WO2023050962A1 - Train end change holding control circuit, rail transit vehicle and coupled trains - Google Patents

Train end change holding control circuit, rail transit vehicle and coupled trains Download PDF

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Publication number
WO2023050962A1
WO2023050962A1 PCT/CN2022/104058 CN2022104058W WO2023050962A1 WO 2023050962 A1 WO2023050962 A1 WO 2023050962A1 CN 2022104058 W CN2022104058 W CN 2022104058W WO 2023050962 A1 WO2023050962 A1 WO 2023050962A1
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WIPO (PCT)
Prior art keywords
relay
contact
train
holding
normally open
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PCT/CN2022/104058
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French (fr)
Chinese (zh)
Inventor
赵小军
张盼
尚江傲
李芃芃
井宇航
Original Assignee
中车株洲电力机车有限公司
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Publication of WO2023050962A1 publication Critical patent/WO2023050962A1/en

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Classifications

    • 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
    • B61L15/0054—Train integrity supervision, e.g. end-of-train [EOT] devices

Definitions

  • the invention relates to the technical field of rail transit, in particular to a train end-changing maintenance control circuit, a rail transit vehicle, and a double train.
  • the first way is to build a monitoring circuit for the entire train, supply power from terminal A1, and power off terminal A2, so that the relay KM of the head train A1/A2 is energized.
  • This kind of control circuit is suitable for building a whole vehicle monitoring circuit for a single train, but not suitable for building a whole vehicle monitoring circuit for multi-train reconnection groups. Because during the reconnection process of two trains with multiple formations, if the formation type of the single formation train is: A1+B1+...+B2+A2, then the two trains are reconnection formation, and there may be the following connection states, A1-A1, A1-A2, A2-A2 terminal connection. When the A1-A1 and A2-A2 ends are connected and connected, the single-end power supply cannot build a complete vehicle monitoring circuit for the entire marshalling train.
  • the second way is to build a train monitoring circuit through the driver's cab occupation relay, supply power from the non-occupancy end of a train (single or double formation), and turn off the power from the train occupancy end, so that the train head
  • the relay KM of the car is energized.
  • KM1 is the relay for the train connection
  • KM2 is the relay for the driver's cab.
  • the circuit is suitable for single-group trains and multi-column double-group trains. But when the driver's cab is lost, the train vehicle monitoring circuit will be lost, and the signals such as train integrity, door closed, door locked, and status monitoring established through the vehicle monitoring circuit will be lost.
  • the third way is to build the train monitoring circuit through the train activation relay, as shown in Figure 3 and Figure 4, supply power from the inactive end of the single-group train, and power off from the active end of the train, so that the relay KM of the train head car is energized .
  • the whole vehicle monitoring circuit is constructed by connecting the train with the relay KM1, the train activation relay KM3 and the train line.
  • This method has problems in the train reconnection operation.
  • the train When two activated trains are connected together, the train must be manually disconnected and activated, and then the train activation knob S01 of the head train must be manually activated to activate the train, so that the entire train can be constructed through train activation.
  • Monitoring circuit For a train that is reconnected, even if the train is activated through the S01 knob in the driver's cab of a certain coupling end, the entire vehicle monitoring circuit cannot be constructed through the activation of the train.
  • FIG. 5 is a schematic diagram of an existing rescue control circuit.
  • S02 is the rescue mode selection knob
  • KM6 is the rescue relay.
  • the rescue mode selection knob S02 is operated, the KM6 relay is energized.
  • FIG. 6 is a schematic diagram of an existing train linkage control circuit. As shown in Figure 6, KM5 is connected with a relay for the train. When the two trains were connected, the relay KM5 at the train connection terminal was energized.
  • the technical problem to be solved by the present invention is to provide a train end-changing maintenance control circuit, rail transit vehicles, and double trains to ensure that there is only one driver's cab for the entire train (single train or double train)
  • the switching terminal keeps the relay energized.
  • a train end-change holding control circuit including two holding control units with the same structure; one of the holding control units includes a first contact of a first relay connected to a power supply point; the first contact of the first relay is connected in series with the first contact of the second relay and the first contact of the fourth relay; the first contact of the fourth relay is connected with the coil of the fifth relay; the fourth relay The coil of the fifth relay is connected to the normally closed contact of the fifth relay and the normally open contact of the fifth relay in turn; one end of the normally open contact of the fifth relay is connected to the first contact of the first relay and the second contact of the second relay Between one contact; one end of the second contact of the second relay is connected between the normally closed contact of the fifth relay and the other end of the normally open contact of the fifth relay; corresponding to the two holding control units The other ends of the second contacts of the two second relays are connected to each other.
  • the holding control unit also includes an end-changing holding relay; the coil of the end-changing holding relay is connected to one end of the second contact of the first relay; the other end of the second contact of the first relay is connected to a load; the first relay The second contact is connected in parallel with the series branch; the series branch includes the second contact of the fourth relay in series, the third contact of the second relay, and the first normally open contact of the end-changing holding relay; the changing-end One end of the first normally open contact of the holding relay is connected to the coil of the switching holding relay.
  • the present invention is equipped with a holding control unit at the front and rear of the car, and controls the relays at the front and rear of the car to be energized through the occupation of the driver's cab and the connection of the train;
  • the terminal-changing holding relay contacts establish a self-holding circuit, so that the terminal-changing holding relay remains energized, ensuring that only one driver's cab's changing-ending holding relay is energized.
  • the invention is provided with an end-changing holding circuit, which is suitable for single-group trains and multi-group trains with arbitrary ends connected to double-connected trains to construct a whole-train and whole-vehicle monitoring circuit. It solves the problem of signal loss of reconnection train integrity, door closed, and door locked when the driver's cab is lost. Vehicle monitoring circuit, and keep the signal not lost when the driver's cab is lost. In order to solve the problem of loss of signals such as train integrity, door closed, and door locked under the dormant state of multi-group reconnected fully automatic driving trains, the end-changing holding circuit can maintain power in the dormant state, so that the train built through it Signals such as integrity, door closed, and door locked are not lost.
  • One end of the second normally open contact of the switching end holding relay is connected to the monitoring relay; the other end of the second normally open contact of the switching end holding relay is connected to one end of the normally closed contact of the switching end holding relay; The other end of the normally closed contact of the terminal holding relay is connected to the load through the fourth contact of the second relay; one end of a connecting wire is connected between the second normally open contact of the holding relay of one of the holding control units and the coil of the monitoring relay , the other end is connected between the second normally open contact of the end-changing holding relay of another holding control unit and the coil of the monitoring relay; the two holding control units are respectively located at both ends of the train, and the second holding relay of one holding control unit is The common connection end of the normally open contact and the normally closed contact, and the switching terminal of the other holding control unit are connected between the second normally open contact and the common connection end of the normally closed contact through the status monitoring unit of each car .
  • the train of the invention does not need to be provided with other buttons or switches, and the automatic switching of end-changing maintenance can be realized through the occupation of the driver's cab, which solves the problem of difficulty in automatic switching of end-changing maintenance.
  • connection ends of the second normally open contact and the normally closed contact of the end change holding relay of the holding control unit located at the train coupling end are configured to be connected to the reconnection line.
  • This circuit is suitable for any terminal connection of double-connected trains; after the driver's cab is lost, the signal of the vehicle monitoring circuit constructed by this circuit can still be maintained continuously, and will not be lost due to the loss of the driver's cab; According to the change of end in the train driver's cab, automatic end change is realized; through the train integrity, door closed monitoring, door lock monitoring and other signals established by the maintenance circuit, the normal output can still be maintained in the dormant state of the fully automatic driving train.
