔离继电器常开触点和制动隔离电磁阀。Further, the train connection rescue control circuit also includes a common brake isolation circuit breaker placed in series between the positive and negative poles of the train power supply, a train connection switch, a connection state relay normally closed contact, a common system The dynamic isolation button and the common brake isolation relay, the high potential end of the common brake isolation relay of the two ends of the car is connected through the third train line, and the low potential end of the train link switch of the two ends of the car is connected through the fourth train line , the intermediate car has a common brake isolation relay connected between the third train line and the negative pole of the train power supply, and each car is provided with a common brake isolation relay connected in series between the fourth train line and the negative pole of the train power supply. Open contact and brake isolation solenoid.
此外，本发明还要求保护一种地铁列车，其特征在于：包含上述的列车连挂救援控制电路。In addition, the present invention also claims to protect a subway train, which is characterized in that it includes the above-mentioned train connection and rescue control circuit.
有益效果beneficial effect
本发明有益效果如下：本发明设计的控制电路快捷且安全，仅需要列车处于连挂成功的状态便可实现一键制动隔离，同时通过状态判断电路的设计，通过蜂鸣器对于连挂失效状态进行提示，在保障安全可靠的情况下实现列车的快速救援。The beneficial effects of the present invention are as follows: the control circuit designed by the present invention is fast and safe, and the one-key braking isolation can be realized only when the train is in the state of successful connection. The status prompts, and the rapid rescue of the train is realized under the condition of ensuring safety and reliability.
附图说明Description of drawings
图1为本发明的列车连挂救援控制电路原理图。FIG. 1 is a schematic diagram of a train connection rescue control circuit of the present invention.
图2为本发明的列车常用制动隔离电路原理图。FIG. 2 is a schematic diagram of a common braking isolation circuit for trains of the present invention.
本发明的实施方式Embodiments of the present invention
下面结合附图对本发明的实施方式做解释说明。Embodiments of the present invention will be explained below with reference to the accompanying drawings.
如图1所示，列车连挂救援控制电路，包括设置于头车的依次串联于列车电源正负极之间的连挂断路器CTCB、连挂开关CTS、连挂状态行程开关ACS和连挂状态继电器CTR1，连挂状态行程开关ACS，为置于车钩部分的行程开关，通过钩舌的动作行程来判断列车的连挂状态。两端头车的连挂状态行程开关ACS的高电势端通过第一列车线L1连接，两端头车的连挂状态行程开关ACS的低电势端通过第二列车线L2连接，列车连挂救援控制电路还包括设置于头车的串联于的第一列车线L1和列车电源负极之间的司机室占用继电器常开触点COR和连挂状态继电器常闭触点CTR1-1和蜂鸣器BUZZER。如图2所示，列车连挂救援控制电路还包括置于头车依次串联于列车电源正负极之间的常用制动隔离断路器SBIFCB、列车连挂开关CTS、连挂状态继电器常闭触点CTR1-2、常用制动隔离按钮SBIB和常用制动隔离继电器SBIR，两端头车的常用制动隔离继电器SBIR的高电势端通过第三列车线（L3）连接，两端头车的列车连挂开关CTS的低电势端通过第四列车线L4连接，中间车具有连接于第三列车线L3和列车电源负极之间的常用制动隔离继电器SBIR，每节车设置有串联连接于第四列车线L4和列车电源负极之间的本车常用制动隔离继电器常开触点SBIR-1、SBIR-2和制动隔离电磁阀IMV-1、IMV-2。As shown in Figure 1, the train connection rescue control circuit includes the connection circuit breaker CTCB, the connection switch CTS, the connection state travel switch ACS, and the connection circuit breaker CTCB, which are arranged in series between the positive and negative poles of the train power supply. The hook state relay CTR1 and the hook state travel switch ACS are the travel switches placed in the coupler part, and judge the continuous hook state of the train through the action stroke of the hook tongue. The high-potential ends of the travel switches ACS in the connected state of the leading cars at both ends are connected through the first train line L1, and the low-potential ends of the travel switches ACS in the connected state of the cars at both ends are connected through the second train line L2, and the trains are connected to the rescue. The control circuit also includes the cab occupancy relay normally open contact COR, the connected state relay normally closed contact CTR1-1 and the buzzer BUZZER, which are arranged between the first train line L1 connected in series with the head car and the negative pole of the train power supply. . As shown in Figure 2, the train connection rescue control circuit also includes a common brake isolation circuit breaker SBIFCB placed in series between the positive and negative poles of the train power supply, the train connection switch CTS, and the connection state relay normally closed contact Point CTR1-2, common brake isolation button SBIB and common brake isolation relay SBIR, the high potential end of the common brake isolation relay SBIR of the two ends of the car is connected through the third train line (L3), the trains of the two ends of the car are connected The low-potential end of the link switch CTS is connected through the fourth train line L4, the intermediate car has a common brake isolation relay SBIR connected between the third train line L3 and the negative pole of the train power supply, and each car is provided with a series connection to the fourth train line L3. The common brake isolation relay normally open contacts SBIR-1 and SBIR-2 and the brake isolation solenoid valve IMV-1 and IMV-2 between the train line L4 and the negative pole of the train power supply.
