Coupling brake system and vehicle

Abstract

The utility model provides a coupling braking system and a vehicle. The coupling braking system comprises a first train set circuit, a second train set circuit and a control circuit, a second train group circuit; one end of the coupling switch is connected with the first train group circuit, and the other end of the coupling switch is connected with the second train group circuit; wherein the first train set circuit and the second train set circuit form a braking loop when being coupled, and when a braking signal is received, the first train set circuit and the second train set circuit synchronize the braking loop, and when any one of the storage batteries in the first train set circuit and the second train set circuit fails and cannot supply power, the first train set circuit and the second train set circuit can supply power to the first train set circuit and the second train set circuit. And the first train group circuit and the second train group circuit synchronously brake the brake loop according to the received brake signal, so that the emergency brake synchronous control of the two train groups is realized, and the practical application scene of the coupling brake system in coupling rescue is expanded.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicles, in particular to a coupler braking system and a vehicle. Background Art

[0002] In the related art, when different emergency braking extension schemes are adopted to realize the rescue connection of two train sets, emergency braking is applied to make the two train sets brake synchronously. However, when the rescue vehicle and the faulty vehicle are connected for rescue by using the above method, only the connection rescue design scheme under the condition that the battery of the faulty vehicle fails to supply power is considered, but the circuit designs of the rescue vehicle and the faulty vehicle are not consistent, that is, the rescue vehicle and the faulty vehicle cannot be role-swapped. Summary of the Utility Model

[0003] The utility model aims to solve at least one of the technical problems existing in the prior art.

[0004] To this end, an object of the utility model is to provide a coupler braking system. When any one of the batteries in the first train set circuit and the second train set circuit fails to supply power, the first train set circuit and the second train set circuit synchronously brake the braking circuit according to the received braking signal, so as to realize the emergency braking synchronous control of the two train sets and expand the actual application scenario of the coupler braking system in the connection rescue.

[0005] To this end, a second object of the utility model is to provide a vehicle.

[0006] To achieve the above object, an embodiment of the first aspect of the utility model provides a coupler braking system, which includes: a first train set circuit; a second train set circuit; a coupler switch, one end of the coupler switch is connected to the first train set circuit, and the other end of the coupler switch is connected to the second train set circuit; wherein, when the first train set circuit and the second train set circuit are coupled, a braking circuit is formed, and when receiving a braking signal, the first train set circuit and the second train set circuit synchronously brake the braking circuit.

[0007] According to the coupler braking system of the embodiment of the utility model, by arranging a coupler switch between the first train set circuit and the second train set circuit with consistent circuit design, the first train set circuit and the second train set circuit are automatically coupled to form a braking circuit. When any one of the batteries in the first train set circuit and the second train set circuit fails to supply power, the first train set circuit and the second train set circuit synchronously brake the braking circuit according to the received braking signal, so as to realize the emergency braking synchronous control of the two train sets and expand the actual application scenario of the coupler braking system in the connection rescue.

[0008] In some embodiments, the first train group circuit includes: a first braking sub-circuit, the first end of the first braking sub-circuit is connected to a first power source, the second end of the first braking sub-circuit is connected to a second power source, and is configured to conduct when receiving an activation signal, and output the braking signal when a battery failure occurs in the first train group circuit; a first braking relay, the first end of the first braking relay is connected to the first end of the first braking sub-circuit, the second end of the first braking relay is connected to the second end of the first braking sub-circuit, and is configured to, when receiving the activation signal, the coil of the first braking relay is energized and the normally open contact of the first braking relay is closed; a first braking control circuit, one end of the first braking control circuit is connected to the normally open contact of the first braking relay, and the other end of the first braking control circuit is connected to the coupler switch, and is configured to brake the first braking sub-circuit when receiving the braking signal output by the first braking sub-circuit.

[0009] In some embodiments, the second train group circuit includes: a second braking sub-circuit, the first end of the second braking sub-circuit is connected to a third power source, the second end of the second braking sub-circuit is connected to a fourth power source, and is configured to conduct when receiving an activation signal, form the braking loop with the first braking sub-circuit, and output the braking signal when a battery failure occurs in the second train group circuit; a second braking relay, the first end of the second braking relay is connected to the first end of the second braking sub-circuit, the second end of the second braking relay is connected to the second end of the second braking sub-circuit, and is configured to, when receiving the activation signal, the coil of the second braking relay is energized and the normally open contact of the second braking relay is closed; a second braking control circuit, one end of the second braking sub-circuit is connected to the normally open contact of the second braking relay, and is configured to synchronously brake the second braking sub-circuit when braking the first braking sub-circuit.

[0010] In some embodiments, the first braking sub-circuit includes: a first normally closed braking circuit, the first normally closed braking circuit is connected between the positive poles of the first power source and the second power source, and is configured to conduct when de-energized; a second normally closed braking circuit, the second normally closed braking circuit is connected between the negative poles of the first power source and the second power source, and is configured to form the first braking sub-circuit with the first normally closed braking circuit when de-energized.

[0011] In some embodiments, the first normally closed braking circuit includes: a first diode, the anode of the first diode is connected to the positive pole of the second power source; a first normally closed braking switch group, one end of the first normally closed braking switch group is connected to the cathode of the first diode, and is configured to emit a braking signal; a second diode, the cathode of the second diode is connected to the other end of the first normally closed braking switch group, and the anode of the second diode is connected to the positive pole of the first power source.

[0012] In some embodiments, the second normally-closed braking circuit includes: a first signal relay, one end of which is connected to the negative pole of the second power supply and is configured to conduct when powered on; a first relay group, one end of which is connected to the other end of the first signal relay and is configured to connect the negative pole of the second power supply and the first relay group when the first signal relay conducts; a second normally-closed braking switch group, one end of which is connected to the other end of the first relay group and is configured to send a braking signal; a second relay group, one end of which is connected to the other end of the second normally-closed braking switch group; and a second signal relay, one end of which is connected to the other end of the second relay group and the other end of which is connected to the negative pole of the first power supply and is configured to conduct when powered on.