  • the second contact of the second relay is connected in parallel with the first contact of the third relay; the fourth contact of the second relay is connected in parallel with the second contact of the third relay.
  • Rescue mode usually requires the rescue vehicle linkage terminal to operate the rescue mode knob to energize the third relay.
  • the rescue mode knob When the third relay is energized, the second contact of the third relay is energized; the second contact of the third relay will bypass the fourth contact of the second relay.
  • the current passes through the second contact of the third relay of the end-changing and maintaining the power-off end, flows through the normally closed contact of the switching-end maintaining relay, and then passes through the monitoring status of each vehicle in the middle, and flows through the switching-end maintaining relay of the energized end
  • the second normally open contact of the switching terminal keeps the monitoring relay of the energized terminal energized.
  • the second contact of the second relay and the first contact of the third relay are both connected to the reconnection line.
  • the present invention also provides a rail transit vehicle, which adopts the above-mentioned train end-changing maintenance control circuit.
  • one of the holding control units is arranged in one of the cabs, and the other holding control unit is arranged in the other cab. It is convenient for the driver to change the end operation, and it is safe and convenient to use.
  • the present invention also provides a reconnection train, which includes a plurality of rail transit vehicles, and two adjacent rail transit vehicles are connected by a reconnection line.
  • connection ends of the second normally open contact and the normally closed contact of the end change holding relay of the holding control unit located at the train coupling end are configured to be connected to the reconnection line.
  • the other end of the second contact of the second relay is configured to be connected to a reconnection line.
  • the two holding control units of the train end holding control circuit of the rail transit vehicle are respectively arranged in the two driver's compartments at the two ends of the rail transit vehicle.
  • the present invention ensures that only one driver's cab's end-changing relay is energized by establishing the front and rear circuits;
  • the present invention is equipped with an end-changing holding circuit, which is suitable for single-marshalling trains and multi-marshalling trains with arbitrary ends connected to double-connected trains to build a whole-train and whole-vehicle monitoring circuit;
  • the present invention solves the problem of loss of signals such as the integrity of the reconnected train, the door is closed, and the door is locked when the driver’s cab is lost.
  • the train monitors the entire vehicle monitoring circuit, and keeps the signal from being lost when the driver's cab is lost;
  • the present invention solves the problem of loss of signals such as train integrity, door closed, and door locked under the dormant state of multi-marshalling and reconnected fully automatic driving trains.
  • the signals of train integrity, door closed and locked are not lost;
  • the invention solves the problem of difficulty in automatic switching of end-changing maintenance, and the train does not need to be provided with other buttons or switches, and the automatic switching of terminal-changing maintenance can be realized by occupying the driver's cab.
  • Fig. 1 is the structural diagram of the existing first kind of train vehicle monitoring circuit
  • Fig. 2 is the schematic diagram of the existing second train vehicle monitoring circuit
  • Fig. 3 is the schematic diagram of the existing third train activation circuit
  • Fig. 4 is the schematic diagram of the existing third train vehicle monitoring circuit
  • Fig. 5 is the schematic diagram of existing rescue control circuit
  • Fig. 6 is the schematic diagram of the control circuit of the existing train linkage
  • Fig. 7 is the schematic diagram of the front and rear control circuits of the embodiment of the present invention.
  • Fig. 8 is a schematic diagram of the circuit of the terminal switching and holding control part according to the embodiment of the present invention.
  • Fig. 9 is a schematic diagram of a vehicle monitoring circuit according to an embodiment of the present invention.
  • Fig. 10 is a schematic diagram of a monitoring circuit of a double-connected train according to an embodiment of the present invention.
  • the first relay KM4 is the driver's cab occupation relay
  • the second relay KM5 is the relay for the train connection
  • the third relay KM6 is the rescue relay
  • the fourth relay KM7 is the rear relay
  • the fifth relay KM8 is the front relay.
  • the 1-2 contact of the second relay KM5 (the first contact of the second relay KM5) is closed; since the fourth relay KM7 is not powered, the 1-2 contact of the fourth relay KM7 (the first contact of the fourth relay KM7 One contact) is closed; thus the fifth relay KM8 is energized.
  • the 1-2 contact of KM8 (the first contact of KM8) is closed, and the 2-3 contact (the second contact of KM8) is disconnected. Because the KM5 relay of the non-connected end train is connected and connected, the KM5 relay cannot be energized, and the 3-4 contact of KM5 (the second contact of KM5) is closed.
  • the power flows through the 1-2 contacts of the first relay KM4, flows through the 1-2 contacts of KM8, flows through the 3-4 contacts of the occupied end KM5, and then flows through the 3-3- 4 contacts, through the 2-3 contacts of the farthest non-occupancy end KM8 of the train, the fourth relay KM7 at the far end non-occupancy end is energized.
  • the fifth relay KM8 at the A1 end (that is, the front end) is energized, and all other KM8 relays that do not occupy the driver's cab in the whole train cannot be energized; ) of the fourth relay KM7 is energized, and all other fourth relay KM7 relays of the whole train with cabs are not energized.
  • the faulty car When the train is being rescued, the faulty car may be a non-electric car or a serious faulty car due to the uncertain fault status. If the state of the faulty car is considered, it may affect the operation of the rescue vehicle.
  • the rescue mode usually requires the rescue vehicle linkage end to operate the rescue mode knob to energize the third relay KM6.
  • the third relay KM6 at the connecting end When the third relay KM6 at the connecting end is energized, the 1-2 contact of the third relay KM6 (the first contact of the third relay KM6) is closed, and the third relay KM6 can bypass the 3-4 of the connecting end KM5 contacts.
  • the power flows through the 1-2 contacts of the first relay KM4, flows through the 1-2 contacts of the occupying end KM8, flows through the 3-4 contacts of the occupying end KM5, and then flows through the third relay KM6 of the connecting end
  • the 1-2 contacts of the connecting terminal KM8 then flow through the 2-3 contacts of the connecting terminal KM8, so that the connecting terminal KM7 is energized. That is, in the rescue mode, the train vehicle monitoring circuit only considers the rescue vehicle and does not consider the status of the faulty vehicle.
  • KM9 is an end-changing holding relay.
  • the KM9 relay at the possession end is energized. Since KM7 is occupied in the driver's cab, the 3-4 contacts of the rear relay KM7 (the second contact of KM7) are closed; for re-connected trains, only the non-connected end is considered, so the KM5 is not powered when the train is connected.
  • the 5-6 contact of KM5 (the third contact of KM5) is closed; after KM9 is energized, the 5-6 contact of KM9 (the first normally open contact of KM9) is closed to form a self-holding circuit.
  • the KM9 relay supplies power through the dormant load, and when the train is dormant, it can still keep KM9 powered.
  • the KM relay can be used for train integrity, train door closed, train door locked, train knife switch monitoring, high-break monitoring, parking brake monitoring, friction brake monitoring, etc.
  • the monitoring relay KM can be used for train integrity, train door closed, train door locked, train knife switch monitoring, high-break monitoring, parking brake monitoring, friction brake monitoring, etc.
  • the monitoring power supply of the whole train comes from the non-connection terminal, and the switching terminal maintains the power-off terminal.
  • the connected relay KM5 loses power, and the 7-8 contacts of KM5 (the fourth contact of KM5) are closed; the KM9 relay at the end keeps the power-off terminal loses power, and the 1-2 contacts of KM9 (the fourth contact of KM9) lose power.