基于本实施例列车连挂救援控制电路的列车连挂控制方法如下：The train connection control method based on the train connection rescue control circuit of the present embodiment is as follows:
在列车处于待救援状态时，司机在头车（Tc1）闭合连挂断路器CTCB并且操作连挂开关CTS闭合，当列车连挂成功，连挂行程开关ACS闭合，连挂继电器CTR1得电, 连挂继电器常闭触点CTR1-1断开，脱钩状态不工作；When the train is in the state of waiting for rescue, the driver closes the connecting circuit breaker CTCB in the lead car (Tc1) and operates the connecting switch CTS to close. When the train is connected successfully, the connecting travel switch ACS is closed, and the connecting relay CTR1 is energized. The normally closed contact CTR1-1 of the connected relay is disconnected, and the decoupling state does not work;
当救援车与被救援车脱钩时，连挂行程开关ACS断开，连挂继电器CTR1失电，连挂继电器常闭触点CTR1-1闭合，当列车司机室占用继电器得电时，司机室占用继电器常开触点COR闭合，处于司机室的蜂鸣器BUZZER得电报警，提醒司机列车处于脱钩状态。When the rescue vehicle is decoupled from the rescued vehicle, the connected travel switch ACS is disconnected, the connected relay CTR1 is de-energized, and the normally closed contact CTR1-1 of the connected relay is closed. When the train cab occupancy relay is powered on, the cab is occupied. The normally open contact COR of the relay is closed, and the buzzer BUZZER in the driver's cab gets an alarm, reminding the driver that the train is in a decoupling state.
基于本实施例列车连挂救援控制电路的常用制动隔离控制方法如下：The common braking isolation control method based on the train connection and rescue control circuit of this embodiment is as follows:
司机在头车（Tc1）操作常用制动隔离断路器SBIFCB和列车连挂开关CTS闭合，当列车司机室占用继电器处于得电状态并且连挂继电器CTR1有电，连挂继电器常开触点CTR1-2闭合，操作常用制动隔离按钮SBIB，使常用制动隔离继电器SBIR得电，制动隔离继电器常开触点SBIR-1闭合，从而使制动隔离电磁阀IMV得电并进行制动隔离操作；The driver operates the common brake isolating circuit breaker SBIFCB and the train connection switch CTS in the head car (Tc1) to close. When the train driver's cab occupancy relay is in the energized state and the connection relay CTR1 is energized, the connection relay normally open contact CTR1- 2 is closed, operate the common brake isolation button SBIB, the common brake isolation relay SBIR is energized, the brake isolation relay normally open contact SBIR-1 is closed, so that the brake isolation solenoid valve IMV is energized and the brake isolation operation is performed ;
当列车连挂失败或者在运行过程中发生意外脱钩状况时，连挂行程开关ACS断开，连挂继电器CTR1失电，连挂继电器常闭触点CTR1-1闭合，此时蜂鸣器BUZZER得电报警，连挂继电器常开触点CTR1-2断开，第三列车线L3失电，所有车辆的常用制动隔离继电器SBIR失电，常用制动隔离继电器常开触点SBIR-1、SBIR-2断开，所有车厢的制动隔离电磁阀IMV-1、IMV-2失电，被救援列车施加紧急制动。When the train fails to connect or accidentally disconnects during operation, the connecting trip switch ACS is disconnected, the connecting relay CTR1 is de-energized, the normally closed contact CTR1-1 of the connecting relay is closed, and the buzzer BUZZER Electric alarm, the normally open contact CTR1-2 of the connected relay is disconnected, the third train line L3 is de-energized, the common brake isolation relay SBIR of all vehicles is de-energized, and the normally open contacts SBIR-1, SBIR of the common brake isolation relay -2 is disconnected, the brake isolation solenoid valves IMV-1 and IMV-2 of all carriages lose power, and emergency braking is applied by the rescue train.