[0013] In some embodiments, the first normally-closed braking switch group includes: a first normally-closed braking switch, one end of which is connected to the cathode of the first diode and is configured to send a braking signal; a first braking connection line, one end of which is connected to the other end of the first normally-closed braking switch; and a second normally-closed braking switch, one end of which is connected to the other end of the first braking connection line and the other end of which is connected to the cathode of the second diode and is configured to send a braking signal.

[0014] In some embodiments, the first relay group includes: a first time relay, one end of which is connected to the other end of the first signal relay and the other end of which is connected to one end of the second normally-closed braking switch group and is configured to connect in series the negative pole of the second power supply and the second normally-closed braking switch group when not coupled; and a first coupling relay, which is connected in parallel with the first time relay and is configured to connect in series the negative pole of the second power supply and the second normally-closed braking switch group when coupled.

[0015] In some embodiments, the second normally-closed braking switch group includes: a third normally-closed braking switch, one end of which is connected to the other end of the first relay group and is configured to send a braking signal; a second braking connection line, one end of which is connected to the other end of the third normally-closed braking switch; and a fourth normally-closed braking switch, one end of which is connected to the other end of the second braking connection line and the other end of which is connected to one end of the second relay group and is configured to send a braking signal.

[0016] In some embodiments, the first normally-closed braking switch group further includes: a fifth normally-closed braking switch, one end of the fifth normally-closed braking switch is connected to the other end of the first braking connection line, and the other end of the fifth normally-closed braking switch is connected to one end of the coupler switch.

[0017] In some embodiments, the first braking control circuit includes: a first coupler circuit, one end of the first coupler circuit is connected to the third end of the first braking relay, and the other end of the first coupler circuit is connected to one end of the coupler switch; a first power supply circuit, the first end of the first power supply circuit is connected to the positive electrode of the fifth power supply, the second end of the first power supply circuit is connected to the negative electrode of the fifth power supply, the third end of the first power supply circuit is connected to the negative electrode of the sixth power supply, and the fourth end of the first power supply circuit is connected to one end of the coupler switch.

[0018] In some embodiments, the first coupler circuit includes: a third diode, the anode of the third diode is connected to the positive electrode of the sixth power supply, and the cathode of the third diode is connected to one end of the coupler switch; a second coupler relay, one end of the second coupler relay is connected to the cathode of the third diode, and the other end of the second coupler relay is connected to one end of the coupler switch.

[0019] In some embodiments, the first power supply circuit includes: a third coupler relay, one end of the third coupler relay is connected to the negative electrode of the fifth power supply; a fourth diode, the anode of the fourth diode is connected to the positive electrode of the fifth power supply or the other end of the third coupler relay; a fourth coupler relay, one end of the fourth coupler relay is connected to the cathode of the fourth diode, and the other end of the fourth coupler relay is connected to one end of the coupler switch; a third relay group, one end of the third relay group is connected to the negative electrode of the seventh power supply, and the other end of the third relay group is connected to one end of the coupler switch; a fifth coupler relay, one end of the fifth coupler relay is connected to the other end of the fifth normally-closed braking switch, and the other end of the fifth coupler relay is connected to one end of the coupler switch; a sixth coupler relay, one end of the sixth coupler relay is connected to the negative electrode of the sixth power supply, and the other end of the sixth coupler relay is connected to one end of the coupler switch.

[0020] In some embodiments, the third relay group includes: a seventh coupler relay, one end of the seventh coupler relay is connected to the negative electrode of the seventh power supply, and the other end of the seventh coupler relay is connected to one end of the coupler switch; an eighth coupler relay, one end of the eighth coupler relay is connected to the negative electrode of the seventh power supply, and the other end of the eighth coupler relay is connected to one end of the coupler switch.

[0021] To achieve the above object, an embodiment of the second aspect of the present invention provides a vehicle, which includes the coupler braking system described in the above embodiments.

[0022] According to the vehicle of the embodiment of the present invention, by providing a coupler switch between a first train set circuit and a second train set circuit with consistent circuit design, the first train set circuit and the second train set circuit are automatically coupled to form a braking circuit. When any one of the storage batteries in the first train set circuit and the second train set circuit fails to supply power, the first train set circuit and the second train set circuit synchronously brake the braking circuit according to the received braking signal, realizing the emergency braking synchronous control of the two train sets and expanding the actual application scenarios of the coupler braking system in coupler rescue.

[0023] The additional aspects and advantages of the present invention will be partly given in the following description, partly will become obvious from the following description, or be understood through the practice of the present invention. Description of the Drawings

[0024] The above and / or additional aspects and advantages of the present invention will become obvious and easy to understand from the description of the embodiments in conjunction with the following drawings, wherein:

[0025] Figure 1 is a schematic structural diagram of a first coupler braking system in the related art;

[0026] Figure 2 is a schematic structural diagram of a second coupler braking system in the related art;

[0027] Figure 3 is a schematic structural diagram of a third coupler braking system in the related art;

[0028] Figure 4 is a schematic structural diagram of a coupler braking system according to an embodiment of the present invention;

[0029] Figure 5 is a schematic diagram of a first working condition of a coupler braking system according to an embodiment of the present invention;

[0030] Figure 6 is a schematic diagram of a second working condition of a coupler braking system according to an embodiment of the present invention;

[0031] Figure 7 is a structural block diagram of a vehicle according to an embodiment of the present invention.

