A subway vehicle train activation circuit and control method

Abstract

A control circuit for activating a subway vehicle train comprises an auxiliary emergency starting switch, an auxiliary power supply system and a control negative line, a non-permanent bus positive line, a permanent bus positive line, a battery box, a non-permanent bus negative line, and a train activation relay. The battery box comprises a non-permanent bus control contactor, a battery undervoltage relay, and a battery. The invention is characterized in that the main contact of the non-permanent bus control contactor is arranged between the auxiliary power supply system and the battery, and the auxiliary contact of the auxiliary emergency starting switch is connected between the coil of the non-permanent bus control contactor and the contact of the battery undervoltage relay. The invention solves the problem of the train losing DC control power supply when the non-permanent bus control contactor fails, and improves the reliability of the vehicle main line operation.

Description

Technical Field

[0001] The invention belongs to the field of subway transportation, and in particular relates to a control circuit and a control method for activating a subway vehicle train. Background Art

[0002] Metro vehicles are generally equipped with a non-permanent DC bus and a permanent DC bus. The non-permanent bus is used to supply power to the train DC equipment after the train auxiliary power system is started, and the permanent DC bus provides control power for train activation.

[0003] In the existing subway train activation control method, the train activation switch is operated to detect the train integrity and the train battery power supply voltage, and the train non-permanent bus control contactor is controlled to finally provide starting power for the train auxiliary power supply system. At present, the main contacts of the train non-permanent bus control contactor are set between the auxiliary power supply system and the DC load. When the train is operating on the main line, if the non-permanent bus control contactor fails, the train will lose the DC control power supply, and the train needs to be rescued, which affects the main line operation efficiency. Summary of the invention

[0004] The purpose of the present invention is to provide a novel control circuit and control method for activating a DC power supply of a subway train, so as to ensure that the train can continue to operate on the main line when a non-permanent bus control contactor fails during main line operation, thereby improving the reliability of train operation.

[0005] To achieve the above-mentioned purpose of the invention, the present invention provides a control circuit for subway vehicle train activation, including an auxiliary emergency starting switch, an auxiliary power supply system and a control negative line, a non-permanent bus positive line, a permanent bus positive line, a battery box, a non-permanent bus negative line, and a train activation relay. The battery box includes a non-permanent bus control contactor, a battery undervoltage relay, and a battery. It is characterized in that: the main contact of the non-permanent bus control contactor is arranged between the auxiliary power supply system and the battery, and the auxiliary contact of the auxiliary emergency starting switch is connected between the non-permanent bus control contactor coil and the battery undervoltage relay contact.

[0006] Furthermore, it also includes two diodes, wherein a first diode is set between the non-permanent bus control contactor coil and the battery undervoltage relay contact, and the auxiliary contact of the auxiliary emergency starting switch is connected between the non-permanent bus control contactor coil and the first diode through a second diode.

[0007] A control method for subway vehicle train activation, characterized by comprising the following steps:

[0008] 1) When the train is activated, after the train activation button is operated and the vehicle is detected to be intact, the normally open contact of the train activation relay is closed, and the battery undervoltage relay detects that the battery voltage is normal, and the normally open contact of the battery undervoltage relay is closed, so that the coil of the non-permanent bus control contactor is energized, the main contact is closed, and the battery supplies power to the non-permanent bus, thereby providing external control power for the auxiliary power system, thereby realizing the train activation procedure;

[0009] 2) If the battery is low on power, when the train is activated, the battery undervoltage relay detects that the battery voltage is lower than the termination discharge voltage, and the normally open contacts of the train activation relay cannot be closed, resulting in the non-permanent bus control contactor coil being unable to receive power; at this time, the auxiliary emergency start switch is pressed, the emergency start function of the auxiliary power supply system is turned on, and power is supplied to the vehicle's non-permanent bus. The auxiliary power supply system also obtains external control power. At this time, the vehicle's DC power is provided to the non-permanent bus control contactor coil through the auxiliary contacts of the auxiliary emergency start switch, thereby closing the main contacts of the non-permanent bus control contactor; at this time, the auxiliary emergency start switch is released, and the auxiliary power supply system supplies power to the non-permanent bus, and also realizes the function of charging the low-power battery, thereby realizing the train activation procedure.