  • Normally closed contact is closed, 2-3 contact (the second normally open contact of KM9) is disconnected; the terminal KM9 is powered, KM9's 2-3 contact is closed, and 1-2 contact is disconnected open.
  • the current passes through the 7-8 contacts of KM5 at the end-changing and maintaining the power-off terminal, flows through the 1-2 contacts of KM9, and then passes through the monitoring status of each car in the middle, and flows through the 2-3 contacts of KM9 at the switching-end maintaining the energized terminal , so that the KM relay is energized.
  • the train line between the KM9 relays 3-3 in the cabs at both ends the KM relays in the cabs at both ends are energized.
  • the power supply can only be powered off through the non-connected terminals at both ends, and the current passes through the switching terminal to maintain the 7-8 contacts of the deenergized terminal KM5 , flows through the 1-2 contacts of KM9, then passes through the monitoring status of each car in the middle, passes through the double-connected train line, and finally flows through the 2-3 contacts of KM9 at the switching end to keep the energized end, so that the KM relay is energized.
  • the train line between the KM9 relays 3-3 in the driver's cab at the two ends of the electrified train the KM relay in the driver's cab at the two ends of the electrified train is energized.
  • the rescue mode usually requires the rescue vehicle linkage end to operate the rescue mode knob to energize the third relay KM6.
  • the rescue mode knob When the third relay KM6 is energized, the 5-6 contact of the third relay KM6 (the second contact of the third relay KM6) is energized; the 5-6 contact of the third relay KM6 will bypass the 7-8 of KM5 contacts.
  • the current passes through the 5-6 contacts of the third relay KM6 at the end-changing and maintaining the power-off end, flows through the 1-2 contacts of KM9, and then passes through the monitoring status of each vehicle in the middle, and flows through the 2- 3 contacts to energize the KM relay.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Abstract

Disclosed in the present invention are a train end change holding control circuit, a rail transit vehicle and coupled trains. The circuit comprises two holding control units, which have the same structure, wherein one of the holding control units comprises a first contact of a first relay that is connected to a power source; the first contact of the first relay is connected in series to a first contact of a second relay and a first contact of a fourth relay; the first contact of the fourth relay is connected to a coil of a fifth relay; a coil of the fourth relay is sequentially connected to a normally closed contact of the fifth relay and a normally open contact of the fifth relay; one end of the normally open contact of the fifth relay is connected between the first contact of the first relay and the first contact of the second relay; one end of a second contact of the second relay is connected between the normally closed contact of the fifth relay and the normally open contact of the fifth relay; and the second contact of the second relay is connected to a second contact of a second relay of the other holding control unit. By means of the present invention, it is ensured that only an end change holding relay of one cab of an entire marshalled train is powered on.

Description

列车换端保持控制电路及轨道交通车辆、重联列车Train end-changing maintenance control circuit and rail transit vehicles, reconnected trains 技术领域technical field
本发明涉及轨道交通技术领域，特别是一种列车换端保持控制电路及轨道交通车辆、重联列车。The invention relates to the technical field of rail transit, in particular to a train end-changing maintenance control circuit, a rail transit vehicle, and a double train.
背景技术Background technique
目前国内外构建列车整车监控回路，一般有以下几种方式：At present, there are generally the following ways to build a train monitoring circuit at home and abroad:
第一种方式，如图1所示，构建列车整车监控回路，固定从A1端供电，从A2端下电，使头车A1/A2的继电器KM得电。The first way, as shown in Figure 1, is to build a monitoring circuit for the entire train, supply power from terminal A1, and power off terminal A2, so that the relay KM of the head train A1/A2 is energized.
该种控制电路适合于单列车构建整车监控回路，但不适合多列车重联编组构建整车监控回路。因为两列多编制列车在重联过程中，如果单编组列车编组型式为：A1+B1+…+B2+A2，则两列列车重联编组，可能存在以下几种联挂状态，A1-A1、A1-A2、A2-A2端联挂。在A1-A1、A2-A2端联挂时，单端供电不能构建整编组列车整车监控回路。This kind of control circuit is suitable for building a whole vehicle monitoring circuit for a single train, but not suitable for building a whole vehicle monitoring circuit for multi-train reconnection groups. Because during the reconnection process of two trains with multiple formations, if the formation type of the single formation train is: A1+B1+...+B2+A2, then the two trains are reconnection formation, and there may be the following connection states, A1-A1, A1-A2, A2-A2 terminal connection. When the A1-A1 and A2-A2 ends are connected and connected, the single-end power supply cannot build a complete vehicle monitoring circuit for the entire marshalling train.
第二种方式，如图2所示，通过司机室占有继电器构建列车整车监控回路，从一列车（单编组或重联编组）的非占有端供电，从列车占有端下电，使列车头车的继电器KM得电。KM1为列车联挂好继电器，KM2为司机室占有继电器。该电路适用于单编组列车及多列重联编组列车。但是当司机室占有丢失时，列车整车监控回路将丢失，通过该整车监控回路建立的列车完整性、门关好、门锁好、状态监控等信号将丢失。The second way, as shown in Figure 2, is to build a train monitoring circuit through the driver's cab occupation relay, supply power from the non-occupancy end of a train (single or double formation), and turn off the power from the train occupancy end, so that the train head The relay KM of the car is energized. KM1 is the relay for the train connection, and KM2 is the relay for the driver's cab. The circuit is suitable for single-group trains and multi-column double-group trains. But when the driver's cab is lost, the train vehicle monitoring circuit will be lost, and the signals such as train integrity, door closed, door locked, and status monitoring established through the vehicle monitoring circuit will be lost.
第三种方式，通过列车激活继电器构建列车整车监控回路，如图3、图4所示，从单编组列车非激活端供电，从列车激活端下电，使列车头车的继电器KM得电。The third way is to build the train monitoring circuit through the train activation relay, as shown in Figure 3 and Figure 4, supply power from the inactive end of the single-group train, and power off from the active end of the train, so that the relay KM of the train head car is energized .
如图3所示，通过操作列车激活旋钮S01，使列车激活KM3继电器得电。As shown in Figure 3, by operating the train activation knob S01, the train activation KM3 relay is energized.
如图4所示，通过列车联挂好继电器KM1，列车激活继电器KM3以及列车线构建整车监控回路。该种方式在列车重联运营中存在问题，当2列激活列车联挂时，必须通过人工使列车断激活，再通过人工操作头车列车激活旋钮S01使列车激活，才能通过列车激活构建整车监控回路；针对一列重联列车，即使通过某一个联挂端司机室的S01旋钮激活列车，也不能通过列车激活构建整车监控回路。As shown in Figure 4, the whole vehicle monitoring circuit is constructed by connecting the train with the relay KM1, the train activation relay KM3 and the train line. This method has problems in the train reconnection operation. When two activated trains are connected together, the train must be manually disconnected and activated, and then the train activation knob S01 of the head train must be manually activated to activate the train, so that the entire train can be constructed through train activation. Monitoring circuit: For a train that is reconnected, even if the train is activated through the S01 knob in the driver's cab of a certain coupling end, the entire vehicle monitoring circuit cannot be constructed through the activation of the train.
另外，图5为现有的救援控制电路原理图。如图5所示，S02为救援模式选择旋钮，KM6为救援继电器。当操作救援模式选择旋钮S02时，KM6继电器得电。In addition, FIG. 5 is a schematic diagram of an existing rescue control circuit. As shown in Figure 5, S02 is the rescue mode selection knob, and KM6 is the rescue relay. When the rescue mode selection knob S02 is operated, the KM6 relay is energized.
