Coupled rail vehicle control loop and coupled rail vehicle

Abstract

The present invention relates to the technical field of rail vehicles, and provides a control loop for coupled rail vehicles and a rail vehicle, including: a first locomotive circuit, a second locomotive circuit, a third locomotive circuit, and a fourth locomotive circuit. The first locomotive circuit and the second locomotive circuit are connected by a cross-car line, the third locomotive circuit and the fourth locomotive circuit are connected by another cross-car line, and the second locomotive circuit and the third locomotive circuit are connected by a coupler; each locomotive circuit includes: an input relay, a bypass switch, a coupling relay, and an action relay. In the present invention, when the main control is engaged in any driver's cab, the normally open contact of the input relay corresponding to the corresponding driver's cab closes, and the normally closed contact opens. Combining the corresponding opening and closing states of the contacts of the bypass switch and the coupling relay, an emergency control circuit is established, so that the vehicle can be driven and controlled when the main control is engaged in any driver's cab at the coupled end.

Description

Technical Field

[0001] The present invention relates to the technical field of rail vehicles, and particularly to a control loop for coupled rail vehicles and a coupled rail vehicle. Background Art

[0002] When the traffic volume demand of rail transit vehicles is large, two trains can be coupled together by a full - automatic coupler for operation. At present, most of the vehicles on the operating lines are mainly manually driven, and the train can only be driven and controlled at the cabs at the non - coupled ends of the two trains, and cannot be driven and controlled at the cab at the coupled end. For self - driving rail vehicles, after the two trains are coupled, the driver may not be in the cabs at the non - coupled ends of the two trains to monitor the operation of the vehicle, and manual takeover is required in time when the self - driving fails. Therefore, driving and controlling the train at the cab at the coupled end of the two trains is a technical problem to be solved urgently. Summary of the Invention

[0003] The present invention provides a control loop for coupled rail vehicles and a coupled rail vehicle to solve the above - mentioned technical problems existing in the prior art.

[0004] The present invention provides a control loop for coupled rail vehicles, including: a first cab circuit, a second cab circuit, a third cab circuit, and a fourth cab circuit. The first cab circuit and the second cab circuit are connected by a cross - car line, the third cab circuit and the fourth cab circuit are connected by another cross - car line, and the second cab circuit and the third cab circuit are connected by a coupler;

[0005] Each cab circuit includes: an input relay, a bypass switch, a coupling relay, and an action relay;

[0006] The first normally - closed contact of the input relay, the second normally - open contact of the input relay, the coil of the action relay, the third normally - open contact of the input relay, and the second normally - closed contact of the input relay are sequentially connected in series to form a series circuit;

[0007] One end of the first normally - open contact of the input relay is connected to the positive pole, and the other end is connected to one end of the series circuit and one end of the first contact of the bypass switch. The other end of the first contact of the bypass switch is connected to one end of the first contact of the coupling relay;

[0008] One end of the fourth normally - open contact of the input relay is connected to the negative pole, and the other end of the fourth normally - open contact of the input relay is connected to the other end of the series circuit and one end of the second contact of the bypass switch. The other end of the second contact of the bypass switch is connected to one end of the second contact of the coupling relay;

[0009] Among them, one end of the first contact of the bypass switch, one end of the second contact of the bypass switch, the other end of the first contact of the coupling relay, and the other end of the second contact of the coupling relay are respectively connection points for the crossover line;

[0010] One end of the first contact of the coupling relay is connected between the first normally closed contact and the second normally open contact of the input relay in the series circuit to form a first connection point. One end of the second contact of the coupling relay is connected between the second normally closed contact and the third normally open contact of the input relay in the series circuit to form a second connection point. The first connection point, the second connection point, the other end of the first contact of the coupling relay, and the other end of the second contact of the coupling relay are respectively connection points for the coupler;

[0011] When the input relay inputs the main control in the driver's cab of its corresponding locomotive head, all the normally open contacts of the input relay close, and the normally closed contacts open. All the contacts of the coupling relay in the locomotive head circuit at the coupling end open, and all the contacts of the coupling relay in the locomotive head circuit at the non-coupling end close.

[0012] According to a coupling rail vehicle control loop provided by the present invention, each locomotive head circuit further includes: a reference relay. One end of the first contact of the reference relay is connected to the other end of the first normally open contact of the input relay, and the other end of the first contact of the reference relay is connected to one end of the first contact of the bypass switch. One end of the second contact of the reference relay is connected to the other end of the fourth normally open contact of the input relay, and the other end of the second contact of the reference relay is connected to one end of the second contact of the bypass switch.