[0032] Reference Signs:

[0033] Emergency braking relay 20; Braking disconnector 3; Activation head and tail relay 4; Braking isolation relay 5; Emergency braking button 6; Emergency braking train line 7; Braking isolation solenoid valve 9;

[0034] Coupler switch SQ;

[0035] The first braking relay KA371; the second braking relay KA372;

[0036] The first diode VT1; the second diode VT2; the third diode VT3; the fourth diode VT4;

[0037] The first signal relay KA341; the second signal relay KA342;

[0038] The first relay group 10; the second relay group 11; the third relay group 13;

[0039] The first normally closed braking switch SB-2; the second normally closed braking switch SB-2'; the third normally closed braking switch SB-1; the fourth normally closed braking switch SB-1'; the fifth normally closed braking switch SB-3;

[0040] The first time relay KT01-1;

[0041] The first coupling relay KA31-1; the second coupling relay KA56-2; the third coupling relay KA56; the fourth coupling relay KA56-1; the fifth coupling relay KA30-1; the sixth coupling relay KA31; the seventh coupling relay KA30; the eighth coupling relay KT01;

[0042] The coupling braking system 100;

[0043] The vehicle 101. Specific embodiments

[0044] The embodiments of the present invention will be described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. The embodiments of the present invention will be described in detail below.

[0045] In the related art, as Figure 1 and Figure 2 shown, when adopting different emergency braking extension schemes to achieve the rescue coupling of two train sets, applying emergency braking enables the two train sets to achieve synchronous braking, including methods such as an emergency braking extension circuit, a first emergency braking extension train line and a second emergency braking extension train line that run through the whole vehicle.

[0046] After the rescue vehicle and the faulty vehicle are coupled, when emergency braking needs to be applied, as Figure 1 shown, pressing the normally open switch of "EMPB-1" makes the emergency braking extension relays "EMPBR" of both train sets energized; or as Figure 2 shown, at this time, the normally closed contacts "EMPBR-1" and "EMPBR-2" of the emergency braking extension relay "EMPBR" are disconnected, and the emergency braking circuits of both train sets are simultaneously disconnected, realizing the synchronous application of emergency braking for the two train sets.

[0047] However, the above emergency braking synchronization control method does not adopt the fail-safe design principle, and there are significant risks during actual applications such as broken wires or poor contacts in the connection lines. Since this solution uses a normally open switch "EMPB-1" to control the normally closed contacts "EMPBR-1" and "EMPBR-2" of the emergency braking expansion relay "EMPBR" to disconnect the emergency braking circuit, if the wiring of the normally open switch "EMPB-1" falls off or the circuit has poor contact, when the vehicle needs to apply emergency braking, after pressing the normally open switch "EMPB-1", the emergency braking expansion relay "EMPBR" will not be powered on, thus unable to apply braking to the vehicle by disconnecting the contacts "EMPBR-1" and "EMPBR-2", resulting in safety accidents; and during the coupling process when the circuit is powered, due to the need for a period of time for the terminals of the coupling connector to make contact, there will be a phenomenon of poor contact of the terminals, and the terminals are easily ablated, so switches or relays should be added for control; moreover, the power supplies of the rescue vehicle and the faulty vehicle are not completely isolated.

[0048] Or as Figure 3 shown, on the emergency braking train line 7 of the leading cars of the rescue train (on the left side of the left cross-over track) and the faulty train (on the right side of the left cross-over track), the normally closed contact of the coupling relay 1 and the emergency braking relay 20 are connected in parallel to reconstruct the emergency braking train line 7 circuit after the rescue train and the faulty train are coupled; at the same time, braking isolation switches 3 are configured on the leading cars of the rescue vehicle and the faulty vehicle, and the head and tail relay 4 and the braking isolation relay 5 are connected in parallel. The normally closed contact of the emergency braking button 6 on the driver's console is connected in series to the emergency braking train line 7 circuit. The braking isolation solenoid valves 9 of all vehicles are connected in parallel to the emergency train line circuit and are powered by the emergency train line circuit. By controlling the emergency train line circuit, the braking isolation solenoid valves are controlled to achieve emergency braking synchronization control under rescue conditions.

[0049] However, the above method is complex to operate, and the faulty vehicle needs to be attended by a driver to operate the braking isolation switch 3; although it seemingly realizes the function of expanding the control of the emergency braking circuit connection, this function cannot be achieved when analyzing the specific electrical schematic diagram. According to Figure 3 the schematic diagram, when the two train sets are coupled, the rescue train (on the left side of the left cross-over track) activates the head and tail relay 4 and the braking isolation relay 5 through the contacts of the emergency braking relay 20 and the braking isolation switch 3. At this time, the normally open contact of the braking isolation relay 5 closes (see Figure 3Below the middle circle), at this time, the braking disconnector switch 3 is connected to the contact of the braking isolation relay 5, and then through the coupler relay 1, so that the two ends of the coil of the emergency braking relay 20 are directly connected together, and the voltage at both ends of the coil is equal and cannot generate a magnetic field in the coil. As a result, the emergency braking relay 20 is relatively de-energized and the contacts are disconnected, and the vehicle coupling fails. Therefore, this solution cannot achieve the extended control of the emergency braking circuit coupling, and the power supplies of the rescue train and the faulty train are not completely isolated.

[0050] The following combines Figures 4 - 6 to give an example of the coupling braking system 100 of the present invention.

[0051] As Figure 4 shown, the coupling braking system 100 of the embodiment of the present invention includes: a first train set circuit, a second train set circuit, and a coupling switch denoted as SQ for example. Among them,

[0052] One end of the coupling switch SQ is connected to the first train set circuit, and the other end of the coupling switch SQ is connected to the second train set circuit; among them, when the first train set circuit and the second train set circuit are coupled, a braking circuit is formed, and when a braking signal is received, the first train set circuit and the second train set circuit synchronously brake the braking circuit.

