Train emergency lighting control circuit, train emergency lighting control system and train

Abstract

The invention provides a train emergency lighting control circuit, a train emergency lighting control system and a train, and mainly relates to the technical field of railway vehicles. Specifically, the train emergency lighting control circuit comprises a battery and at least one compartment lighting sub-circuit, and the battery is configured to be connected with a first power supply bus; the compartment lighting sub-circuit comprises a centralized control switch, a local control switch, an emergency lighting change-over switch and an emergency lighting lamp; the local control switch comprises a first sub-switch and a second sub-switch, one end of the first sub-switch is configured to be connected with a second power supply bus, the first sub-switch is a normally closed switch, the second sub-switch is a normally open switch, and the first sub-switch and the second sub-switch are configured to act synchronously; the emergency lighting change-over switch comprises a first control end and a third sub-switch, one end of the third sub-switch is configured to be connected with the first power supply bus, and the other end of the third sub-switch is configured to be connected with the emergency lighting lamp.

Description

Technical Field

[0001] The present disclosure relates to the technical field of rail vehicles, and more specifically, to a train emergency lighting control circuit, a train emergency lighting control system and a train. Background Art

[0002] With the rapid development of my country's rail transit industry, there are more and more demands for multifunctional trains. Freight trains are gradually becoming a new trend in the field of logistics and transportation due to their advantages of large transport volume and high time efficiency. Among them, the emergency lighting systems equipped in freight trains mostly adopt centralized control, that is, in the driver's cab at both ends of the train, the driver can easily control the opening and closing of the emergency lighting of the entire train.

[0003] However, during the loading and unloading process of the EMU, due to safety requirements, the train is usually in a power-off state, and there is no driver accompanying at this time. In this case, the EMU train cannot turn on the emergency lighting, and the loading personnel have no authority to enter the driver's cab to turn on and off the emergency lighting to assist in loading. In addition, since the emergency lighting system is centrally controlled and lacks the local control function of a single vehicle, if the emergency lighting of the entire train is turned on during the loading and unloading process, it will not only cause a waste of batteries, but also have a significant impact on the battery life. Summary of the invention

[0004] In view of this, the present disclosure provides a train emergency lighting control circuit, a train emergency lighting control system and a train.

[0005] One aspect of the present disclosure provides a train emergency lighting control circuit, comprising: a battery and at least one carriage lighting subcircuit, wherein at least one of the carriage lighting subcircuits is configured to be respectively arranged in at least one carriage of a train; wherein the battery is configured to be connected to a first power supply bus, and the first power supply bus is configured to be arranged throughout at least one of the carriages; the carriage lighting subcircuit comprises a centralized control switch, a local control switch, an emergency lighting conversion switch and an emergency lighting lamp; wherein the two ends of the centralized control switch are configured to be respectively connected to the first power supply bus and the second power supply bus; the local control switch comprises a first sub-switch and a second sub-switch, wherein one end of the first sub-switch is configured to be connected to the second power supply bus, and the upper The other end of the first sub-switch is configured to be connected to the emergency lighting conversion switch, one end of the second sub-switch is configured to be connected to the first power supply bus, the other end of the second sub-switch is configured to be connected to the emergency lighting conversion switch, the first sub-switch is a normally closed switch, the second sub-switch is a normally open switch, and the first sub-switch and the second sub-switch are configured to act synchronously; the emergency lighting conversion switch includes a first control end and a third sub-switch, the first control end is configured to be connected to the other end of the first sub-switch and the other end of the second sub-switch respectively, one end of the third sub-switch is configured to be connected to the first power supply bus, and the other end of the third sub-switch is configured to be connected to the emergency lighting lamp.