[0013] According to a coupling rail vehicle control loop provided by the present invention, the reference relay is used to receive an external reference signal. When the external reference signal is normal, the contacts of the reference relay close. When the external reference signal is abnormal, the contacts of the reference relay open.

[0014] According to a coupling rail vehicle control loop provided by the present invention, the external reference signal includes at least one of a wind pressure signal and an obstacle trigger signal.

[0015] According to a coupling rail vehicle control loop provided by the present invention, each of the locomotive head circuits further includes: a safety switch connected to the positive or negative pole.

[0016] According to a coupling rail vehicle control loop provided by the present invention, the action relay is a brake control relay.

[0017] According to a coupling rail vehicle control loop provided by the present invention, the action relay is a traction control relay.

[0018] The present invention also provides a coupled rail vehicle, comprising: the coupled rail vehicle control loop described in any one of the above.

[0019] For the coupled rail vehicle control loop and the coupled rail vehicle provided by the present invention, through the above specific circuit structure, when the main control is put into operation in any driver's cab, the normally open contact of the input relay corresponding to the corresponding driver's cab closes, and the normally closed contact opens. Combining with the corresponding opening and closing states of the bypass switch and the contacts of the coupling relay, an emergency control circuit is established, so as to realize that the vehicle can be driven and controlled when the main control is put into operation in any driver's cab at the coupled end. Especially when the automatic driving system fails and manual takeover is required, the driver can insert the key in the cab at any front of the vehicle to drive and control the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] In order to more clearly illustrate the technical solutions in the present invention or the prior art, the following will briefly introduce the drawings required for the description of the embodiments or the prior art. Obviously, the drawings in the following description are some embodiments of the present invention. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0021] Figure 1 It is a schematic diagram of the structure of the coupled rail vehicle control loop provided by the present invention (the train is not running);

[0022] Figure 2 It is a schematic diagram of the structure of the coupled rail vehicle control loop after the main control is put into operation in the driver's cab of the non-coupled front of the vehicle;

[0023] Figure 3 It is a schematic diagram of the structure of the coupled rail vehicle control loop after the main control is put into operation in the driver's cab of the coupled front of the vehicle. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0024] In order to make the objectives, technical solutions and advantages of the present invention clearer, the following will clearly and completely describe the technical solutions in the present invention with reference to the drawings in the present invention. Obviously, the described embodiments are some, but not all, of the embodiments of the present invention. All other embodiments obtained by those of ordinary skill in the art without creative efforts based on the embodiments in the present invention belong to the scope of protection of the present invention.

[0025] The following will describe Figures 1 - 3 the coupled rail vehicle control loop according to the embodiments of the present invention.

[0026] As Figure 1As shown in the figure, the coupling rail vehicle control loop of this embodiment includes: a first locomotive circuit, a second locomotive circuit, a third locomotive circuit, and a fourth locomotive circuit. The first locomotive circuit and the second locomotive circuit are connected by a cross-car line 50, the third locomotive circuit and the fourth locomotive circuit are connected by another cross-car line, and the second locomotive circuit and the third locomotive circuit are connected by a coupler 60. Specifically, Figure 1 In it, cars 1-1 and 1-4 are the locomotives at both ends of the first vehicle respectively, cars 2-1 and 2-4 are the locomotives at both ends of the second vehicle respectively, cars 1-4 and 2-1 are coupled by the coupler 60, and cars 1-1, 1-4, 2-1, and 2-4 respectively correspond to the first locomotive, the second locomotive, the third locomotive, and the fourth locomotive.

[0027] Each locomotive circuit includes: an input relay, a bypass switch, a coupling relay, and an action relay. Among them, all the contacts of the coupling relays corresponding to the two locomotives at the coupling end are disconnected, all the contacts of the coupling relays corresponding to the two locomotives at the non-coupling end are closed, the bypass switch always remains in the off state during normal vehicle operation, and when the vehicle cannot continue to run due to any condition not being met at the non-driver's cab end, the bypass switch is manually closed to control the vehicle.