另外，图6为现有的列车联挂好控制电路原理图。如图6所示，KM5为列车联挂好继电器。当两列车联挂好时，列车联挂端联挂好继电器KM5得电。In addition, FIG. 6 is a schematic diagram of an existing train linkage control circuit. As shown in Figure 6, KM5 is connected with a relay for the train. When the two trains were connected, the relay KM5 at the train connection terminal was energized.
技术问题technical problem
本发明所要解决的技术问题是，针对现有技术不足，提供一种列车换端保持控制电路及轨道交通车辆、重联列车，保证整编组列车（单编组列车或重联列车）只有一个司机室的换端保持继电器得电。The technical problem to be solved by the present invention is to provide a train end-changing maintenance control circuit, rail transit vehicles, and double trains to ensure that there is only one driver's cab for the entire train (single train or double train) The switching terminal keeps the relay energized.
技术解决方案technical solution
为解决上述技术问题，本发明所采用的技术方案是：一种列车换端保持控制电路，包括两个结构相同的保持控制单元；其中一个保持控制单元包括与电源连接的第一继电器第一触点；所述第一继电器第一触点与第二继电器第一触点、第四继电器第一触点串联；所述第四继电器第一触点与第五继电器线圈连接；所述第四继电器的线圈依次与第五继电器的常闭触点、第五继电器的常开触点连接；所述第五继电器的常开触点一端接入所述第一继电器第一触点与第二继电器第一触点之间；所述第二继电器第二触点一端接入所述第五继电器的常闭触点、第五继电器的常开触点另一端之间；与两个保持控制单元分别对应的两个第二继电器第二触点另一端相互连接。In order to solve the above-mentioned technical problems, the technical solution adopted in the present invention is: a train end-change holding control circuit, including two holding control units with the same structure; one of the holding control units includes a first contact of a first relay connected to a power supply point; the first contact of the first relay is connected in series with the first contact of the second relay and the first contact of the fourth relay; the first contact of the fourth relay is connected with the coil of the fifth relay; the fourth relay The coil of the fifth relay is connected to the normally closed contact of the fifth relay and the normally open contact of the fifth relay in turn; one end of the normally open contact of the fifth relay is connected to the first contact of the first relay and the second contact of the second relay Between one contact; one end of the second contact of the second relay is connected between the normally closed contact of the fifth relay and the other end of the normally open contact of the fifth relay; corresponding to the two holding control units The other ends of the second contacts of the two second relays are connected to each other.
所述保持控制单元还包括换端保持继电器；所述换端保持继电器的线圈与第一继电器第二触点一端连接；所述第一继电器第二触点另一端接负载；所述第一继电器第二触点与串联支路并联；所述串联支路包括串联的第四继电器第二触点、第二继电器第三触点、换端保持继电器的第一常开触点；所述换端保持继电器的第一常开触点一端与所述换端保持继电器的线圈连接。The holding control unit also includes an end-changing holding relay; the coil of the end-changing holding relay is connected to one end of the second contact of the first relay; the other end of the second contact of the first relay is connected to a load; the first relay The second contact is connected in parallel with the series branch; the series branch includes the second contact of the fourth relay in series, the third contact of the second relay, and the first normally open contact of the end-changing holding relay; the changing-end One end of the first normally open contact of the holding relay is connected to the coil of the switching holding relay.
本发明在车头、车尾均设置了保持控制单元，通过司机室占有、列车联挂好，控制车头、车尾继电器得电；通过司机室占有使换端保持继电器得电；通过车尾、列车联挂好、换端保持继电器触点建立自保持电路，使换端保持继电器保持得电，保证了整编组列车（单编组列车或重联列车）只有一个司机室的换端保持继电器得电。The present invention is equipped with a holding control unit at the front and rear of the car, and controls the relays at the front and rear of the car to be energized through the occupation of the driver's cab and the connection of the train; When the connection is completed, the terminal-changing holding relay contacts establish a self-holding circuit, so that the terminal-changing holding relay remains energized, ensuring that only one driver's cab's changing-ending holding relay is energized.
本发明设置了换端保持电路，适用于单编组列车、多编组任意端联挂重联列车构建整列车整车监控回路。解决了司机室占有丢失时，重联列车完整性、门关好、门锁好等信号丢失的问题，通过换端保持电路，可建立列车完整性、门关好、门锁好等列车监控整车监控回路，并且在司机室占有丢失时保持信号不丢失。为了解决多编组重联全自动驾驶列车休眠状态下，列车完整性、门关好、门锁好等信号丢失的问题，换端保持电路可以在休眠状态下保持有电，使通过其构建的列车完整性、门关好、门锁好等信号不丢失。The invention is provided with an end-changing holding circuit, which is suitable for single-group trains and multi-group trains with arbitrary ends connected to double-connected trains to construct a whole-train and whole-vehicle monitoring circuit. It solves the problem of signal loss of reconnection train integrity, door closed, and door locked when the driver's cab is lost. Vehicle monitoring circuit, and keep the signal not lost when the driver's cab is lost. In order to solve the problem of loss of signals such as train integrity, door closed, and door locked under the dormant state of multi-group reconnected fully automatic driving trains, the end-changing holding circuit can maintain power in the dormant state, so that the train built through it Signals such as integrity, door closed, and door locked are not lost.
所述换端保持继电器的第二常开触点一端与监控继电器连接；所述换端保持继电器的第二常开触点另一端与换端保持继电器的常闭触点一端连接；所述换端保持继电器的常闭触点另一端通过第二继电器第四触点接负载；一根连接线一端接入其中一个保持控制单元的换端保持继电器第二常开触点与监控继电器线圈之间，另一端接入另一个保持控制单元的换端保持继电器第二常开触点与监控继电器线圈之间；两个保持控制单元分别位于列车两端，一个保持控制单元的换端保持继电器第二常开触点与常闭触点的公共连接端、另一个保持控制单元的换端保持继电器第二常开触点与常闭触点的公共连接端之间通过各节车的状态监控单元连接。One end of the second normally open contact of the switching end holding relay is connected to the monitoring relay; the other end of the second normally open contact of the switching end holding relay is connected to one end of the normally closed contact of the switching end holding relay; The other end of the normally closed contact of the terminal holding relay is connected to the load through the fourth contact of the second relay; one end of a connecting wire is connected between the second normally open contact of the holding relay of one of the holding control units and the coil of the monitoring relay , the other end is connected between the second normally open contact of the end-changing holding relay of another holding control unit and the coil of the monitoring relay; the two holding control units are respectively located at both ends of the train, and the second holding relay of one holding control unit is The common connection end of the normally open contact and the normally closed contact, and the switching terminal of the other holding control unit are connected between the second normally open contact and the common connection end of the normally closed contact through the status monitoring unit of each car .
本发明列车无需设置其他按钮或开关，通过司机室占有即可实现换端保持的自动切换，解决了换端保持自动切换难的问题。The train of the invention does not need to be provided with other buttons or switches, and the automatic switching of end-changing maintenance can be realized through the occupation of the driver's cab, which solves the problem of difficulty in automatic switching of end-changing maintenance.
进一步地，位于列车联挂端的保持控制单元的换端保持继电器第二常开触点与常闭触点的公共连接端均被配置为与重联线连接。Further, the common connection ends of the second normally open contact and the normally closed contact of the end change holding relay of the holding control unit located at the train coupling end are configured to be connected to the reconnection line.