[0053] In the embodiment, with the coupling switch SQ as the center, the first train set circuit and the second train set circuit are mirror-symmetrically arranged, that is, the models and the design of the installation positions of the internal components of the first train set circuit and the second train set circuit are consistent, so that the first train set circuit and the second train set circuit can exchange roles, that is, it can be a rescue vehicle or a faulty vehicle; the activation ends of the first train set circuit and the second train set circuit are coupled through an automatic coupler. During the coupling action, the coupling switch SQ in the automatic coupler will automatically close according to the contact travel of the two couplers, without the need for manual corresponding operation actions, realizing automatic rescue coupling.

[0054] After the first train set circuit and the second train set circuit are coupled, a braking circuit is formed. When a battery failure occurs in the second train set circuit, for example, in a non-power supply condition, the emergency braking circuit of the first train set circuit is disconnected to send a braking signal with a low level. After receiving the low level, the Brake Control Unit (BCU) of the braking system in the first train set circuit brakes the braking circuit. At this time, when the second train set circuit connected to the first train set circuit receives the braking signal, the emergency braking circuit of the second train set circuit is disconnected, and the BCU of the braking system in the second train set circuit synchronously receives the low level, and the second train set circuit also synchronously brakes the braking circuit. Similarly, when a battery failure occurs in the first train set circuit, for example, in a non-power supply condition, the second train set circuit can perform the same operation on the first train set circuit. When the second train set circuit brakes the braking circuit, the first train set circuit also synchronously brakes the braking circuit, realizing two-way emergency braking of the first train set circuit and the second train set circuit.

[0055] According to the coupling braking system 100 of the embodiment of the present invention, by setting a coupling switch SQ between the first train set circuit and the second train set circuit with consistent circuit design, the first train set circuit and the second train set circuit are automatically coupled to form a braking circuit. When a battery failure occurs in either the first train set circuit or the second train set circuit and cannot supply power, the first train set circuit and the second train set circuit synchronously brake the braking circuit according to the received braking signal, realizing synchronous control of emergency braking of two train sets and expanding the actual application scenario of the coupling braking system 10 in coupling rescue.

[0056] In some embodiments, the first train set circuit includes: a first braking sub-circuit, a first braking relay, for example, denoted as KA371, and a first braking control circuit, where

[0057] The first end of the first braking sub-circuit is connected to the first power supply, and the second end of the first braking sub-circuit is connected to the second power supply, and is used to conduct when receiving an activation signal, and output a braking signal when a battery failure occurs in the first train set circuit; the first end of the first braking relay KA371 is connected to the first end of the first braking sub-circuit, and the second end of the first braking relay KA371 is connected to the second end of the first braking sub-circuit, and is used to make the coil of the first braking relay KA371 energized and the normally open contact of the first braking relay KA371 closed when receiving an activation signal; one end of the first braking control circuit is connected to the normally open contact of the first braking relay KA371, and the other end of the first braking control circuit is connected to the coupling switch SQ, and is used to brake the first braking sub-circuit when receiving the braking signal output by the first braking sub-circuit.

[0058] In an embodiment, after the first train set circuit key is activated, an activation signal is output. The first braking sub-circuit is connected to the negative electrode of the first power supply, the negative electrode of the second power supply, the positive electrode of the first power supply, and the positive electrode of the second power supply, so that the positive and negative electrodes of the coil of the first braking relay KA371 in the first train set circuit are energized. The normally open contact of the first braking relay KA371 closes. When there is a battery failure in the first train set circuit, the first braking sub-circuit outputs a braking signal, and the positive electrode of the power supply outputs a braking signal with a high level on the emergency braking output line through this normally open contact, and the emergency braking circuit of the first train set circuit is established. If a braking signal with a low level is output, the first braking sub-circuit is braked.

[0059] In some embodiments, the second train set circuit includes: a second braking sub-circuit, a second braking relay KA372, and a second braking control circuit, where

[0060] The first end of the second braking sub-circuit is connected to the third power supply, and the second end of the second braking sub-circuit is connected to the fourth power supply, and is used to conduct when receiving an activation signal, form a braking circuit with the first braking sub-circuit, and output a braking signal when there is a battery failure in the second train set circuit; the first end of the second braking relay KA372 is connected to the first end of the second braking sub-circuit, and the second end of the second braking relay KA372 is connected to the second end of the second braking sub-circuit, and is used to make the coil of the second braking relay KA372 energized when receiving an activation signal, and the normally open contact of the second braking relay KA372 closes; one end of the second braking sub-circuit is connected to the normally open contact of the second braking relay KA372, and is used to synchronously brake the second braking sub-circuit when braking the first braking sub-circuit.

[0061] In some embodiments, the first braking sub-circuit includes: a first normally closed braking circuit and a second normally closed braking circuit, where

[0062] The first normally closed braking circuit is connected between the positive electrode of the first power supply and the positive electrode of the second power supply, and is used to conduct when de-energized to connect to the positive electrode of the coil of the second braking relay KA372; the second normally closed braking circuit is connected between the negative electrode of the first power supply and the negative electrode of the second power supply, and is used to form the first braking sub-circuit with the first normally closed braking circuit when de-energized to connect to the negative electrode of the coil of the second braking relay KA372, so that the coil of the second braking relay KA372 is energized, the normally open contact of the second braking relay KA372 closes, and the braking signal output by the positive electrode of the power supply through this normally open contact on the emergency braking output line is at a high level. If the output braking signal is at a low level, the braking circuit is braked, and the emergency braking circuit of the first train set circuit is established.

