阅读说明：本技术 一种轨道交通车辆磁轨制动控制电路 (Rail transit vehicle magnetic track brake control circuit ) 是由 孙建 张潜 茅迿 宋德建 肖飞 薛宏佺 张洪飞 余凯 于 2019-10-28 设计创作，主要内容包括：本发明涉及轨道交通车辆磁轨制动控制电路,适用于高悬挂磁轨制动装置。可通过车辆速度信号设定自动控制,也可通过人工按按钮手动控制；实现分时控制磁轨制动执行装置(气动)和电磁铁；当电磁铁励磁5分钟后自动断电,防止电磁铁长时间工作损坏电磁铁。磁轨制动供电执行电路可实现磁轨制动执行装置动作控制、电磁铁励磁控制、电磁铁线圈断电反向DC800V冲击电压保护功能。本发明可根据具体场景应用需求推广到所有中高速城市轨道车辆上,可安全可靠的对磁轨制动系统进行控制。(The invention relates to a magnetic track brake control circuit of a rail transit vehicle, which is suitable for a high-suspension magnetic track brake device. The automatic control can be set through a vehicle speed signal, and the manual control can also be realized through manually pressing a button; the magnetic track brake executing device (pneumatic) and the electromagnet are controlled in a time-sharing mode; when the electromagnet is excited for 5 minutes, the power is automatically cut off, so that the electromagnet is prevented from being damaged due to long-time work. The magnetic track brake power supply execution circuit can realize the functions of controlling the action of the magnetic track brake execution device, controlling the excitation of the electromagnet and protecting the impact voltage of the electromagnet coil power-off reverse DC 800V. The invention can be popularized to all medium and high speed urban rail vehicles according to the application requirements of specific scenes, and can safely and reliably control the magnetic track brake system.)

1. A rail transit vehicle magnetic track brake control circuit, comprising: the system comprises a pneumatic actuating mechanism relay K4, an electromagnet relay K3, a system protection relay K5, an electrified delay relay DRM1 and an electrified delay relay DRM2, wherein the pneumatic actuating mechanism relay K4 is connected with the electrified delay relay DRM1, and the system protection relay K5 is connected with the electrified delay relay DRM 2; control circuit has automatic control branch road and manual control branch road, and the automatic control branch road includes the isolation magnetic track brake switch MTBBS, emergency braking relay contact K2 that establish ties with speed signal, and the manual control branch road is including the first circuit breaker CB1, cab signal selection switch COR, the isolation magnetic track brake switch MTBBS that establish ties with the train power in proper order, the manual control branch road is pressed the button MTBBB artificially, automatic control branch road and manual control branch road connect pneumatic actuating mechanism relay K4 and get electric delay relay DRM1 behind the normally open contact of network command switch K0, system protection relay K5 who is controlled by TCMS network command in proper order, lose electric delay relay DRM2 connects the train power through electromagnet relay K3's normally closed contact, first circuit breaker CB1 in proper order.

2. The rail transit vehicle magnetic track brake control circuit of claim 1, wherein: and a diode D1 is connected in series in the automatic control branch.

3. The rail transit vehicle magnetic track brake control circuit of claim 1, wherein: the pneumatic actuator relay K4 is used for controlling a pneumatic actuator of the magnetic track brake device, the pneumatic actuator relay K4 is electrified to drive the pneumatic actuator of the magnetic track brake device to move downwards to a set position, and an electromagnet installed on the structural support is made to be close to a track.

4. The rail transit vehicle magnetic track brake control circuit of claim 1, wherein: the emergency brake relay contact K2 is closed to represent that emergency brake is applied, and is opened to represent that the emergency brake is not applied; when the isolation magnetic track brake switch MTBBS is disconnected, the magnetic track brake is not started; when the vehicle does not have a power supply fault signal, the network command switch K0 is closed, otherwise, the network command switch K0 is opened; when the cab signal selection switch COR is closed, the magnetic track brake can be manually controlled only in the corresponding cab; when the manual application button MTBPB is closed, magnetic track braking is triggered, and when the manual application button MTBPB is opened, the magnetic track braking is relieved; when the electromagnet relay K3 is electrified, the electromagnet is electrified; otherwise, the power is lost.

5. A rail vehicle, characterized in that: the rail transit vehicle magnetic track brake control circuit of any of claims 1-4.