该电路适用于重联列车的任意端联挂；司机室占有丢失后，通过该电路构建的整车监控回路信号仍能持续保持，不会因为司机室占有丢失而丢失；该换端保持电路可根据列车司机室换端，实现自动换端；通过该保持电路建立的列车完整性、门关好监控、门锁好监控等信号，在全自动驾驶列车休眠状态，仍能够保持正常输出。This circuit is suitable for any terminal connection of double-connected trains; after the driver's cab is lost, the signal of the vehicle monitoring circuit constructed by this circuit can still be maintained continuously, and will not be lost due to the loss of the driver's cab; According to the change of end in the train driver's cab, automatic end change is realized; through the train integrity, door closed monitoring, door lock monitoring and other signals established by the maintenance circuit, the normal output can still be maintained in the dormant state of the fully automatic driving train.
所述第二继电器第二触点与第三继电器第一触点并联；所述第二继电器第四触点与第三继电器第二触点并联。The second contact of the second relay is connected in parallel with the first contact of the third relay; the fourth contact of the second relay is connected in parallel with the second contact of the third relay.
列车救援时，由于故障车故障状态不确定，有可能是无电车、严重故障车，如果考虑故障车状态，可能会影响救援车的运行，故需隔离故障车状态。救援模式通常要求救援车联挂端操作救援模式旋钮，使第三继电器得电。第三继电器得电，则第三继电器的第二触点得电；第三继电器的第二触点将旁路第二继电器的第四触点。电流通过换端保持失电端第三继电器的第二触点，流经换端保持继电器的常闭触点，再通过中间各车的监控状态，流经换端保持得电端的换端保持继电器的第二常开触点，使换端保持得电端监控继电器得电。During train rescue, since the fault state of the faulty car is uncertain, there may be no tram or a serious faulty car. If the state of the faulty car is considered, it may affect the operation of the rescue vehicle, so the state of the faulty car needs to be isolated. Rescue mode usually requires the rescue vehicle linkage terminal to operate the rescue mode knob to energize the third relay. When the third relay is energized, the second contact of the third relay is energized; the second contact of the third relay will bypass the fourth contact of the second relay. The current passes through the second contact of the third relay of the end-changing and maintaining the power-off end, flows through the normally closed contact of the switching-end maintaining relay, and then passes through the monitoring status of each vehicle in the middle, and flows through the switching-end maintaining relay of the energized end The second normally open contact of the switching terminal keeps the monitoring relay of the energized terminal energized.
进一步地，所述第二继电器第二触点、第三继电器第一触点均与重联线连接。Further, the second contact of the second relay and the first contact of the third relay are both connected to the reconnection line.
相应的，本发明还提供了一种轨道交通车辆，其采用上述列车换端保持控制电路。Correspondingly, the present invention also provides a rail transit vehicle, which adopts the above-mentioned train end-changing maintenance control circuit.
本发明中，其中一个保持控制单元设置于其中一个司机室内，另一个保持控制单元设置于另一个司机室内。便于司机进行换端操作，使用安全、方便。In the present invention, one of the holding control units is arranged in one of the cabs, and the other holding control unit is arranged in the other cab. It is convenient for the driver to change the end operation, and it is safe and convenient to use.
作为一个发明构思，本发明还提供了一种重联列车，包括多个轨道交通车辆，相邻两个轨道交通车辆通过重联线连接。As an inventive concept, the present invention also provides a reconnection train, which includes a plurality of rail transit vehicles, and two adjacent rail transit vehicles are connected by a reconnection line.
进一步地，位于列车联挂端的保持控制单元的换端保持继电器第二常开触点与常闭触点的公共连接端均被配置为与重联线连接。Further, the common connection ends of the second normally open contact and the normally closed contact of the end change holding relay of the holding control unit located at the train coupling end are configured to be connected to the reconnection line.
进一步地，所述第二继电器第二触点另一端被配置为与重联线连接。Further, the other end of the second contact of the second relay is configured to be connected to a reconnection line.
进一步地，所述轨道交通车辆的列车换端保持控制电路的两个保持控制单元分别设置于该轨道交通车辆两端的两个司机室内。Further, the two holding control units of the train end holding control circuit of the rail transit vehicle are respectively arranged in the two driver's compartments at the two ends of the rail transit vehicle.
有益效果Beneficial effect
与现有技术相比，本发明所具有的有益效果为：Compared with prior art, the beneficial effect that the present invention has is:
1）本发明通过建立车头、车尾电路，保证了整编组列车（单编组列车或重联列车）只有一个司机室的换端保持继电器得电；1) The present invention ensures that only one driver's cab's end-changing relay is energized by establishing the front and rear circuits;
2）本发明设置了换端保持电路，适用于单编组列车、多编组任意端联挂重联列车构建整列车整车监控回路；2) The present invention is equipped with an end-changing holding circuit, which is suitable for single-marshalling trains and multi-marshalling trains with arbitrary ends connected to double-connected trains to build a whole-train and whole-vehicle monitoring circuit;
3）本发明解决了司机室占有丢失时，重联列车完整性、门关好、门锁好等信号丢失问题，通过换端保持电路，可建立列车完整性、门关好、门锁好等列车监控整车监控回路，并且在司机室占有丢失时保持信号不丢失；3) The present invention solves the problem of loss of signals such as the integrity of the reconnected train, the door is closed, and the door is locked when the driver’s cab is lost. The train monitors the entire vehicle monitoring circuit, and keeps the signal from being lost when the driver's cab is lost;
4）本发明解决了多编组重联全自动驾驶列车休眠状态下，列车完整性、门关好、门锁好等信号丢失问题，换端保持电路可以在休眠状态下保持有电，使通过其构建的列车完整性、门关好、门锁好等信号不丢失；4) The present invention solves the problem of loss of signals such as train integrity, door closed, and door locked under the dormant state of multi-marshalling and reconnected fully automatic driving trains. The signals of train integrity, door closed and locked are not lost;
本发明解决了换端保持自动切换难的问题，列车无需设置其他按钮或开关，通过司机室占有可实现换端保持的自动切换。The invention solves the problem of difficulty in automatic switching of end-changing maintenance, and the train does not need to be provided with other buttons or switches, and the automatic switching of terminal-changing maintenance can be realized by occupying the driver's cab.
附图说明Description of drawings
图1为现有的第一种列车整车监控电路结构图；Fig. 1 is the structural diagram of the existing first kind of train vehicle monitoring circuit;
图2为现有的第二种列车整车监控电路的原理图；Fig. 2 is the schematic diagram of the existing second train vehicle monitoring circuit;
图3为现有的第三种列车激活电路原理图；Fig. 3 is the schematic diagram of the existing third train activation circuit;
图4为现有的第三种列车整车监控电路的原理图；Fig. 4 is the schematic diagram of the existing third train vehicle monitoring circuit;
图5为现有的救援控制电路原理图；Fig. 5 is the schematic diagram of existing rescue control circuit;
图6为现有的列车联挂好控制电路原理图；Fig. 6 is the schematic diagram of the control circuit of the existing train linkage;
图7为本发明实施例车头、车尾控制电路原理图；Fig. 7 is the schematic diagram of the front and rear control circuits of the embodiment of the present invention;
图8为本发明实施例换端保持控制部分电路原理图；Fig. 8 is a schematic diagram of the circuit of the terminal switching and holding control part according to the embodiment of the present invention;
图9为本发明实施例整车监控回路原理图；Fig. 9 is a schematic diagram of a vehicle monitoring circuit according to an embodiment of the present invention;
图10为本发明实施例重联列车监控回路原理图。cFig. 10 is a schematic diagram of a monitoring circuit of a double-connected train according to an embodiment of the present invention. c
本发明的实施方式Embodiments of the present invention
如图7所示，本发明实施例车头、车尾控制电路中，第一继电器KM4为司机室占有继电器，第二继电器KM5为列车联挂好继电器；第三继电器KM6为救援继电器；第四继电器KM7为车尾继电器，第五继电器KM8为车头继电器。As shown in Figure 7, in the control circuit of the front and rear of the car in the embodiment of the present invention, the first relay KM4 is the driver's cab occupation relay, the second relay KM5 is the relay for the train connection; the third relay KM6 is the rescue relay; the fourth relay KM7 is the rear relay, and the fifth relay KM8 is the front relay.