综上，在本发明中，列车连挂状态判断电路的目的为判断列车的连挂状态，为确保列车连挂救援过程中的安全性。当列车处于待救援状态时，司机操作列车呼叫救援按钮，并操控连挂救援开关，通过车钩上的行程开关自动判断列车的连挂状态，当列车连挂成功后，列车连挂继电器得电；当在救援过程中列车连挂失败时，会通过电路中的蜂鸣器对司机进行提醒，保证整个救援过程的安全性。第二部分电路为列车常用制动隔离电路，当列车在救援状态下并且保证连挂成功的状态下，司机操控常用制动隔离按钮，常用制动隔离继电器得电，制动电磁阀得电，实现一键对于列车的常用制动的隔离。To sum up, in the present invention, the purpose of the train connection state judgment circuit is to judge the connection state of the train, and to ensure the safety in the process of train connection connection and rescue. When the train is in the state of waiting for rescue, the driver operates the train call rescue button, and controls the connection rescue switch, and automatically judges the connection state of the train through the travel switch on the coupler. When the train is connected successfully, the train connection relay is powered on; When the train fails to connect during the rescue process, the driver will be reminded through the buzzer in the circuit to ensure the safety of the entire rescue process. The second part of the circuit is the common brake isolation circuit of the train. When the train is in the rescue state and the connection is guaranteed to be successful, the driver controls the common brake isolation button, the common brake isolation relay is energized, and the brake solenoid valve is energized. Realize one-key isolation of common brakes of trains.
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。In addition to the above-described embodiments, the present invention may also have other embodiments. All technical solutions formed by equivalent replacement or equivalent transformation fall within the protection scope of the present invention.

Claims (6)

  1. 一种列车连挂救援控制电路，其特征在于：包括设置于头车的依次串联于列车电源正负极之间的连挂断路器（CTCB）、连挂开关（CTS）、连挂状态行程开关（ACS）和连挂状态继电器（CTR1），两端头车的连挂状态行程开关（ACS）的高电势端通过第一列车线（L1）连接，两端头车的连挂状态行程开关（ACS）的低电势端通过第二列车线（L2）连接，列车连挂救援控制电路还包括设置于头车的串联于的第一列车线（L1）和列车电源负极之间的司机室占用继电器常开触点（COR）和连挂状态继电器常闭触点（CTR1-1）和蜂鸣器（BUZZER）。A train connection rescue control circuit, which is characterized in that it includes a connection circuit breaker (CTCB), a connection switch (CTS), a connection state itinerary and a chain connection circuit breaker (CTCB), a connection connection switch (CTS), and a connection connection circuit breaker (CTCB), which are arranged in the lead car and are sequentially connected in series between the positive and negative poles of the train power supply. The switch (ACS) and the connected state relay (CTR1), the high potential end of the connected state travel switch (ACS) of the two ends of the car is connected through the first train line (L1), and the connected state travel switch of the two ends of the car is connected. The low-potential end of (ACS) is connected through the second train line (L2), and the train-connected rescue control circuit also includes the driver's cab occupied between the first train line (L1) connected in series with the head car and the negative pole of the train power supply. Relay normally open contact (COR) and connected state relay normally closed contact (CTR1-1) and buzzer (BUZZER).
  2. 根据权利要求1所述的列车连挂救援控制电路，其特征在于：还包括置于头车依次串联于列车电源正负极之间的常用制动隔离断路器（SBIFCB）、列车连挂开关（CTS）、连挂状态继电器常闭触点（CTR1-2）、常用制动隔离按钮（SBIB）和常用制动隔离继电器（SBIR），两端头车的常用制动隔离继电器（SBIR）的高电势端通过第三列车线（L3）连接，两端头车的列车连挂开关（CTS）的低电势端通过第四列车线（L4）连接，中间车具有连接于第三列车线（L3）和列车电源负极之间的常用制动隔离继电器（SBIR），每节车设置有串联连接于第四列车线（L4）和列车电源负极之间的本车常用制动隔离继电器常开触点（SBIR-1、SBIR-2）和制动隔离电磁阀（IMV-1、IMV-2）。The train connection rescue control circuit according to claim 1, characterized in that it further comprises a common brake isolation circuit breaker (SBIFCB), a train connection switch ( CTS), connected state relay normally closed contact (CTR1-2), common brake isolation button (SBIB) and common brake isolation relay (SBIR), the high The potential terminal is connected through the third train line (L3), the low potential terminal of the train link switch (CTS) of the two end cars is connected through the fourth train line (L4), and the middle car has a connection to the third train line (L3) The common brake isolation relay (SBIR) between the train and the negative pole of the train power supply, each car is provided with a normally open contact ( SBIR-1, SBIR-2) and brake isolation solenoid valve (IMV-1, IMV-2).