[0010] The present invention arranges the main contact of the non-permanent bus control contactor between the auxiliary power supply system and the battery, and adds a non-permanent bus control contactor coil power supply circuit. When the battery is under-voltage, the auxiliary system emergency starting power supply provides power for the non-permanent bus control contactor coil, and the normally open contacts of the contactor are closed, thereby ensuring the auxiliary power supply to charge the battery. This solves the problem of the train losing DC control power when the non-permanent bus control contactor fails, and improves the reliability of the vehicle's mainline operation. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] Figure 1 It is a structural schematic diagram of the present invention.

[0012] Among them: 1- auxiliary contact of auxiliary emergency starting switch S01, 2- auxiliary power system control DC110V negative line, 3- DC110V non-permanent bus positive line, 4- DC110V permanent bus positive line, 5- battery, 6- DC110V non-permanent bus negative line, KM01- non-permanent bus control contactor, K01- train activation relay, K02- battery undervoltage relay, S01- auxiliary emergency starting switch, VD02- the first diode, VD03- the second diode. DETAILED DESCRIPTION

[0013] Reference Figure 1When the charger is started, the DC110V non-permanent bus positive line 3 provides power to the vehicle load, and the battery directly provides power to the DC110V permanent bus positive line 4. The first diode VD02 is set between the non-permanent bus control contactor KM01 coil and the battery undervoltage relay K02 contact. The auxiliary contact 1 of the auxiliary emergency start switch is connected between the non-permanent bus control contactor coil and the first diode VD02 through the second diode VD03. The KM01 coil is forced to be powered when the battery is undervoltage. The DC110V non-permanent bus negative line 6 is all DC The 110V load provides a negative line circuit, and the battery 5 is used to provide power when the train is activated and to provide power for the vehicle's emergency load when the charger fails. The battery undervoltage relay K02 coil is powered by the battery and controlled by the K01 state. When the train is activated, the K01 contact is closed, and K02 detects whether the battery voltage meets the power supply requirements. When the voltage meets the requirements, the K02 contact state is closed, and when the voltage does not meet the requirements, the K02 contact state is disconnected; the non-permanent bus control contactor KM01 coil is controlled by the K02 contact state, and its contact state can control whether the battery can supply power to the non-permanent bus and whether the charger (+B terminal) can charge the battery; the auxiliary emergency starting switch S01 is used to start the emergency starting power supply in the auxiliary power supply system, and its auxiliary contact 1 controls the DC110V non-permanent bus positive line 3 and the KM01 coil to be forced into conduction, thereby supplying power to the KM01 contactor coil.

[0014] Attached Figure 1 The KM01 main contact is set between the auxiliary power supply and the battery, which can not only realize the function of train activation, but also avoid the risk of losing DC power supply due to failure of non-permanent bus contactor. The specific control method is as follows:

[0015] 1) When the train is activated, after the train activation button is operated and the vehicle is detected to be intact, the normally open contact of the train activation relay K01 is closed, and the battery undervoltage relay K02 detects that the battery voltage is normal. The normally open contact of K02 is closed, so that the KM01 coil is energized and the main contact is closed. The battery supplies power to the non-permanent bus, thereby providing external control power for the auxiliary power system, thereby realizing the train activation procedure.

[0016] 2) If the battery is low on power, when the train is activated, K02 detects that the battery voltage is lower than the termination discharge voltage, and the normally open contact of K02 cannot be closed, resulting in the KM01 coil being unable to receive power; at this time, the auxiliary emergency start switch S01 is pressed, the emergency start function of the auxiliary power system is turned on and supplies power to the vehicle's non-permanent busbar, and the auxiliary power system also receives external control power. At this time, the vehicle's DC power is provided to the KM01 coil through the auxiliary contacts of S01, thereby closing the main contacts of KM01. At this time, release the S01 switch, the auxiliary power system supplies power to the non-permanent busbar, and also realizes the function of charging the low-power battery, thereby realizing the train activation procedure.