[0028] When the main control is put into operation in the driver's cab of a certain locomotive, it means that the driver's cab is used to drive and control the coupled vehicles. The input relay in the locomotive circuit corresponding to this driver's cab is energized, all the normally open contacts of the input relay are closed, and all the normally closed contacts are opened. Among them, putting the main control into operation in the driver's cab of the locomotive can be understood as putting the key (manual driving) into the driver's cab of the locomotive or starting the automatic driving system of this driver's cab.

[0029] The structure of the locomotive circuit in each locomotive is the same. Taking the locomotive circuit of the first locomotive as an example, it is described as follows:

[0030] The first normally closed contact 112 of the input relay, the second normally open contact 113 of the input relay, the coil of the action relay, the third normally open contact 114 of the input relay, and the second normally closed contact 115 of the input relay are sequentially connected in series to form a series circuit.

[0031] One end of the first normally open contact 111 of the input relay is connected to the positive pole, and the other end is connected to one end of the series circuit and one end of the first contact 141 of the bypass switch. The other end of the first contact 141 of the bypass switch is connected to one end of the first contact 131 of the coupling relay.

[0032] One end of the fourth normally open contact 116 of the input relay is connected to the negative pole, and the other end of the fourth normally open contact 116 of the input relay is connected to the other end of the series circuit and one end of the second contact 142 of the bypass switch. The other end of the second contact 142 of the bypass switch is connected to one end of the second contact 132 of the coupling relay.

[0033] One end of the first contact 141 of the bypass switch, one end of the second contact 142 of the bypass switch, the other end of the first contact 131 of the coupler relay, and the other end of the second contact 132 of the coupler relay are respectively cross-carline connection points for connecting the cross-carline 50.

[0034] One end of the first contact 131 of the coupler relay is connected between the first normally closed contact 112 and the second normally open contact 113 of the input relay in the series circuit to form a first connection point. One end of the second contact 132 of the coupler relay is connected between the second normally closed contact 115 and the third normally open contact 114 of the input relay in the series circuit to form a second connection point. The first connection point, the second connection point, the other end of the first contact 131 of the coupler relay, and the other end of the second contact 132 of the coupler relay are respectively coupler connection points for connecting the coupler 60, and the coupler 60 is a fully automatic coupler.

[0035] For the coupler rail vehicle control loop provided in this embodiment, through the above specific circuit structure, when the main control is put into operation in any driver's cab, the normally open contacts of the input relay corresponding to the corresponding driver's cab are closed, and the normally closed contacts are opened. Combining the corresponding opening and closing states of the contacts of the bypass switch and the coupler relay, an emergency control circuit is established, so as to realize that the vehicle can be driven and controlled when the main control is put into operation in any coupler-end driver's cab. Especially when the automatic driving system fails and manual takeover is required, the driver can insert the key in the cab of any locomotive head to drive and control the vehicle.

[0036] In this embodiment, each locomotive head circuit further includes: a reference relay. One end of the first contact 121 of the reference relay is connected to the other end of the first normally open contact 111 of the input relay, and the other end of the first contact 121 of the reference relay is connected to one end of the first contact 141 of the bypass switch. One end of the second contact 122 of the reference relay is connected to the other end of the fourth normally open contact 116 of the input relay, and the other end of the second contact 122 of the reference relay is connected to one end of the second contact 142 of the bypass switch. That is, the first contact 121 of the reference relay is connected in series between the first normally open contact 111 of the input relay and the first contact 141 of the bypass switch, and the second contact 122 of the reference relay is connected in series between the fourth normally open contact 116 of the input relay and the second contact 142 of the bypass switch. The reference relay is used to connect an external reference signal, and the establishment of the current loop in this loop can be controlled according to whether the external reference signal is normal to ensure the safety of the vehicle.

[0037] Specifically, the reference relay is used to receive an external reference signal. When the external reference signal is normal, the contacts of the reference relay are closed to ensure that a current loop can be established. When the external reference signal is abnormal, the contacts of the reference relay are opened and a current loop cannot be established.

[0038] The external reference signal includes at least one of a wind pressure signal and an obstacle trigger signal, that is, multiple external reference signals can be associated with the reference relay, and each external reference signal can independently trigger the opening and closing of the contacts of the reference relay. For example, when the wind pressure is abnormal, a wind pressure abnormal signal is generated, and when the anti-collision beam hits an obstacle, an obstacle abnormal signal is triggered.