[0063] In some embodiments, such as Figure 4As shown, the first normally-closed braking circuit includes: a first diode denoted as VT1 for example, a first normally-closed braking switch group, and a second diode denoted as VT2 for example. Among them,

[0064] The anode of the first diode VT1 is connected to the positive pole of the second power supply; one end of the first normally-closed braking switch group is connected to the cathode of the first diode VT1 and is used to send a braking signal; the cathode of the second diode VT2 is connected to the other end of the first normally-closed braking switch group, and the anode of the second diode VT2 is connected to the positive pole of the first power supply.

[0065] In the embodiment, after the first train set circuit key is activated, the positive pole of the first power supply is connected in series with the first normally-closed braking switch group through the second diode VT2 that plays an isolation role. After the first normally-closed braking switch group sends a braking signal, it is connected to the first diode VT1. Due to the isolation of the first diode VT1, it is connected to the positive pole of the coil of the second braking relay KA372, causing the coil of the second braking relay KA372 to be energized.

[0066] In some embodiments, as Figure 4 As shown, the second normally-closed braking circuit includes: a first signal relay denoted as KA341 for example, a first relay group 10, a second normally-closed braking switch group, a second relay group 11, and a second signal relay KA342. Among them,

[0067] One end of the first signal relay KA341 is connected to the negative pole of the second power supply and is used to conduct when energized; one end of the first relay group 10 is connected to the other end of the first signal relay KA341 and is used to conduct the negative pole of the second power supply and the first relay group 10 when the first signal relay KA341 conducts; one end of the second normally-closed braking switch group is connected to the other end of the first relay group 10 and is used to send a braking signal; one end of the second relay group 11 is connected to the other end of the second normally-closed braking switch group; one end of the second signal relay KA342 is connected to the other end of the second relay group 11, and the other end of the second signal relay KA342 is connected to the negative pole of the first power supply and is used to conduct when energized.

[0068] In the embodiment, after the first train set circuit key is activated, the normally-open contact of the second signal relay KA342 closes. When the second signal relay KA342 is connected to the negative pole of the first power supply, it can be energized and conduct. The negative pole of the first power supply is connected in series with the second normally-closed braking switch group through the second relay group 11. After the second normally-closed braking switch group sends a braking signal, the first relay group 10 is connected to it. Since the first signal relay KA341 is not energized, it is connected to the negative pole of the coil of the second braking relay KA372, causing the coil of the second braking relay KA372 to be energized.

[0069] In some embodiments, as Figure 4As shown, the first normally-closed braking switch group includes: a first normally-closed braking switch, denoted as SB-2 for example, a first braking connection line, and a second normally-closed braking switch, denoted as SB-2' for example. Among them,

[0070] One end of the first normally-closed braking switch SB-2 is connected to the cathode of the first diode VT1, and is used for sending a braking signal; one end of the first braking connection line is connected to the other end of the first normally-closed braking switch SB-2; one end of the second normally-closed braking switch SB-2' is connected to the other end of the first braking connection line, and the other end of the second normally-closed braking switch SB-2' is connected to the cathode of the second diode VT2, and is used for sending a braking signal.

[0071] In the embodiment, after the positive pole of the first power supply is connected in series with the first normally-closed braking switch group, the first normally-closed braking switch SB-2 in the first normally-closed braking switch group sends a braking signal, and sends it to the second normally-closed braking switch SB-2' through the first braking connection line. Among them, the first braking connection line is the workshop cross-connection line between the first train group circuit and the MR (Middle-Engine, Rear-Drive) vehicle, the internal line of the MR vehicle, and the workshop cross-connection line between the MR vehicle and the second train group circuit, connecting the first train group circuit and the second train group circuit.

[0072] In some embodiments, as Figure 4 shown, the first relay group 10 includes: a first time relay, denoted as KT01-1 for example, and a first coupling relay, denoted as KA31-1 for example. Among them,

[0073] One end of the first time relay KT01-1 is connected to the other end of the first signal relay KA341, and the other end of the first time relay KT01-1 is connected to one end of the second normally-closed braking switch group, and is used for connecting the negative pole of the second power supply and the second normally-closed braking switch group in series when not coupled; the first coupling relay KA31-1 is connected in parallel with the first time relay KT01-1, and is used for connecting the negative pole of the second power supply and the second normally-closed braking switch group in series when coupled.

[0074] In an embodiment, after the negative electrode of the second power supply is connected to the first relay group 10, when the first train set circuit and the second train set circuit are not coupled, it is connected to the normally closed contact of the first time relay KT01-1; when the first train set circuit and the second train set circuit are coupled, it is connected to the contact of the first coupling relay KA31-1. The negative electrode of the second power supply and the second normally closed brake switch group are connected in series. The second relay group 11 and the first relay group 10 are the same. By setting the first time relay KT01-1 and the first coupling relay KA31-1, it conforms to the design principle of fail-safe, prevents the situation that the emergency brake cannot be applied due to broken wire or poor contact, and reduces the occurrence of rescue safety accidents, improving the safety of coupled rescue.

[0075] In some embodiments, as Figure 4 shown, the second normally closed brake switch group includes: a third normally closed brake switch, denoted as SB-1 for example, a second brake connection line, and a fourth normally closed brake switch, denoted as SB-1' for example. Among them,

[0076] One end of the third normally closed brake switch SB-1 is connected to the other end of the first relay group 10 for sending a brake signal; the second brake connection line, one end of the second brake connection line is connected to the other end of the third normally closed brake switch SB-1; one end of the fourth normally closed brake switch SB-1' is connected to the other end of the second brake connection line, and the other end of the fourth normally closed brake switch SB-1' is connected to one end of the second relay group 11 for sending a brake signal.

[0077] In an embodiment, after the negative electrode of the second power supply is connected in series with the second normally closed brake switch group, the third normally closed brake switch SB-1 in the second normally closed brake switch group sends a brake signal and sends it to the fourth normally closed brake switch SB-1' through the second brake connection line. Among them, the second brake connection line is the workshop cross-connection line between the first train set circuit and the MR vehicle, the internal line of the MR vehicle, and the workshop cross-connection line between the MR vehicle and the second train set circuit, connecting the first train set circuit and the second train set circuit.