对于重联列车，通常要求列车联挂端不能占有司机室，或者占有司机室列车不能动车。故对于重联列车，只考虑非联挂端占有。当非联挂端司机室占有时，第一继电器KM4得电，第一继电器KM4的1-2触点（第一继电器KM4的第一触点）闭合；非联挂端第二继电器KM5不得电，第二继电器KM5的1-2触点（第二继电器KM5的第一触点）闭合；由于第四继电器KM7不得电，故第四继电器KM7的1-2触点（第四继电器KM7的第一触点）闭合；从而使第五继电器KM8得电。For double-connected trains, it is usually required that the train connection end cannot occupy the driver's cab, or the train that occupies the driver's cab cannot move. Therefore, for double-connected trains, only non-connected trains are considered. When the driver's cab of the non-connected terminal is occupied, the first relay KM4 is energized, and the 1-2 contacts of the first relay KM4 (the first contact of the first relay KM4) are closed; the second relay KM5 of the non-connected terminal is not energized. , the 1-2 contact of the second relay KM5 (the first contact of the second relay KM5) is closed; since the fourth relay KM7 is not powered, the 1-2 contact of the fourth relay KM7 (the first contact of the fourth relay KM7 One contact) is closed; thus the fifth relay KM8 is energized.
当占有端车头继电器KM8得电后，KM8的1-2触点（KM8的第一触点）闭合，2-3触点（KM8的第二触点）断开。由于非联挂端列车联挂好KM5继电器不得电，KM5的3-4触点（KM5的第二触点）闭合。故电源通过第一继电器KM4的1-2触点，流经KM8的1-2触点，流经占有端KM5的3-4触点，再流经列车最远端非占有端KM5的3-4触点，经列车最远端非占有端KM8的2-3触点，使远端非占有端的第四继电器KM7得电。When the front relay KM8 at the possessing end is energized, the 1-2 contact of KM8 (the first contact of KM8) is closed, and the 2-3 contact (the second contact of KM8) is disconnected. Because the KM5 relay of the non-connected end train is connected and connected, the KM5 relay cannot be energized, and the 3-4 contact of KM5 (the second contact of KM5) is closed. Therefore, the power flows through the 1-2 contacts of the first relay KM4, flows through the 1-2 contacts of KM8, flows through the 3-4 contacts of the occupied end KM5, and then flows through the 3-3- 4 contacts, through the 2-3 contacts of the farthest non-occupancy end KM8 of the train, the fourth relay KM7 at the far end non-occupancy end is energized.
如图7所示，当A1端司机室占有时，A1端（即车头端）的第五继电器KM8得电，整列车其它所有非占有司机室的KM8继电器不得电；A2端（即车尾端）的第四继电器KM7得电，整列车其它所有有司机室的第四继电器KM7继电器不得电。As shown in Figure 7, when the driver's cab at the A1 end is occupied, the fifth relay KM8 at the A1 end (that is, the front end) is energized, and all other KM8 relays that do not occupy the driver's cab in the whole train cannot be energized; ) of the fourth relay KM7 is energized, and all other fourth relay KM7 relays of the whole train with cabs are not energized.
当司机室占有丢失时，所有司机室KM7、KM8均失电。When the driver's cab is lost, all the driver's cabs KM7 and KM8 lose power.
当两列车或多列车重联时，由于联挂端列车联挂好继电器KM5得电，故KM5的3-4触点断开，故电源流经第一继电器KM4的1-2触点，流经占有端KM8的1-2触点，流经占有端KM5的3-4触点，无法流经重联司机室KM5的3-4触点，只能通过重联线流入下一列列车，直到电流流经列车最远端非占有端KM5的3-4触点，经列车最远端非占有端KM8的2-3触点，使远端非占有端的KM7得电。When two trains or multiple trains are reconnected, because the relay KM5 of the train connected at the connection end is energized, the 3-4 contacts of KM5 are disconnected, so the power flows through the 1-2 contacts of the first relay KM4 and flows Through the 1-2 contact of the possession terminal KM8, it flows through the 3-4 contact of the possession terminal KM5, and cannot flow through the 3-4 contact of the reconnection cab KM5, and can only flow into the next train through the reconnection line until The current flows through the 3-4 contacts of the farthest non-occupancy terminal KM5 of the train, and through the 2-3 contacts of the farthest non-occupancy terminal KM8 of the train, so that the KM7 of the remote non-occupancy terminal is energized.
当列车救援时，故障车由于故障状态不确定，有可能是无电车、严重故障车，如果考虑故障车状态，可能会影响救援车的运行。救援模式通常要求救援车联挂端操作救援模式旋钮，使第三继电器KM6得电。当联挂端的第三继电器KM6得电时，第三继电器KM6的1-2触点（第三继电器KM6的第一触点）闭合，第三继电器KM6可旁路联挂端KM5的3-4触点。此时电源流经第一继电器KM4的1-2触点，流经占有端KM8的1-2触点，流经占有端KM5的3-4触点，再流经联挂端的第三继电器KM6的1-2触点，然后流经联挂端KM8的2-3触点，使联挂端KM7得电。即救援模式下，列车整车监控回路仅考虑救援车，不考虑故障车状态。When the train is being rescued, the faulty car may be a non-electric car or a serious faulty car due to the uncertain fault status. If the state of the faulty car is considered, it may affect the operation of the rescue vehicle. The rescue mode usually requires the rescue vehicle linkage end to operate the rescue mode knob to energize the third relay KM6. When the third relay KM6 at the connecting end is energized, the 1-2 contact of the third relay KM6 (the first contact of the third relay KM6) is closed, and the third relay KM6 can bypass the 3-4 of the connecting end KM5 contacts. At this time, the power flows through the 1-2 contacts of the first relay KM4, flows through the 1-2 contacts of the occupying end KM8, flows through the 3-4 contacts of the occupying end KM5, and then flows through the third relay KM6 of the connecting end The 1-2 contacts of the connecting terminal KM8 then flow through the 2-3 contacts of the connecting terminal KM8, so that the connecting terminal KM7 is energized. That is, in the rescue mode, the train vehicle monitoring circuit only considers the rescue vehicle and does not consider the status of the faulty vehicle.
换端保持部分电路如图8所示。The part of the circuit for switching ends is shown in Figure 8.
如图8所示，KM9为换端保持继电器。As shown in Figure 8, KM9 is an end-changing holding relay.