Technical Field

The invention relates to a magnetic track brake control circuit of a rail transit vehicle, and belongs to the technical field of control circuits of rail transit vehicles.

Background

The magnetic track brake is mainly used as an auxiliary brake mode and is used for emergency braking of high-speed passenger trains with insufficient adhesive force. When the magnetic rail is braked, the adhesion factor between the wheel rails is obviously increased due to the grinding effect of the electromagnet on the steel rail, the speed of a train adopting the magnetic rail brake can be increased by more than 40km/h compared with a train not adopting the magnetic rail brake, and in addition, the braking distance can be shortened by adopting the magnetic rail brake. The magnetic rail brake of the rail transit vehicle at present is divided into a high-suspension magnetic rail brake and a low-suspension magnetic rail brake according to a suspension mode, the main difference is that the distance from a magnetic rail brake executing device to a rail is different after the magnetic rail brake executing device is retracted, the high-suspension magnetic rail brake is generally used for a high-speed train, the speed per hour is more than 120km/h, certain danger is caused if the magnet suspension is easily interrupted by foreign matters when the magnet suspension is too low in the high-speed running of the train, and the low-suspension magnetic rail brake is used for urban tramcars, subway trains and light rail trains, and the speed per hour is less than 120 km/h.

At present, the magnetic track brake system of the conventional urban rail vehicle needs to supply power to DC24V, magnetic track brake is applied only by controlling the attraction and the disconnection of a magnetic track brake coil through a contactor, and the DC110V power supply system cannot be applied to a newly developed medium-high speed urban rail vehicle. In the power supply system, the vehicle cannot directly control a delay control magnetic track brake actuating mechanism, an excitation device and the like; the magnetic track system required by the vehicle has no functions of automatic power-off, state monitoring and indication and fault feedback when working for a long time.

Disclosure of Invention

The invention mainly aims to solve the problems in the prior art and provides a magnetic track brake control circuit of a rail transit vehicle.

In order to solve the technical problem, the invention provides a magnetic track brake control circuit of a rail transit vehicle, which comprises: the system comprises a pneumatic actuating mechanism relay K4, an electromagnet relay K3, a system protection relay K5, an electrified delay relay DRM1 and an electrified delay relay DRM2, wherein the pneumatic actuating mechanism relay K4 is connected with the electrified delay relay DRM1, and the system protection relay K5 is connected with the electrified delay relay DRM 2; control circuit has automatic control branch road and manual control branch road, and the automatic control branch road includes the isolation magnetic track brake switch MTBBS, emergency braking relay contact K2 that establish ties with speed signal, and the manual control branch road is including the first circuit breaker CB1, cab signal selection switch COR, the isolation magnetic track brake switch MTBBS that establish ties with the train power in proper order, the manual control branch road is pressed the button MTBBB artificially, automatic control branch road and manual control branch road connect pneumatic actuating mechanism relay K4 and get electric delay relay DRM1 behind the normally open contact of network command switch K0, system protection relay K5 who is controlled by TCMS network command in proper order, lose electric delay relay DRM2 connects the train power through electromagnet relay K3's normally closed contact, first circuit breaker CB1 in proper order.

The magnetic track brake control circuit can be automatically controlled through setting of a vehicle speed signal, and can also be manually controlled through manually pressing a button. The magnetic track brake executing device (pneumatic executing mechanism control device) and the electromagnet can be controlled in a time-sharing mode. The automatic power-off function can be realized after the electromagnet is excited for 5 minutes, and the electromagnet is prevented from being damaged due to long-time work; the function of automatically cutting off the magnetic track brake system when the power supply of the vehicle fails can be realized. The invention can be popularized to all medium and high speed urban rail vehicles according to the application requirements of specific scenes, and can safely and reliably control the magnetic track brake system.

Drawings

Fig. 1 is a circuit diagram of a magnetic track brake control circuit of the present invention.

Fig. 2 is a circuit diagram of a magnetic track brake power supply implementation of the present invention.

Fig. 3 is a magnetic track brake status monitoring and feedback circuit of the present invention.

Detailed Description

The following explains an embodiment of the present invention with reference to the drawings.