[0078] In some embodiments, the first normally closed brake switch group further includes: a fifth normally closed brake switch, denoted as SB-3 for example. One end of the fifth normally closed brake switch SB-3 is connected to the other end of the first brake connection line, and the other end of the fifth normally closed brake switch SB-3 is connected to one end of the coupling switch SQ.

[0079] When the normally-closed braking switch, such as the second normally-closed braking switch SB-2' and / or the fourth normally-closed braking switch SB-1', is pressed in the first train set circuit, the emergency braking circuit of the first train set circuit is disconnected, and a braking signal with a low level is sent. After receiving the low level, the braking control unit BCU of the braking system of the first train set circuit controls the first braking sub-circuit of the first train set circuit to brake the braking circuit. At this time, when the second train set circuit controlled by the fifth normally-closed braking switch SB-3 of the first train set circuit receives the braking signal, the emergency braking circuit of the second train set circuit is disconnected, the braking system control unit BCU of the second train set circuit synchronously receives the low level, and the second braking sub-circuit of the second train set circuit also synchronously brakes the braking circuit. Similarly, the second train set circuit can perform the same operation on the first train set circuit. When the second braking sub-circuit brakes the braking circuit, the first braking sub-circuit also synchronously brakes the braking circuit, realizing two-way emergency braking of the first train set circuit and the second train set circuit.

[0080] In some embodiments, the first braking control circuit includes: a first coupling circuit and a first power supply circuit, where,

[0081] One end of the first coupling circuit is connected to the third terminal of the first braking relay KA371, and the other end of the first coupling circuit is connected to one end of the coupling switch SQ, connecting the first braking relay KA371 and the coupling switch SQ; the first end of the first power supply circuit is connected to the positive pole of the fifth power supply, the second end of the first power supply circuit is connected to the negative pole of the fifth power supply, the third end of the first power supply circuit is connected to the negative pole of the sixth power supply, and the fourth end of the first power supply circuit is connected to one end of the coupling switch SQ.

[0082] In some embodiments, the first coupling circuit includes: a third diode, denoted as VT3 for example, and a second coupling relay, denoted as KA56-2 for example, where,

[0083] The anode of the third diode VT3 is connected to the positive pole of the sixth power supply, and the cathode of the third diode VT3 is connected to one end of the coupling switch SQ; one end of the second coupling relay KA56-2 is connected to the cathode of the third diode VT3, and the other end of the second coupling relay KA56-2 is connected to one end of the coupling switch SQ.

[0084] In some embodiments, the first power supply circuit includes: a third coupling relay, denoted as KA56 for example, a fourth diode, denoted as VT4 for example, a fourth coupling relay, denoted as KA56-1 for example, a third relay group 13, a fifth coupling relay, denoted as KA30-1 for example, and a sixth coupling relay, denoted as KA31 for example, where,

[0085] One end of the third coupling relay KA56 is connected to the negative pole of the fifth power supply; the anode of the fourth diode VT4 is connected to the positive pole of the fifth power supply or the other end of the third coupling relay KA56; one end of the fourth coupling relay KA56-1 is connected to the cathode of the fourth diode VT4, and the other end of the fourth coupling relay KA56-1 is connected to one end of the coupling switch SQ; one end of the third relay group 13 is connected to the negative pole of the seventh power supply, and the other end of the third relay group 13 is connected to one end of the coupling switch SQ; one end of the fifth coupling relay KA30-1 is connected to the other end of the fifth normally-closed braking switch SB-3, and the other end of the fifth coupling relay KA30-1 is connected to one end of the coupling switch SQ; one end of the sixth coupling relay KA31 is connected to the negative pole of the sixth power supply, and the other end of the sixth coupling relay KA31 is connected to one end of the coupling switch SQ.

[0086] In the embodiment, as Figure 5 shown, it is a schematic diagram of the first working condition of the coupling braking system according to the embodiment of the present utility model. When the battery in the second train set circuit can supply power normally, the first train set circuit and the second train set circuit supply power to the circuit respectively. Taking the first train set circuit as an example, after the third coupling relay KA56 is powered on, the corresponding second coupling relay KA56-2 and the fourth coupling relay KA56-1 are disconnected, and the braking signal outputs and the power supplies of the two train sets are isolated from each other. Since the second train set circuit and the first train set circuit are symmetrically arranged, the circuit for the second train set circuit to supply power to the circuit is the same as that of the first train set circuit.

[0087] As Figure 6 shown, it is a schematic diagram of the second working condition of the coupling braking system according to the embodiment of the present utility model. When the battery in the second train set circuit cannot supply power normally, the positive pole of the fifth power supply in the first train set circuit supplies power to the circuit. After the third coupling relay KA56 is powered on, the corresponding second coupling relay KA56-2 and the fourth coupling relay KA56-1 are disconnected. Since the second train set circuit cannot supply power normally, the switching states of its internal devices are opposite to those of the first train set circuit. At this time, the braking signal of the first train set circuit is output to the emergency braking circuit of the second train set circuit, and the braking system BCU of the second train set circuit can collect the braking signal.

[0088] The positive pole of the sixth power supply of the first train set circuit is divided into two power supply loops through the third diode VT3 that plays an isolation role. Among them, power supply loop 1 is connected in series with the coupler switch SQ and then respectively connected to the relay group of the second train set circuit, and is connected to the sixth coupler relay KA31 through the fifth coupler relay KA30-1. After the sixth coupler relay KA31 is energized, the corresponding first coupler relay KA31-1 immediately closes; power supply loop 2 is connected in series with the coupler switch SQ and then respectively connected to the third relay group 13 of the first train set circuit, and the same devices symmetrically arranged between the second train set circuit and the first train set circuit.