当司机室占有时，占有端KM9继电器得电。由于占有司机室KM7不得电，故车尾继电器KM7的3-4触点（KM7的第二触点）闭合；重联列车，只考虑非联挂端占有，故列车联挂好KM5不得电，KM5的5-6触点（KM5的第三触点）闭合；KM9得电后，KM9的5-6触点（KM9的第一常开触点）闭合，形成一个自保持电路。When the driver's cab is in possession, the KM9 relay at the possession end is energized. Since KM7 is occupied in the driver's cab, the 3-4 contacts of the rear relay KM7 (the second contact of KM7) are closed; for re-connected trains, only the non-connected end is considered, so the KM5 is not powered when the train is connected. The 5-6 contact of KM5 (the third contact of KM5) is closed; after KM9 is energized, the 5-6 contact of KM9 (the first normally open contact of KM9) is closed to form a self-holding circuit.
当司机室占有丢失，即第一继电器KM4的3-4触点（第一继电器KM4的第二触点）断开时，KM9通过自保持电路仍得电。When the driver's cab is lost, that is, when the 3-4 contact of the first relay KM4 (the second contact of the first relay KM4) is disconnected, KM9 is still energized through the self-holding circuit.
KM9继电器通过休眠负载供电，当列车休眠后，仍可保持KM9得电。The KM9 relay supplies power through the dormant load, and when the train is dormant, it can still keep KM9 powered.
如图8所示，当本端占有，本端KM9得电后；撤销本端占有，本端KM9仍然有电；当另一端占有时，另一端KM9得电；则本端KM7得电，KM7的3-4触点断开，使本端KM9失电。实现换端保持的自动切换。As shown in Figure 8, when the local end is occupied, the local KM9 is powered; when the local end is canceled, the local KM9 still has power; when the other end is occupied, the other end KM9 is powered; The 3-4 contact of the switch is disconnected, so that the KM9 at this end loses power. Realize the automatic switching of end-changing maintenance.
换端保持继电器KM9的用途：由于KM9继电器单端非联挂端得电，可通过KM9建立单编组或重联编组列车整车监控回路，如图9所示：The use of the end-changing holding relay KM9: Since the single-end non-connection terminal of the KM9 relay is energized, a single-marshalling or double-marshalling train vehicle monitoring circuit can be established through KM9, as shown in Figure 9:
如图9所示，KM继电器可以为列车完整性、列车门关好、列车门锁好、列车刀开关监控、高断监控、停放制动监控、摩擦制动监控等涉及整列车整车监控回路的监控继电器KM。As shown in Figure 9, the KM relay can be used for train integrity, train door closed, train door locked, train knife switch monitoring, high-break monitoring, parking brake monitoring, friction brake monitoring, etc. The monitoring relay KM.
如图9和图10所示，整列车监控电源来自非联挂端、换端保持失电端。As shown in Fig. 9 and Fig. 10, the monitoring power supply of the whole train comes from the non-connection terminal, and the switching terminal maintains the power-off terminal.
单列车时，联挂好继电器KM5失电，KM5的7-8触点（KM5的第四触点）闭合；换端保持失电端KM9继电器失电，KM9的1-2触点（KM9的常闭触点）闭合，2-3触点（KM9的第二常开触点）断开；换端保持得电端KM9得电，KM9的2-3触点闭合，1-2触点断开。电流通过换端保持失电端KM5的7-8触点，流经KM9的1-2触点，再通过中间各车的监控状态，流经换端保持得电端KM9的2-3触点，使KM继电器得电。通过两端司机室KM9继电器3-3之间的列车线，使两端司机室KM继电器得电。When there is a single train, the connected relay KM5 loses power, and the 7-8 contacts of KM5 (the fourth contact of KM5) are closed; the KM9 relay at the end keeps the power-off terminal loses power, and the 1-2 contacts of KM9 (the fourth contact of KM9) lose power. Normally closed contact) is closed, 2-3 contact (the second normally open contact of KM9) is disconnected; the terminal KM9 is powered, KM9's 2-3 contact is closed, and 1-2 contact is disconnected open. The current passes through the 7-8 contacts of KM5 at the end-changing and maintaining the power-off terminal, flows through the 1-2 contacts of KM9, and then passes through the monitoring status of each car in the middle, and flows through the 2-3 contacts of KM9 at the switching-end maintaining the energized terminal , so that the KM relay is energized. Through the train line between the KM9 relays 3-3 in the cabs at both ends, the KM relays in the cabs at both ends are energized.
多列车重联时，由于重联列车联挂端司机室的KM5继电器得电，故电源只能通过两端非联挂端下电，电流通过换端保持失电端KM5的7-8触点，流经KM9的1-2触点，再通过中间各车的监控状态，经过重联列车线，最终流经换端保持得电端KM9的2-3触点，使KM继电器得电。通过换端保持得电列车两端司机室KM9继电器3-3之间的列车线，使换端保持得电列车两端司机室KM继电器得电。When multiple trains are reconnected, since the KM5 relay in the driver's cab of the reconnected train is energized, the power supply can only be powered off through the non-connected terminals at both ends, and the current passes through the switching terminal to maintain the 7-8 contacts of the deenergized terminal KM5 , flows through the 1-2 contacts of KM9, then passes through the monitoring status of each car in the middle, passes through the double-connected train line, and finally flows through the 2-3 contacts of KM9 at the switching end to keep the energized end, so that the KM relay is energized. By changing the train line between the KM9 relays 3-3 in the driver's cab at the two ends of the electrified train, the KM relay in the driver's cab at the two ends of the electrified train is energized.
列车救援时，由于故障车故障状态不确定，有可能是无电车、严重故障车，如果考虑故障车状态，可能会影响救援车的运行，故需隔离故障车状态。救援模式通常要求救援车联挂端操作救援模式旋钮，使第三继电器KM6得电。第三继电器KM6得电，则第三继电器KM6的5-6触点（第三继电器KM6的第二触点）得电；第三继电器KM6的5-6触点将旁路KM5的7-8触点。电流通过换端保持失电端第三继电器KM6的5-6触点，流经KM9的1-2触点，再通过中间各车的监控状态，流经换端保持得电端KM9的2-3触点，使KM继电器得电。During train rescue, since the fault state of the faulty car is uncertain, there may be no tram or a serious faulty car. If the state of the faulty car is considered, it may affect the operation of the rescue vehicle, so the state of the faulty car needs to be isolated. The rescue mode usually requires the rescue vehicle linkage end to operate the rescue mode knob to energize the third relay KM6. When the third relay KM6 is energized, the 5-6 contact of the third relay KM6 (the second contact of the third relay KM6) is energized; the 5-6 contact of the third relay KM6 will bypass the 7-8 of KM5 contacts. The current passes through the 5-6 contacts of the third relay KM6 at the end-changing and maintaining the power-off end, flows through the 1-2 contacts of KM9, and then passes through the monitoring status of each vehicle in the middle, and flows through the 2- 3 contacts to energize the KM relay.