  3. 根据权利要求1所述的列车连挂救援控制电路，其特征在于：所述连挂状态行程开关（ACS），为置于车钩部分的行程开关，通过钩舌的动作行程来判断列车的连挂状态。The train connection rescue control circuit according to claim 1, wherein the connection state travel switch (ACS) is a travel switch placed in the coupler part, and judges the connection of the train by the action stroke of the hook tongue. state.
  4. 一种地铁列车，其特征在于：包含权利要求1或2所述的列车连挂救援控制电路。A subway train is characterized in that: it comprises the train connection and rescue control circuit according to claim 1 or 2.
  5. 基于权利要求1所述的列车连挂救援控制电路的列车连挂控制方法，其特征在于：在列车处于待救援状态时，司机在头车闭合连挂断路器（CTCB）并且操作连挂开关（CTS）闭合，当列车连挂成功，连挂行程开关（ACS）闭合，连挂继电器（CTR1）得电, 连挂继电器常闭触点（CTR1-1）断开，脱钩状态不工作；当救援车与被救援车脱钩时，连挂行程开关（ACS）断开，连挂继电器（CTR1）失电，连挂继电器常闭触点（CTR1-1）闭合，当列车司机室占用继电器得电时，司机室占用继电器常开触点（COR）闭合，处于司机室的蜂鸣器（BUZZER）得电报警，提醒司机列车处于脱钩状态。The train connection control method based on the train connection rescue control circuit according to claim 1, characterized in that: when the train is in a state of waiting for rescue, the driver closes the connection circuit breaker (CTCB) in the lead car and operates the connection switch (CTS) is closed, when the train is successfully connected, the connecting trip switch (ACS) is closed, the connecting relay (CTR1) is energized, the normally closed contact (CTR1-1) of the connecting relay is disconnected, and the decoupling state does not work; when When the rescue vehicle is decoupled from the rescued vehicle, the connecting trip switch (ACS) is disconnected, the connecting relay (CTR1) is de-energized, and the normally closed contact (CTR1-1) of the connecting relay is closed. When the cab occupancy relay normally open contact (COR) is closed, the buzzer (BUZZER) in the cab gets an alarm to remind the driver that the train is in a decoupling state.
  6. 基于权利要求2所述的列车连挂救援控制电路的常用制动隔离控制方法，其特征在于：司机在头车操作常用制动隔离断路器（SBIFCB）和列车连挂开关（CTS）闭合，当列车司机室占用继电器处于得电状态并且连挂继电器（CTR1）有电，连挂继电器常开触点（CTR1-2）闭合，操作常用制动隔离按钮（SBIB），使常用制动隔离继电器（SBIR）得电，制动隔离继电器常开触点（SBIR-1）闭合，从而使制动隔离电磁阀（IMV）得电并进行制动隔离操作；The conventional brake isolation control method based on the train connection and rescue control circuit according to claim 2, characterized in that: the driver operates the conventional brake isolation circuit breaker (SBIFCB) and the train connection switch (CTS) in the lead car to close, when The occupancy relay of the train driver's cab is in the energized state and the connecting relay (CTR1) is energized, the normally open contact (CTR1-2) of the connecting relay is closed, and the common brake isolation button (SBIB) is operated to make the common brake isolation relay ( SBIR) is energized, the brake isolation relay normally open contact (SBIR-1) is closed, so that the brake isolation solenoid valve (IMV) is energized and the brake isolation operation is performed;
    当列车连挂失败或者在运行过程中发生意外脱钩状况时，连挂行程开关（ACS）断开，连挂继电器（CTR1）失电，连挂继电器常闭触点（CTR1-1）闭合，此时蜂鸣器（BUZZER）得电报警，连挂继电器常开触点（CTR1-2）断开，第三列车线（L3）失电，所有车辆的常用制动隔离继电器（SBIR）失电，常用制动隔离继电器常开触点（SBIR-1、SBIR-2）断开，所有车厢的制动隔离电磁阀（IMV-1、IMV-2）失电，被救援列车施加紧急制动。When the train fails to connect or accidentally disconnects during operation, the connecting trip switch (ACS) is disconnected, the connecting relay (CTR1) is de-energized, and the normally closed contact (CTR1-1) of the connecting relay is closed. When the buzzer (BUZZER) is energized to give an alarm, the normally open contact of the connecting relay (CTR1-2) is disconnected, the third train line (L3) is de-energized, and the common brake isolation relay (SBIR) of all vehicles is de-energized. The normally open contacts (SBIR-1, SBIR-2) of the common brake isolation relays are disconnected, the brake isolation solenoid valves (IMV-1, IMV-2) of all carriages lose power, and emergency braking is applied by the rescue train.
PCT/CN2020/128069 2020-10-30 2020-11-11 Train link rescue control circuit WO2022088258A1 (en)

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