Intermediate Car Electric Coupler Control Circuit for Subway Vehicle

Abstract

An intermediate car electric coupler control circuit for a subway vehicle includes a coupling state relay, a power supply circuit for a decoupling electromagnetic valve, a first power supply circuit for an electric coupler control relay, a second power supply circuit for an air path and electric coupler module control electromagnetic valve, and a third power supply circuit for a bus control contactor. A coupler coupling operation is performed exactly according to a sequence of a mechanical coupling, an air path conduction, an electric coupler extension, and a medium- and low-voltage bus closing, wherein contacts of electric couplers are prevented from being damaged. A coupler decoupling operation is performed exactly according to a sequence of a contact heavy-current removal, an electric coupler withdrawal, an air path disconnection and a mechanical decoupling, wherein the contacts are prevented from being damaged by a heavy current arcing and a discharge.

Claims

1. An intermediate car electric coupler control circuit for a subway vehicle, comprising a coupling state relay (CTR) provided in series in a coupler coupling line having a first full-automatic coupler electric contact (C1) and a second full-automatic coupler electric contact (C2); a first power supply circuit for a decoupling electromagnetic valve (MUV), comprising a normally-closed contact (TWUR) of a wake-up relay, a decoupling button switch (UNPB), and a first normally-closed contact (CTR-1) of the coupling state relay, wherein the normally-closed contact (TWUR) of the wake-up relay, the decoupling button switch (UNPB) and the first normally-closed contact (CTR-1) of the coupling state relay are sequentially connected in series between a train power supply and the decoupling electromagnetic valve (MUV); a second power supply circuit for an electric coupler control relay (MUNCR), comprising mechanical coupler position switches (S1, S2) and a first normally-open contact (MUNCR-1) of the electric coupler control relay wherein the mechanical coupler position switches (S1, S2) and the first normally-open contact (MUNCR-1) are sequentially connected in series between the train power supply and the electric coupler control relay (MUNCR), a high-potential terminal of the electric coupler control relay (MUNCR) is connected to a low-potential terminal of the decoupling button switch (UNPB) through a wire; a third power supply circuit for an air path and an electric coupler module control electromagnetic valve (ECV), comprising a first power supply electronic circuit and a second power supply electronic circuit, wherein the first power supply electronic circuit and the second power supply electronic circuit are connected in parallel to low-potential terminals of the mechanical coupler position switches (S1, S2), the first power supply electronic circuit comprises a normally-closed contact (MUNCR-2) of the electric coupler control relay and a second normally-closed contact (CTR-2) of the coupling state relay connected in series; the second power supply electronic circuit comprises a second normally-open contact (MUNCR-3) of the electric coupler control relay; and a fourth power supply circuit for a bus control contactor (MVK), comprising a third normally-open contact (CTR-3) of the coupling state relay connected in series between the train power supply and the bus control contactor (MVK).

2. The intermediate car electric coupler control circuit according to claim 1, wherein the high-potential terminal of the electric coupler control relay (MUNCR) is connected with the electric coupler control relay (MUNCR) of an opposite car through a third full-automatic coupler contact (C3).

3. The intermediate car electric coupler control circuit according to claim 1, wherein a first diode (D1) is connected in series between the second full-automatic coupler electric contact (C2) and the coupling state relay (CTR).

4. The intermediate car coupler control circuit according to claim 1, wherein 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).

5. The intermediate car electric coupler control circuit according to claim 1, wherein the mechanical coupler position switches (S1, S2) are provided and are connected in series.

6. The intermediate car electric coupler control circuit according to claim 5, wherein the mechanical coupler position switches (S1, S2) are limit switches or position sensors.

7. A train, comprising an intermediate car electric coupler control circuit for a subway vehicle according to claim 1.

8. The train according to claim 7, wherein the high-potential terminal of the electric coupler control relay (MUNCR) is connected with the electric coupler control relay (MUNCR) of an opposite car through a third full-automatic coupler contact (C3).

9. The train according to claim 7, wherein a first diode (D1) is connected in series between the second full-automatic coupler electric contact (C2) and the coupling state relay (CTR).

10. The train according to claim 7, wherein 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).

11. The train according to claim 7, wherein the mechanical coupler position switches (S1, S2) are provided and are connected in series.

12. The train according to claim 11, wherein the two mechanical coupler position switches (S1, S2) are limit switches or position sensors.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0014] FIG. 1 shows a schematic diagram of an intermediate car electric coupler control circuit for a subway vehicle according to the present invention.

DETAILED DESCRIPTION OF THE INVENTION

[0015] Embodiments of the present invention will now be described with reference to the accompanying drawings.

[0016] As shown in FIG. 1, an embodiment of the present invention provides an intermediate car electric coupler control circuit for a subway vehicle, comprising: [0017] a coupling state relay CTR provided in series in a coupler coupling line having a first full-automatic coupler electric contact C1 and a second full-automatic coupler electric contact C2; [0018] a power supply circuit for a decoupling electromagnetic valve MUV, comprising a normally-closed contact TWUR of a wake-up relay, a decoupling button switch UNPB, and a first normally-closed contact CTR-1 of the coupling state relay which are sequentially connected in series between a train power supply and the decoupling electromagnetic valve MUV; [0019] a power supply circuit for an electric coupler control relay MUNCR, comprising a firs mechanical coupler position switch S1, a second mechanical coupler position switch S2, and a first normally-open contact MUNCR-1 of the electric coupler control relay which are sequentially connected in series between the train power supply and the electric coupler control relay MUNCR, a high-potential terminal of the electric coupler control relay MUNCR being connected to a low-potential terminal of the decoupling button switch UNPB through a wire; [0020] a power supply circuit for an air path and electric coupler module control electromagnetic valve ECV, which is provided with two power supply electronic circuits which are connected in parallel to a low-potential terminal of the second mechanical coupler position switch S2, the first power supply electronic circuit comprising a normally-closed contact MUNCR-2 of the electric coupler control relay and a second normally-closed contact CTR-2 of the coupling state relay which are connected in series; the second power supply circuit comprising a second normally-open contact MUNCR-3 of the electric coupler control relay; and [0021] a power supply circuit for a bus control contactor MVK, comprising a normally-open contact CTR-3 of the coupling state relay connected in series between the train power supply and the bus control contactor MVK.

[0022] 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.

[0023] 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.

[0024] The coupler coupling control method is as follows:

[0025] 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.

[0026] The coupler decoupling control method is as follows:

[0027] 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.

[0028] 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.

[0029] 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.