The magnetic track brake control circuit of the rail transit vehicle is suitable for a high-suspension magnetic track brake device. The high-suspension magnetic track braking device comprises a structural support, and an air cylinder and an electromagnet which are arranged on the structural support, wherein the air cylinder (a pneumatic actuating mechanism) is controlled by a pneumatic actuating mechanism control device to drive the structural support to lift. The high suspension magnetic track brake application is divided into two processes, the first stage is a process that the magnetic track brake execution device falls to a set position, and the second stage is a process that the magnetic track is excited to be electrified and then generates electromagnetic attraction with a guide rail so as to generate friction force.

As shown in fig. 1, the magnetic track brake control circuit according to the embodiment of the present invention includes: the system comprises a pneumatic actuating mechanism relay K4, an electromagnet relay K3, a system protection relay K5, an electricity-on delay relay DRM1 (the delay time is 2 seconds) and an electricity-off delay relay DRM2 (the delay time is 5 minutes), wherein the pneumatic actuating mechanism relay K4 is connected with the electricity-on delay relay DRM1, and the system protection relay K5 is connected with the electricity-off delay relay DRM 2; control circuit has automatic control branch road and manual control branch road, and the automatic control branch road includes and establishes ties in keeping apart magnetic track brake switch MTBBS, emergency braking relay contact K2 with speed signal, and the manual control branch road is including in proper order with the first circuit breaker CB1 of train power series connection, cab signal selection switch COR, keep apart magnetic track brake switch MTBBS, the manual work application button MTBBB PB, automatic control branch road and manual control branch road connect pneumatic actuator relay K4 and get electric delay relay DRM1 behind being controlled by network command switch K0 of TCMS network instruction, system protection relay K5's normally open contact in proper order, power-off delay relay DRM2 connects the train power through electromagnet relay K3's normally closed contact, first circuit breaker CB1 in proper order, has concatenated diode D1 in the automatic control branch road, forward switches on, and protection circuit reverse current strikes.

The pneumatic actuator relay K4 is used for controlling a pneumatic actuator of the magnetic track brake device, the pneumatic actuator relay K4 is electrified to drive the pneumatic actuator of the magnetic track brake device to move downwards to a set position, and an electromagnet installed on the structural support is made to be close to the track. The emergency brake relay contact K2 is closed to represent that emergency brake is applied, and is opened to represent that the emergency brake is not applied; when the isolation magnetic track brake switch MTBBS is disconnected, the magnetic track brake is not started; when the vehicle does not have a power supply fault signal, the network command switch K0 is closed, otherwise, the network command switch K0 is opened; when the cab signal selection switch COR is closed, the magnetic track brake can be manually controlled only in the corresponding cab; when the manual application button MTBPB is closed, magnetic track braking is triggered, and when the manual application button MTBPB is opened, the magnetic track braking is relieved; when the electromagnet relay K3 is electrified, the electromagnet is electrified, otherwise, the electromagnet is not electrified.

The magnetic track brake control circuit can be automatically controlled through setting of a vehicle speed signal, and can also be manually controlled through manually pressing a button. A time-sharing control magnetic track brake actuating device (a pneumatic actuating mechanism control device) and an electromagnet. The electromagnet has an automatic power-off function after being excited for 5 minutes, so that the electromagnet is prevented from being damaged due to long-time work; the power supply failure of the vehicle automatically cuts off the magnetic track brake system.

As shown in fig. 2, the power supply execution circuit for magnetic track brake cooperating with the magnetic track brake control circuit includes: the system comprises a pneumatic actuating mechanism control device, a bogie first electromagnet contactor K9, a bogie second electromagnet contactor K10, a bogie first electromagnet MTBD1 and a bogie second electromagnet MTBD1, wherein the pneumatic actuating mechanism control device is connected with a normally open contact of a pneumatic actuating mechanism relay K4 in series and then connected with a train power supply, and the bogie first electromagnet contactor K9 and the bogie second electromagnet contactor K10 are connected with the normally open contact of an electromagnet relay K3 in parallel and then connected with the train power supply in series; the bogie first electromagnet MTBD1 is connected in series with a normally open contact of the bogie first electromagnet contactor K9 and then connected with a train power supply; the second bogie electromagnet MTBD2 is connected in series with the normally open contact of the second bogie electromagnet contactor K10 and then connected to the train power supply. A third circuit breaker CB3 is connected in series in a power supply circuit of the first electromagnet MTBD1 of the bogie; a fourth circuit breaker CB4 is connected in series in a power circuit of the second electromagnet MTBD2 of the bogie. A first freewheeling diode D2 is connected in parallel with two ends of the first bogie electromagnet MTBD 1; and a second freewheeling diode D3 is connected in parallel with two ends of the second bogie electromagnet MTBD 1.