[0039] To ensure the safety of the loop, each head circuit further includes safety switches 10, 20, 30, and 40 connected to the positive or negative pole. In each head circuit, the first normally open contacts 111, 211, 311, and 411 of the respective input relays are connected to the positive pole through the corresponding safety switches 10, 20, 30, and 40. The safety switches 10, 20, 30, and 40 are normally kept closed, and in the case of a short circuit in the loop, the safety switches 10, 20, 30, and 40 will automatically open to avoid damaging the loop.

[0040] Specifically, when the control loop of the coupled rail vehicles in this embodiment works, it includes the following two scenarios:

[0041] Scenario 1, the driver's cab at the non-coupled end head takes the main control, as Figure 2 shown. For example, when the driver's cab of Car 1-1 takes the main control, the current flow of its emergency control loop is as Figure 2 shown by the arrows in:

[0042] Process A1, the driver's cab of Car 1-1 takes the main control, and the first normally open contact 111, the second normally open contact 113, the third normally open contact 114, and the fourth normally open contact 116 of its input relay are all closed, and the first normally closed contact 112 and the second normally closed contact 115 of the input relay are all open.

[0043] Process A2, the current external reference signal of Car 1-1 is normal, such as: normal wind pressure, no obstacle trigger, and the first contact 121 and the second contact 122 of the reference relay are closed. The current flows through the first normally open contact 111 of the input relay, the first contact 121 of the reference relay, and the cross-car line 50 and then flows to Car 1-4.

[0044] Process A3, the external reference signal of Car 1-4 is normal, such as: normal wind pressure, no obstacle trigger, and the first contact 221 and the second contact 222 of the reference relay of Car 1-4 are closed.

[0045] In Process A4, there is no master control input for Cars 1-4. The first normally open contact 211, the second normally open contact 213, the third normally open contact 214, and the fourth normally open contact 216 of the input relay are all open, and the first normally closed contact 212 and the second normally closed contact 215 of the input relay are both closed. Also, Cars 1-4 are coupled vehicles, and the first contact 231 and the second contact 232 of the coupling relay are open. The current passes through the first contact 221 of the reference relay and the first normally closed contact 212 of the input relay, and then flows through the full-automatic coupler 60 to Car 2-1.

[0046] In Process A5, there is no master control input for Car 2-1. The first normally open contact 311, the second normally open contact 313, the third normally open contact 314, and the fourth normally open contact 316 of the input relay are all open, and the first normally closed contact 312 and the second normally closed contact 315 of the input relay are both closed. Currently, the external reference signals of Car 2-1 are normal, such as normal air pressure and no obstacle trigger, and the first contact 321 and the second contact 322 of the reference relay of Car 2-1 are closed. Also, Car 2-1 is a coupled vehicle, and the first contact 331 and the second contact 332 of the coupling relay are open. The current passes through the first normally closed contact 312 of the input relay, the first contact 321 of the reference relay, and the cross-car line 50, and then the current flows to Car 2-4.

[0047] In Process A6, the external reference signals of Car 2-4 are normal, such as normal air pressure and no obstacle trigger, and the first contact 421 and the second contact 422 of the reference relay of Car 2-4 are closed. There is no master control input for Car 2-4. The first normally open contact 411, the second normally open contact 413, the third normally open contact 414, and the fourth normally open contact 416 of the input relay are all open, and the first normally closed contact 412 and the second normally closed contact 415 of the input relay are both closed.

[0048] In Process A7, Car 2-4 is not coupled, and the first contact 431 and the second contact 432 of the coupling relay are closed. The current passes through the first contact 421 of the reference relay, the first normally closed contact 412 of the input relay, the first contact 431 of the coupling relay, the cross-car line 50, and the full-automatic coupler 60, and then reaches the first contact 131 of the coupling relay of Car 1-1.

[0049] In Process A8, Car 1-1 is not coupled, and the first contact 131 and the second contact 132 of the coupling relay are closed. The current passes through the second normally open contact 113 of the input relay, and then the positive line of the action relay 15 is energized.

[0050] The current flow on the negative line is the same as the current flow in the above Processes A1 - A8, as Figure 2 shown by the arrows in the lower part of the circuit where the action relays 15, 25, 35, and 45 are demarcated in the circuit of each car head, thus forming a loop from the positive pole to the negative pole of Car 1-1.