[0089] In some embodiments, the third relay group 13 includes: a seventh coupler relay, denoted as KA30 for example, and an eighth coupler relay, denoted as KT01 for example. Among them,

[0090] One end of the seventh coupler relay KA30 is connected to the negative pole of the seventh power supply, and the other end of the seventh coupler relay KA30 is connected to one end of the coupler switch SQ; one end of the eighth coupler relay KT01 is connected to the negative pole of the seventh power supply, and the other end of the eighth coupler relay KT01 is connected to one end of the coupler switch SQ.

[0091] In the embodiment, the eighth coupler relay KT01 is a power-on delay relay, that is, after a preset power-on time, the corresponding first time relay KT01-1 will disconnect. The preset time can be set according to actual needs. Through the cooperation of the eighth coupler relay KT01 and the sixth coupler relay KA31, before the first time relay KT01-1 disconnects, the first coupler relay KA31-1 has already closed. At this time, the emergency braking circuit of the first train set circuit is switched from the normal mode to the coupling mode. That is, it is realized through the connection of the first coupler relay KA31-1.

[0092] When both the sixth coupler relay KA31 and the eighth coupler relay KT01 use ordinary relays, there may be a phenomenon of relay contact competition. That is, when the first train set circuit and the second train set circuit are coupled, after the sixth coupler relay KA31 is energized, the corresponding first coupler relay KA31-1 has not had time to close, while the first time relay KT01-1 has disconnected, causing the first relay group 10 to disconnect and the emergency braking circuit of the first train set circuit to disconnect. As a result, the first train set circuit applies emergency braking to the braking circuit.

[0093] According to the coupler braking system 100 of the embodiment of the present utility model, by arranging a coupler switch SQ between the first train set circuit and the second train set circuit with consistent circuit design, the first train set circuit and the second train set circuit are automatically coupled to form a braking circuit. When any one of the batteries in the first train set circuit and the second train set circuit fails to supply power, the first train set circuit and the second train set circuit synchronously brake the braking circuit according to the received braking signal, realizing the synchronous control of the emergency braking of the two train sets, and expanding the actual application scenarios of the coupler braking system 10 in coupler rescue.

[0094] The following combines Figure 7 to describe the vehicle 101 of the embodiment of the present utility model.

[0095] As Figure 7 shown, the vehicle 101 of the embodiment of the present utility model includes the coupler braking system 100 of the above embodiment.

[0096] According to the vehicle 101 of the embodiment of the present utility model, by arranging a coupler switch SQ between the first train set circuit and the second train set circuit with consistent circuit design, the first train set circuit and the second train set circuit are automatically coupled to form a braking circuit. When any one of the batteries in the first train set circuit and the second train set circuit fails to supply power, the first train set circuit and the second train set circuit synchronously brake the braking circuit according to the received braking signal, realizing the synchronous control of the emergency braking of the two train sets, and expanding the actual application scenarios of the coupler braking system 10 in coupler rescue.

[0097] In the description of this specification, the description with reference to terms such as "one embodiment", "some embodiments", "schematic embodiments", "examples", "specific examples", or "some examples" etc. means that the specific features, structures, materials or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present utility model. In this specification, the schematic expressions of the above terms do not necessarily refer to the same embodiment or example.

[0098] Although the embodiments of the present utility model have been shown and described, those of ordinary skill in the art can understand that various changes, modifications, substitutions and variations can be made to these embodiments without departing from the principles and purposes of the present utility model, and the scope of the present utility model is defined by the claims and their equivalents.

Claims

1. A coupler braking system, characterized in that, Comprising: The first train set circuit; The second train set circuit; A coupler switch, one end of the coupler switch is connected to the first train set circuit, and the other end of the coupler switch is connected to the second train set circuit; Wherein, when the first train set circuit and the second train set circuit are coupled, a braking circuit is formed, and when a braking signal is received, the first train set circuit and the second train set circuit synchronously brake the braking circuit.

2. The coupler braking system according to claim 1, characterized in that, The first train set circuit includes: A first braking sub-circuit, a first end of the first braking sub-circuit is connected to a first power source, and a second end of the first braking sub-circuit is connected to a second power source, configured to conduct when an activation signal is received, and output the braking signal when a battery failure occurs in the first train set circuit; A first braking relay, a first end of the first braking relay is connected to the first end of the first braking sub-circuit, and a second end of the first braking relay is connected to the second end of the first braking sub-circuit, configured to, when the activation signal is received, the coil of the first braking relay is energized, and the normally open contact of the first braking relay is closed; A first braking control circuit, one end of the first braking control circuit is connected to the normally open contact of the first braking relay, and the other end of the first braking control circuit is connected to the coupler switch, configured to brake the first braking sub-circuit when the braking signal output by the first braking sub-circuit is received.

3. The coupler braking system according to claim 2, wherein The second train set circuit includes: A second braking sub-circuit, a first end of the second braking sub-circuit is connected to a third power source, and a second end of the second braking sub-circuit is connected to a fourth power source, configured to conduct when an activation signal is received, form the braking circuit with the first braking sub-circuit, and output the braking signal when a battery failure occurs in the second train set circuit; A second braking relay, a first end of the second braking relay is connected to the first end of the second braking sub-circuit, and a second end of the second braking relay is connected to the second end of the second braking sub-circuit, configured to, when the activation signal is received, the coil of the second braking relay is energized, and the normally open contact of the second braking relay is closed; A second braking control circuit, one end of the second braking sub-circuit is connected to the normally open contact of the second braking relay, configured to synchronously brake the second braking sub-circuit when the first braking sub-circuit is braked.