[0006] According to an embodiment of the present disclosure, when the above-mentioned centralized control switch is in a closed state, the above-mentioned battery is configured to supply power to the above-mentioned first control terminal through the above-mentioned first power supply bus, the above-mentioned second power supply bus and the above-mentioned first sub-switch in sequence, and the above-mentioned emergency lighting conversion switch is configured to control the closure of the above-mentioned third sub-switch in response to the power being supplied to the above-mentioned first control terminal, so that the above-mentioned battery supplies power to the above-mentioned emergency lighting through the above-mentioned first power supply bus.

[0007] According to an embodiment of the present disclosure, the above-mentioned local control switch is configured to switch to a working condition in response to a control operation, and control the above-mentioned first sub-switch to be disconnected, and control the above-mentioned second sub-switch to be closed; wherein, when the above-mentioned local control switch is in a working condition, the above-mentioned battery is configured to supply power to the above-mentioned first control terminal through the above-mentioned first power supply bus and the above-mentioned second sub-switch, and the above-mentioned emergency lighting conversion switch is configured to control the above-mentioned third sub-switch to be closed in response to the above-mentioned first control terminal being powered, so that the above-mentioned battery supplies power to the above-mentioned emergency lighting through the above-mentioned first power supply bus.

[0008] According to an embodiment of the present disclosure, the local control switch also includes a fourth sub-switch, and the train emergency lighting control circuit also includes a local control indicator light; wherein, one end of the fourth sub-switch is configured to be connected to the first power supply bus, and the other end of the fourth sub-switch is configured to be connected to the local control indicator light, the fourth sub-switch is a normally open switch, and the fourth sub-switch is configured to operate synchronously with the second sub-switch; wherein, when the fourth sub-switch is in a closed state, the battery is configured to supply power to the local control indicator light through the first power supply bus to indicate that the carriage corresponding to the local control indicator light is in a local control working condition.

[0009] According to an embodiment of the present disclosure, the above-mentioned train emergency lighting control circuit also includes: a first undervoltage protection unit, including a first voltage detection circuit breaker, a first protection switch, a second protection switch and a DC power switch; wherein the above-mentioned first protection switch includes a second control terminal and a fifth sub-switch, the above-mentioned second control terminal is configured to be connected to the above-mentioned first power supply bus through the above-mentioned first voltage detection circuit breaker, and one end of the above-mentioned fifth sub-switch is configured to be connected to the above-mentioned first voltage detection circuit breaker; the above-mentioned second protection switch includes a third control terminal and a sixth sub-switch, the above-mentioned third control terminal is configured to be connected to the other end of the above-mentioned fifth sub-switch, and one end of the above-mentioned sixth sub-switch is configured to be connected to the above-mentioned first voltage detection circuit breaker; the above-mentioned DC power switch includes a fourth control terminal and a seventh sub-switch, the above-mentioned fourth control terminal is configured to be connected to the other end of the above-mentioned sixth sub-switch, the above-mentioned seventh sub-switch is configured to be connected in series between the above-mentioned battery and the above-mentioned first power supply bus, and the above-mentioned seventh sub-switch is a normally closed switch.

[0010] According to an embodiment of the present disclosure, when the voltage of the first power supply bus is less than the first voltage, the first voltage detection circuit breaker is configured to be placed in a closed state, so that the second control terminal is energized, the first protection switch is configured to control the fifth sub-switch to be closed due to the power supplied to the second control terminal, so that the third control terminal is energized, the second protection switch is configured to control the sixth sub-switch to be closed due to the power supplied to the third control terminal, so that the fourth control terminal is energized, and the DC power switch is configured to control the seventh sub-switch to be opened due to the power supplied to the fourth control terminal, so that the battery stops supplying power; in the first When the voltage of a power supply bus is greater than the second voltage, the first voltage detection circuit breaker is configured to be placed in an open state, so that the second control terminal loses power, the first protection switch is configured to control the fifth sub-switch to be opened due to the power loss of the second control terminal, so that the third control terminal loses power, the second protection switch is configured to control the sixth sub-switch to be opened due to the power loss of the third control terminal, so that the fourth control terminal loses power, and the DC power switch is configured to control the seventh sub-switch to be closed due to the power loss of the fourth control terminal, so that the battery can supply power normally; wherein the first voltage is lower than the second voltage.