[0051] Scenario 2: The driver's cab at the coupler end takes over the main control, as Figure 3 shown. For example, when the driver's cabs corresponding to Cars 1-4 take over the main control, the circuit established by the emergency control circuit is as Figure 3 indicated by the arrow in the figure:

[0052] Process B1: When the driver's cabs of Cars 1-4 take over the main control, the first normally open contacts 211, the second normally open contacts 213, the third normally open contacts 214, and the fourth normally open contacts 216 of the takeover relay are all closed, and the first normally closed contact 212 and the second normally closed contact 215 of the takeover relay are all open.

[0053] Process B2: The external reference signals of Cars 1-4 are normal, such as: the current air pressure is normal and no obstacle is triggered, and the first contact 221 and the second contact 222 of the reference relay are closed. Moreover, Cars 1-4 are coupled vehicles, and the first contact 231 and the second contact 232 of the coupling relay are open. The current flows through the first normally open contact 211 of the takeover relay, the first contact 221 of the reference relay, and the cross-car line 50 and then flows to Cars 1-1.

[0054] Process B3: The external reference signals of Cars 1-1 are normal, such as: the air pressure is normal and no obstacle is triggered, and the first contact 121 and the second contact 122 of the reference relay are closed.

[0055] Process B4: There is no takeover of the main control in Cars 1-1. The first normally open contacts 111, the second normally open contacts 113, the third normally open contacts 114, and the fourth normally open contacts 116 of the takeover relay are all open, and the first normally closed contact 112 and the second normally closed contact 115 of the takeover relay are all closed. Cars 1-1 are not coupled. Therefore, the first contact 131 and the second contact 132 of the coupling relay are both closed. The current flows through the first contact 121 of the reference relay, the first normally closed contact 112 of the takeover relay, the first contact 131 of the coupling relay, the cross-car line 50, and the fully automatic coupler 60 and then flows to Cars 2-4.

[0056] Process B5: Cars 2-4 are not coupled. The first contact 431 and the second contact 432 of the coupling relay are both closed. There is no takeover of the main control in Cars 2-4. The first normally open contacts 411, the second normally open contacts 413, the third normally open contacts 414, and the fourth normally open contacts 416 of the takeover relay are all open, and the first normally closed contact 412 and the second normally closed contact 415 of the takeover relay are all closed. The current flows through the first contact 431 of the coupling relay and the first normally closed contact 412 of the takeover relay. Currently, the external reference signals of Cars 2-4 are normal, such as: the air pressure is normal and no obstacle is triggered, and the first contact 421 and the second contact 422 of the reference relay are closed. The current then flows through the first contact 421 of the reference relay and the cross-car line 50 and then flows to Cars 2-1.

[0057] In Process B6, the external reference signals of Car 2-1 are normal. For example, the air pressure is normal and no obstacle is triggered. The first contact 321 and the second contact 322 of its reference relay are closed. Since there is no master control input in Car 2-1, the first normally open contact 311, the second normally open contact 313, the third normally open contact 314, and the fourth normally open contact 316 of its input relay are all open, and the first normally closed contact 312 and the second normally closed contact 315 of the input relay are both closed. The current flows through the first contact 321 of the reference relay, the first normally closed contact 312 of the input relay, and the full-automatic coupler 60 and then flows to Cars 1-4.

[0058] In Process B7, the current passes through the second normally open contact 213 of the input relay of Cars 1-4, and the positive line of the action relay 25 is energized. The current flow direction on the negative line is the same as the current flow directions of B1 to B7 above.

[0059] During the processes of the above two scenarios, the vehicle runs normally, and the first contacts 141, 241, 341, and 441 and the second contacts 142, 242, 342, and 442 of the bypass switches in the front-end circuits of each car remain in the open state. Taking the action relay 15 as the braking relay as an example: When braking is caused by any condition not being met at the non-driver's end and driving cannot continue, the vehicle can be controlled by manually closing the bypass switch. For example, when the master control is input in the cab of Car 1-1 and a certain relay in the front-end circuit of other cars in the loop fails, resulting in the inability to establish a current loop, the action relay 15 will lose power, and the vehicle will make an emergency brake and stop. However, when the driver confirms safety, the bypass switch of Car 1-1 can be closed. The current loop will not pass through other cars but directly pass through the circuit of this car to energize the action relay 15, realizing brake release to control the vehicle to continue running.