Claims

1. A subway vehicle train activation circuit, comprising an auxiliary emergency start switch, an auxiliary power system and a control negative line, a non-permanent bus positive line, a permanent bus positive line, a battery box, a non-permanent bus negative line, and a train activation relay, wherein the battery box comprises a non-permanent bus control contactor, a battery undervoltage relay, and a battery, characterized in that: It also includes two diodes, wherein a first diode is arranged between the non-permanent bus control contactor coil and the battery undervoltage relay contact, and an auxiliary contact of the auxiliary emergency start switch is connected between the non-permanent bus control contactor coil and the first diode through a second diode; a main contact of the non-permanent bus control contactor is arranged between the auxiliary power supply system and the battery, and the auxiliary contact of the auxiliary emergency start switch is connected between the non-permanent bus control contactor coil and the battery undervoltage relay contact; When the charger is started, the non-permanent bus positive line provides power to the vehicle load, and the battery directly provides power to the permanent bus positive line. A first diode is set between the non-permanent bus control contactor coil and the battery undervoltage relay contact, and the auxiliary contact of the auxiliary emergency starting switch is connected between the non-permanent bus control contactor coil and the first diode through the second diode; the non-permanent bus control contactor coil is forced to control the non-permanent bus control contactor coil to be energized when the battery is undervoltage. The non-permanent bus negative line provides a negative line circuit for all vehicle loads. The battery is used to provide power when the train is activated and to provide power for the vehicle emergency load when the charger fails. The battery undervoltage relay coil is powered by the battery and is protected by the train. The train activation relay state is controlled. When the train is activated, the train activation relay contacts are closed. The battery undervoltage relay detects whether the battery voltage meets the power supply requirements. When the voltage meets the requirements, the battery undervoltage relay contacts are closed. When the voltage does not meet the requirements, the battery undervoltage relay contacts are disconnected. The non-permanent bus control contactor coil is controlled by the battery undervoltage relay contact state. Its contact state can control whether the battery can supply power to the non-permanent bus and whether the charger can charge the battery. The auxiliary emergency starting switch is used to start the emergency starting power supply in the auxiliary power supply system. Its auxiliary contacts control the conduction of the non-permanent bus positive line and the non-permanent bus control contactor coil, thereby supplying power to the non-permanent bus control contactor coil.

2. A method for controlling a subway vehicle train activation circuit according to claim 1, characterized in that The following steps are involved: 1) When the train is activated, after the train activation button is operated and the vehicle is detected to be intact, the normally open contact of the train activation relay is closed, and the battery undervoltage relay detects that the battery voltage is normal, and the normally open contact of the battery undervoltage relay is closed, so that the coil of the non-permanent bus control contactor is energized, the main contact is closed, and the battery supplies power to the non-permanent bus, thereby providing external control power for the auxiliary power system, thereby realizing the train activation procedure; 2) If the battery is low on power, when the train is activated, the battery undervoltage relay detects that the battery voltage is lower than the termination discharge voltage, and the normally open contact of the battery undervoltage relay cannot be closed, resulting in the non-permanent bus control contactor coil being unable to be energized; At this time, the auxiliary emergency starting switch is pressed, the emergency starting function of the auxiliary power supply system is turned on, and power is supplied to the non-permanent bus of the vehicle. The auxiliary power supply system also obtains external control power. At this time, the vehicle DC power supply is provided to the non-permanent bus control contactor coil through the auxiliary contacts of the auxiliary emergency starting switch, thereby closing the main contacts of the non-permanent bus control contactor; at this time, the auxiliary emergency starting switch is released, and the auxiliary power supply system supplies power to the non-permanent bus, and also realizes the function of charging the battery that has been depleted, thereby realizing the train activation procedure.

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