The magnetic track brake power supply execution circuit can realize the functions of controlling the action of the magnetic track brake execution device, controlling the excitation of the electromagnet and protecting the impact voltage of the electromagnet coil in a power-off reverse DC800V mode.

And the normally closed contact of the bogie first electromagnet contactor K9 and/or the normally closed contact of the bogie second electromagnet contactor K10 replace the normally closed contact of the electromagnet relay K3 to be connected in series into a power supply loop of the power-off delay relay DRM 2.

As shown in fig. 3, the magnetic track brake state monitoring and feedback circuit for monitoring the magnetic track brake control circuit and the magnetic track brake power supply execution circuit includes a magnetic track brake pressure switch MTBPS and a magnetic track brake pressure switch state acquisition relay K6; the device comprises a conversion power supply, a first bogie magnetic track brake limit switch MTBLS1, a second bogie magnetic track brake limit switch MTBLS2, a first bogie magnetic track brake limit switch state acquisition relay K7 and a second bogie magnetic track brake limit switch state acquisition relay K8; the magnetic track brake air pressure switch MTBPS is connected with a magnetic track brake air pressure switch state acquisition relay K6 in series and then is connected with a train power supply; the switching power supply is connected with a train power supply, and the first bogie magnetic track brake limit switch MTBLS1 is connected with the first bogie magnetic track brake limit switch state acquisition relay K7 in series and then is connected with the switching power supply; the second magnetic track brake limit switch MTBLS2 of the bogie is connected with a second magnetic track brake limit switch state acquisition relay K8 of the bogie in series and then is connected with the conversion power supply; the vehicle TCMS monitors the states of a manual applying button MTBPB, a magnetic track brake air pressure switch state acquisition relay K6, a bogie first magnetic track brake limit switch state acquisition relay K7, a bogie second magnetic track brake limit switch state acquisition relay K8, a bogie first electromagnet contactor K9 and a bogie second electromagnet contactor K10. And the magnetic track brake state monitoring and feedback circuit further comprises a second circuit breaker CB2, and the second circuit breaker CB2 is simultaneously connected into a power supply loop of the magnetic track brake pressure switch MTBPS and a power supply loop of the switching power supply.

The magnetic track brake state monitoring and feedback circuit can realize real-time state monitoring of the pressure of the magnetic track brake cylinder, the action of the magnetic track brake executing device is in place or not, and the application of the magnetic track brake is realized or not; the network acquisition of relay information can be realized to judge faults and give an alarm.

The magnetic track brake control circuit, the magnetic track brake power supply execution circuit and the magnetic track brake state monitoring and feedback circuit form a complete magnetic track brake logic control system. The invention only protects the magnetic track brake control circuit part, the magnetic track brake power supply execution circuit and the magnetic track brake state monitoring and feedback circuit disclosed in the embodiment are only used for explaining the operation process of the whole system, the invention is sufficient for the magnetic track brake control circuit, and the magnetic track brake control circuit is a complete technical scheme.

System preparation and description

The circuit breaker comprises a first circuit breaker CB1, a second circuit breaker CB2, a third circuit breaker CB3 and a fourth circuit breaker CB4, wherein the four circuit protection circuit breakers are closed;

the MTBBS switch of the isolation magnetic track brake switch is not turned to an isolation position;

the emergency brake relay contact K2 is closed to represent that emergency brake is applied, and is opened to represent that the emergency brake is not applied;

the driver cab selection relay COR at the end is electrified, and the magnetic track brake can be manually controlled only in the master control driver cab;

TCMS network instructions: at the moment, if the vehicle has no power supply fault signal, the loop is conducted, and if the vehicle has power supply fault, the loop is disconnected, and magnetic track brake cannot be applied;

the upper end of the power-off delay relay DRM2 is a normally closed contact of the electromagnet relay K3, the power-off delay relay DRM2 is in a normally on state, the normally closed contact of the electromagnet relay K3 at the upper end of the power-off delay relay DRM2 is disconnected after a coil of the electromagnet relay K3 is powered on, the coil of the system protection relay K5 is disconnected after the power-off delay relay delays for 5 minutes, the normally open contact of the system protection relay K5 at the upper end of the power-on delay relay DRM1 is in a closed to open state, and magnetic track braking is relieved.