[0060] In this embodiment, the action relay is a braking control relay, such as Figure 1 In, the action relays 15, 25, 35, and 45 in the front-end circuits of each car are the coils of the action relay, and the corresponding contacts are arranged in the circuit of the braking system. When the action relay 15, 25, 35, or 45 in the front-end circuit corresponding to the cab where the master control is input is energized, the brake is released and the vehicle runs normally.

[0061] In this embodiment, the action relay is a traction control relay. Such as Figure 1 In, the action relays 15, 25, 35, and 45 in the front-end circuits of each car are the coils of the action relay, and the corresponding contacts are arranged in the circuit of the traction system. When the action relay 15, 25, 35, or 45 in the front-end circuit corresponding to the cab where the master control is input is energized, the traction block is released and the vehicle runs normally.

[0062] The present invention also provides a coupled rail vehicle, comprising: the coupled rail vehicle control loop according to any one of the above.

[0063] Finally, it should be noted that: the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it; although the present invention has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that: they can still modify the technical solutions recorded in the foregoing embodiments, or perform equivalent replacements for some of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A coupled rail vehicle control loop, characterized in that, Including: A first locomotive circuit, a second locomotive circuit, a third locomotive circuit, and a fourth locomotive circuit. The first locomotive circuit and the second locomotive circuit are connected by a crossover line, the third locomotive circuit and the fourth locomotive circuit are connected by another crossover line, and the second locomotive circuit and the third locomotive circuit are connected by a coupler. Each locomotive circuit includes: an input relay, a bypass switch, a coupler relay, and an action relay. The first normally closed contact of the input relay, the second normally open contact of the input relay, the coil of the action relay, the third normally open contact of the input relay, and the second normally closed contact of the input relay are sequentially connected in series to form a series circuit. One end of the first normally open contact of the input relay is connected to the positive pole, and the other end is connected to one end of the series circuit and one end of the first contact of the bypass switch. The other end of the first contact of the bypass switch is connected to one end of the first contact of the coupler relay. One end of the fourth normally open contact of the input relay is connected to the negative pole, and the other end of the fourth normally open contact of the input relay is connected to the other end of the series circuit and one end of the second contact of the bypass switch. The other end of the second contact of the bypass switch is connected to one end of the second contact of the coupler relay. Among them, one end of the first contact of the bypass switch, one end of the second contact of the bypass switch, the other end of the first contact of the coupler relay, and the other end of the second contact of the coupler relay are respectively crossover line connection points. One end of the first contact of the coupler relay is connected between the first normally closed contact and the second normally open contact of the input relay in the series circuit to form a first connection point. One end of the second contact of the coupler relay is connected between the second normally closed contact and the third normally open contact of the input relay in the series circuit to form a second connection point. The first connection point, the second connection point, the other end of the first contact of the coupler relay, and the other end of the second contact of the coupler relay are respectively coupler connection points. When the input relay is turned on for master control in the driver's cab of its corresponding locomotive, all the normally open contacts of the input relay are closed, and the normally closed contacts are opened. All the contacts of the coupler relay in the locomotive circuit at the coupling end are opened, and all the contacts of the coupler relay in the locomotive circuit at the non-coupling end are closed.

2. The coupler rail vehicle control loop according to claim 1, wherein Each locomotive circuit further includes: a reference relay. One end of the first contact of the reference relay is connected to the other end of the first normally open contact of the input relay, and the other end of the first contact of the reference relay is connected to one end of the first contact of the bypass switch. One end of the second contact of the reference relay is connected to the other end of the fourth normally open contact of the input relay, and the other end of the second contact of the reference relay is connected to one end of the second contact of the bypass switch.

3. The coupler rail vehicle control loop according to claim 2, wherein The reference relay is used to receive an external reference signal. When the external reference signal is normal, the contacts of the reference relay are closed. When the external reference signal is abnormal, the contacts of the reference relay are opened.

4. The coupler rail vehicle control loop according to claim 3, characterized in that, The external reference signal includes at least one of a wind pressure signal and an obstacle trigger signal.

5. The coupled rail vehicle control loop according to claim 1, wherein Each of the locomotive circuits further includes: a safety switch connected to the positive pole or the negative pole.

6. The coupled rail vehicle control loop according to any one of claims 1 to 5, characterized in that The action relay is a brake control relay.

7. The coupler rail vehicle control loop according to any one of claims 1 to 5, characterized in that The action relay is a traction control relay.

8. An articulated rail vehicle, characterized in that, Comprising: The coupler rail vehicle control loop according to any one of claims 1 to 7.

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