 the

Claims (10)

  1. 一种列车换端保持控制电路，其特征在于，包括两个结构相同的保持控制单元；其中一个保持控制单元包括与电源连接的第一继电器（KM4）第一触点；所述第一继电器（KM4）第一触点与第二继电器（KM5）第一触点、第四继电器（KM7）第一触点串联；所述第四继电器（KM7）第一触点与第五继电器（KM8）线圈连接；所述第四继电器（KM7）的线圈依次与第五继电器（KM8）的常闭触点、第五继电器（KM8）的常开触点连接；所述第五继电器（KM8）的常开触点一端接入所述第一继电器（KM4）第一触点与第二继电器（KM5）第一触点之间；所述第二继电器（KM5）第二触点一端接入所述第五继电器（KM8）的常闭触点、第五继电器（KM8）的常开触点另一端之间；与两个保持控制单元分别对应的两个第二继电器（KM5）第二触点另一端相互连接；A train end-changing holding control circuit is characterized in that it includes two holding control units with the same structure; one of the holding control units includes a first contact of a first relay (KM4) connected to a power supply; the first relay ( The first contact of KM4) is connected in series with the first contact of the second relay (KM5) and the first contact of the fourth relay (KM7); the first contact of the fourth relay (KM7) is connected with the coil of the fifth relay (KM8) connection; the coil of the fourth relay (KM7) is sequentially connected to the normally closed contact of the fifth relay (KM8) and the normally open contact of the fifth relay (KM8); the normally open contact of the fifth relay (KM8) One end of the contact is connected between the first contact of the first relay (KM4) and the first contact of the second relay (KM5); one end of the second contact of the second relay (KM5) is connected to the fifth Between the normally closed contact of the relay (KM8) and the other end of the normally open contact of the fifth relay (KM8); the other ends of the second contacts of the two second relays (KM5) corresponding to the two holding control units respectively connect;
    所述保持控制单元还包括换端保持继电器（KM9）；所述换端保持继电器（KM9）的线圈与第一继电器（KM4）第二触点一端连接；所述第一继电器（KM4）第二触点另一端接负载；所述第一继电器（KM4）第二触点与串联支路并联；所述串联支路包括串联的第四继电器（KM7）第二触点、第二继电器（KM5）第三触点、换端保持继电器（KM9）的第一常开触点；所述换端保持继电器（KM9）的第一常开触点一端与所述换端保持继电器（KM9）的线圈连接。The holding control unit also includes an end-changing holding relay (KM9); the coil of the end-changing holding relay (KM9) is connected to one end of the second contact of the first relay (KM4); the second contact of the first relay (KM4) The other end of the contact is connected to the load; the second contact of the first relay (KM4) is connected in parallel with the series branch; the series branch includes the second contact of the fourth relay (KM7) in series and the second contact of the second relay (KM5) The third contact, the first normally open contact of the end-change holding relay (KM9); one end of the first normally open contact of the end-change holding relay (KM9) is connected to the coil of the end-change holding relay (KM9) .
  2. 根据权利要求1所述的列车换端保持控制电路，其特征在于，所述换端保持继电器（KM9）的第二常开触点一端与监控继电器（KM）连接；所述换端保持继电器（KM9）的第二常开触点另一端与换端保持继电器（KM9）的常闭触点一端连接；所述换端保持继电器（KM9）的常闭触点另一端通过第二继电器（KM5）第四触点接负载；一根连接线一端接入其中一个保持控制单元的换端保持继电器（KM9）第二常开触点与监控继电器（KM）线圈之间，另一端接入另一个保持控制单元的换端保持继电器（KM9）第二常开触点与监控继电器（KM）线圈之间；两个保持控制单元分别位于列车两端，一个保持控制单元的换端保持继电器（KM9）第二常开触点与常闭触点的公共连接端、另一个保持控制单元的换端保持继电器（KM9）第二常开触点与常闭触点的公共连接端之间通过各节车的状态监控单元连接。According to the control circuit for train end change maintenance according to claim 1, it is characterized in that one end of the second normally open contact of the end change maintenance relay (KM9) is connected to the monitoring relay (KM); the end change maintenance relay ( The other end of the second normally open contact of KM9) is connected to one end of the normally closed contact of the switch-end holding relay (KM9); the other end of the normally-close contact of the switch-end holding relay (KM9) passes through the second relay (KM5) The fourth contact is connected to the load; one end of a connecting wire is connected between the second normally open contact of the switching holding relay (KM9) of one of the holding control units and the coil of the monitoring relay (KM), and the other end is connected to another holding Between the second normally open contact of the end-changing holding relay (KM9) of the control unit and the coil of the monitoring relay (KM); The common connection end of the two normally open contacts and the normally closed contacts, the other holding control unit's switching holding relay (KM9), the second normally open contact and the common connection end of the normally closed contacts are passed through the Status monitoring unit connection.
  3. 根据权利要求2所述的列车换端保持控制电路，其特征在于，位于列车联挂端的保持控制单元的换端保持继电器（KM9）第二常开触点与常闭触点的公共连接端均被配置为与重联线连接。According to claim 2, the holding control circuit for train changing ends is characterized in that the common connection ends of the second normally open contact and the normally closed contact of the holding control unit located at the train coupling end holding relay (KM9) are both Configured to connect with rewired wires.
  4. 根据权利要求1-3中任一项所述的列车换端保持控制电路，其特征在于，所述第二继电器（KM5）第二触点与第三继电器（KM6）第一触点并联；所述第二继电器（KM5）第四触点与第三继电器（KM6）第二触点并联。The train end-changing maintenance control circuit according to any one of claims 1-3, characterized in that, the second contact of the second relay (KM5) is connected in parallel with the first contact of the third relay (KM6); The fourth contact of the second relay (KM5) is connected in parallel with the second contact of the third relay (KM6).
  5. 根据权利要求4所述的列车换端保持控制电路，所述第二继电器（KM5）第二触点、第三继电器(KM6)第一触点均与重联线连接。According to the control circuit for train end change maintenance according to claim 4, the second contact of the second relay (KM5) and the first contact of the third relay (KM6) are both connected to the reconnection line.
  6. 一种轨道交通车辆，其特征在于，其采用权利要求1-5中任一项所述的列车换端保持控制电路。A rail transit vehicle, characterized in that it adopts the train end-change maintenance control circuit according to any one of claims 1-5.
  7. 根据权利要求6所述的轨道交通车辆，其特征在于，其中一个保持控制单元设置于其中一个司机室内，另一个保持控制单元设置于另一个司机室内。The rail transit vehicle according to claim 6, wherein one of the holding control units is arranged in one of the cabs, and the other holding control unit is arranged in the other cab.
  8. 一种重联列车，其特征在于，包括多个如权利要求6或7所述的轨道交通车辆，相邻两个轨道交通车辆通过重联线连接。A reconnection train is characterized in that it comprises a plurality of rail transit vehicles as claimed in claim 6 or 7, and two adjacent rail transit vehicles are connected by a reconnection line.
  9. 根据权利要求8所述的重联列车，其特征在于，位于列车联挂端的保持控制单元的换端保持继电器（KM9）第二常开触点与常闭触点的公共连接端均被配置为与重联线连接。The double-connected train according to claim 8, characterized in that the common connection between the second normally open contact and the normally closed contact of the second normally open contact of the holding control unit located at the train coupling end holding relay (KM9) is configured as Connect with rewire.
  10. 根据权利要求8或9所述的重联列车，其特征在于，所述第二继电器（KM5）第二触点另一端被配置为与重联线连接；The reconnection train according to claim 8 or 9, characterized in that, the other end of the second contact of the second relay (KM5) is configured to be connected to the reconnection line;
    优选地，所述第二继电器（KM5）第二触点与第三继电器（KM6）第一触点并联；所述第二继电器（KM5）第四触点与第三继电器（KM6）第二触点并联，所述第二继电器（KM5）第二触点、第三继电器（KM6）第一触点均与重联线连接。Preferably, the second contact of the second relay (KM5) is connected in parallel with the first contact of the third relay (KM6); the fourth contact of the second relay (KM5) is connected with the second contact of the third relay (KM6). The points are connected in parallel, and the second contact of the second relay (KM5) and the first contact of the third relay (KM6) are both connected to the reconnection line.
PCT/CN2022/104058 2021-09-29 2022-07-06 Train end change holding control circuit, rail transit vehicle and coupled trains WO2023050962A1 (en)

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