4. The coupler braking system according to claim 2, characterized in that, The first braking sub-circuit includes: A first normally closed braking circuit, the first normally closed braking circuit is connected between the positive pole of the first power source and the positive pole of the second power source, configured to conduct when de-energized; A second normally closed braking circuit, the second normally closed braking circuit is connected between the negative pole of the first power source and the negative pole of the second power source, configured to form the first braking sub-circuit with the first normally closed braking circuit when de-energized.

5. The coupler braking system according to claim 4, wherein The first normally closed braking circuit includes: A first diode, the anode of the first diode is connected to the positive pole of the second power source; A first normally closed braking switch group, one end of the first normally closed braking switch group is connected to the cathode of the first diode, configured to emit a braking signal; A second diode, the cathode of the second diode is connected to the other end of the first normally-closed braking switch group, and the anode of the second diode is connected to the positive pole of the first power supply.

6. The coupler braking system according to claim 4, wherein, The second normally-closed braking circuit includes: A first signal relay, one end of the first signal relay is connected to the negative pole of the second power supply and is used to conduct when powered on; A first relay group, one end of the first relay group is connected to the other end of the first signal relay and is used to conduct the negative pole of the second power supply and the first relay group when the first signal relay conducts; A second normally-closed braking switch group, one end of the second normally-closed braking switch group is connected to the other end of the first relay group and is used to send a braking signal; A second relay group, one end of the second relay group is connected to the other end of the second normally-closed braking switch group; A second signal relay, one end of the second signal relay is connected to the other end of the second relay group, and the other end of the second signal relay is connected to the negative pole of the first power supply and is used to conduct when powered on.

7. The coupler braking system according to claim 5, wherein, The first normally-closed braking switch group includes: A first normally-closed braking switch, one end of the first normally-closed braking switch is connected to the cathode of the first diode and is used to send a braking signal; A first braking connection line, one end of the first braking connection line is connected to the other end of the first normally-closed braking switch; A second normally-closed braking switch, one end of the second normally-closed braking switch is connected to the other end of the first braking connection line, and the other end of the second normally-closed braking switch is connected to the cathode of the second diode and is used to send a braking signal.

8. The coupler braking system according to claim 6, wherein The first relay group includes: A first time relay, one end of the first time relay is connected to the other end of the first signal relay, and the other end of the first time relay is connected to one end of the second normally-closed braking switch group and is used to connect in series the negative pole of the second power supply and the second normally-closed braking switch group when not coupled; A first coupling relay, the first coupling relay is connected in parallel with the first time relay and is used to connect in series the negative pole of the second power supply and the second normally-closed braking switch group when coupling.

9. The coupler braking system according to claim 6, wherein, The second normally-closed braking switch group includes: A third normally-closed braking switch, one end of the third normally-closed braking switch is connected to the other end of the first relay group and is used to send a braking signal; A second braking connection line, one end of the second braking connection line is connected to the other end of the third normally-closed braking switch; A fourth normally-closed braking switch, one end of the fourth normally-closed braking switch is connected to the other end of the second braking connection line, and the other end of the fourth normally-closed braking switch is connected to one end of the second relay group and is used to send a braking signal.

10. The coupler braking system according to claim 9, wherein, The second normally-closed braking switch group further includes: A fifth normally-closed braking switch, one end of the fifth normally-closed braking switch is connected to the other end of the second braking connection line, and the other end of the fifth normally-closed braking switch is connected to one end of the coupling switch.

11. The coupler braking system according to claim 2, characterized in that, The first braking control circuit includes: A first coupling circuit, one end of the first coupling circuit is connected to the third end of the first braking relay, and the other end of the first coupling circuit is connected to one end of the coupling switch; The first power supply circuit, the first end of the first power supply circuit is connected to the positive pole of the fifth power supply, the second end of the first power supply circuit is connected to the negative pole of the fifth power supply, the third end of the first power supply circuit is connected to the negative pole of the sixth power supply, and the fourth end of the first power supply circuit is connected to one end of the coupler switch.

12. The coupler braking system according to claim 11, characterized in that, The first coupler circuit includes: A third diode, the anode of the third diode is connected to the positive pole of the sixth power supply, and the cathode of the third diode is connected to one end of the coupler switch; A second coupler relay, one end of the second coupler relay is connected to the cathode of the third diode, and the other end of the second coupler relay is connected to one end of the coupler switch.

13. The coupler braking system according to claim 11, characterized in that, The first power supply circuit includes: A third coupler relay, one end of the third coupler relay is connected to the negative pole of the fifth power supply; A fourth diode, the anode of the fourth diode is connected to the positive pole of the fifth power supply or the other end of the third coupler relay; A fourth coupler relay, one end of the fourth coupler relay is connected to the cathode of the fourth diode, and the other end of the fourth coupler relay is connected to one end of the coupler switch; A third relay group, one end of the third relay group is connected to the negative pole of the seventh power supply, and the other end of the third relay group is connected to one end of the coupler switch; A fifth coupler relay, one end of the fifth coupler relay is connected to the other end of the fifth normally closed brake switch, and the other end of the fifth coupler relay is connected to one end of the coupler switch; A sixth coupler relay, one end of the sixth coupler relay is connected to the negative pole of the sixth power supply, and the other end of the sixth coupler relay is connected to one end of the coupler switch.

14. The coupler braking system according to claim 13, wherein The third relay group includes: A seventh coupler relay, one end of the seventh coupler relay is connected to the negative pole of the seventh power supply, and the other end of the seventh coupler relay is connected to one end of the coupler switch; An eighth coupler relay, one end of the eighth coupler relay is connected to the negative pole of the seventh power supply, and the other end of the eighth coupler relay is connected to one end of the coupler switch.

15. A vehicle, characterized in that, Includes: The coupler braking system according to any one of claims 1-14.

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