Two, automatic control and manual control

In automatic control, magnetic track brake is triggered when a speed signal (which can be set according to a specific vehicle) is given and the vehicle applies emergency brake (the emergency brake relay contact K2 is closed), and any condition is not met, and the magnetic track brake is not applied.

And when the magnetic track brake is manually controlled, the magnetic track brake is triggered and relieved by operating a manual application button MTBPB.

Third, magnetic track brake control description

The coil of the pneumatic actuator relay K4 is immediately electrified through automatic and manual control, and as the normally open contact of the pneumatic actuator relay K4 in FIG. 2 is closed, the magnetic track brake pneumatic actuator is driven to move downwards to a set position (according to the design of the height of the vehicle, position information is collected through a limit switch).

Make electric time delay relay DRM1 get electric through automatic and manual control, get electric time delay relay DRM1 time delay 2s back drive electromagnet relay K3 coil, normally open contact closure like electromagnet relay K3 in fig. 2, the coil of drive bogie first electromagnet contactor K9 and bogie second electromagnet contactor K10 for the corresponding contactor normally open contact closure in electromagnet upper end, the electromagnet excitation produces suction with the guide rail, exert magnetic track braking through contact friction.

Fourth, magnetic track brake state monitoring

As shown in fig. 3, the states of the manual application button MTBPB, the magnetic track brake air pressure switch state acquisition relay K6, the bogie first magnetic track brake limit switch state acquisition relay K7, the bogie second magnetic track brake limit switch state acquisition relay K8, the bogie first electromagnet contactor K9, and the bogie second electromagnet contactor K10 are monitored by a TCMS (network system). The method comprises the following specific steps:

monitor manual apply button MTBPB button (normally open) state: recording the number of times of manually operating magnetic track braking;

monitoring the state of the magnetic track brake air pressure switch acquisition relay K6: when the air cylinder pressure is too low, the normally closed contact of the magnetic track brake pressure switch MTPBS acts, and the network determines whether the air cylinder pressure meets the requirement or not by monitoring the contact state of the magnetic track brake pressure switch state acquisition relay K6;

monitoring states of a first magnetic track brake limit switch state acquisition relay K7 of the bogie and a second magnetic track brake limit switch state acquisition relay K8 of the bogie: when the first magnetic track brake limit switch MTBLS1 of bogie and the second magnetic track brake limit switch MTBLS2 of bogie act in place, the normally open contacts are closed, and the network determines whether the pneumatic actuator acts in place by monitoring the contact states of the first magnetic track brake limit switch state acquisition relay K7 of bogie and the second magnetic track brake limit switch state acquisition relay K8 of bogie.

Monitoring the states of the bogie first electromagnet contactor K9 and the bogie second electromagnet contactor K10: the first electromagnet contact K9 and the bogie second electromagnet contact K10 represent electromagnet excitation when the coil contacts are closed.

Fifth, TCMS (network system) logic judgment (realized by TCMS software program)

TCMS monitors the state acquisition relay K6 contact loss of power and needs to report faults: the magnetic track brake air pressure is insufficient;

the TCMS monitors that the states of the first magnetic track brake limit switch state acquisition relay K7 and the bogie second magnetic track brake limit switch state acquisition relay K8 are inconsistent and faults need to be reported: a first magnetic track brake limit switch state acquisition relay K7 or a bogie second magnetic track brake limit switch state acquisition relay K8 or a magnetic track brake execution device or a limit switch has faults (note: specific fault points cannot be locked and need to be checked one by one);

the TCMS monitors the inconsistency of the states of the first bogie electromagnet contactor K9 and the second bogie electromagnet contactor K10 and needs to report faults: a failure of either the truck first electromagnet contactor K9 or the truck second electromagnet contactor K10 contactor;

the TCMS simultaneously obtains telegraph and magnetic track brake according to K6, K7, K8, K9 and K10 and applies the telegraph and magnetic track brake;

the TCMS detects any failure requiring the network command switch K0 to be switched off.

In addition to the above embodiments, the present invention may have other embodiments. All technical solutions formed by adopting equivalent substitutions or equivalent transformations fall within the protection scope of the claims of the present invention.