[0011] According to an embodiment of the present disclosure, the above-mentioned train emergency lighting control circuit also includes: a second undervoltage protection unit, including a second voltage detection circuit breaker and a third protection switch; wherein the above-mentioned second voltage detection circuit breaker is configured to be connected in series between the above-mentioned second sub-switch and the above-mentioned first power supply bus; the above-mentioned third protection switch includes a fifth control terminal and an eighth sub-switch, the above-mentioned fifth control terminal is configured to be connected to the above-mentioned second voltage detection circuit breaker, and the above-mentioned eighth sub-switch is configured to be connected in series between the above-mentioned second sub-switch and the above-mentioned first control terminal.

[0012] According to an embodiment of the present disclosure, when the voltage of the above-mentioned first power supply bus is greater than the third voltage, the above-mentioned second voltage detection circuit breaker is configured to be placed in a closed state, so that the above-mentioned fifth control terminal is energized, and the above-mentioned third protection switch is configured to control the above-mentioned eighth sub-switch to be closed due to the above-mentioned fifth control terminal being energized, so that when the above-mentioned main control switch is in a working condition, the above-mentioned first control terminal is energized, and the above-mentioned emergency lighting conversion switch is configured to control the above-mentioned third sub-switch to be closed in response to the above-mentioned first control terminal being energized, so that the above-mentioned battery supplies power to the above-mentioned emergency lighting lamp through the above-mentioned first power supply bus; when the voltage of the above-mentioned first power supply bus is less than the fourth voltage, the above-mentioned second voltage detection circuit breaker is configured to be placed in a disconnected state, and the above-mentioned main control switch is configured to be in a failed state.

[0013] According to an embodiment of the present disclosure, the emergency lighting conversion switch also includes a ninth sub-switch, one end of the ninth sub-switch is configured to be connected to the third power supply bus, the other end of the ninth sub-switch is configured to be connected to the emergency lighting lamp, the ninth sub-switch is a normally closed switch, the ninth sub-switch and the third sub-switch are configured to act synchronously, and the third power supply bus is a contact network power supply bus.

[0014] According to an embodiment of the present disclosure, the above-mentioned train emergency lighting control circuit also includes: a power supply line switching switch, which is configured to be connected in series between the above-mentioned first sub-switch and the above-mentioned second power supply bus; wherein, when the above-mentioned centralized control switch is in a closed state, if the above-mentioned power supply line switching switch is closed, the above-mentioned first control end is energized, and the above-mentioned emergency lighting conversion switch is configured to control the above-mentioned third sub-switch to be closed and the above-mentioned ninth sub-switch to be disconnected in response to the above-mentioned first control end being energized, so that the above-mentioned battery supplies power to the above-mentioned emergency lighting lamp through the above-mentioned first power supply bus; if the above-mentioned power supply line switching switch is disconnected, the above-mentioned first control end loses power, and the above-mentioned emergency lighting conversion switch is configured to control the above-mentioned third sub-switch to be disconnected and the above-mentioned ninth sub-switch to be closed in response to the above-mentioned first control end losing power, so that the above-mentioned contact network supplies power to the above-mentioned emergency lighting lamp through the above-mentioned third power supply bus.

[0015] Another aspect of the present disclosure provides a train emergency lighting control system, wherein the train includes at least one train set, the train set includes at least one carriage, and the system includes: at least one train emergency lighting control circuit, which is configured to be respectively arranged in at least one train set; wherein the train emergency lighting control circuit includes a battery and at least one carriage lighting sub-circuit, and at least one carriage lighting sub-circuit is configured to be respectively arranged in at least one carriage included in the train set; wherein the battery is configured to be connected to a first power supply bus, and the first power supply bus is configured to be arranged throughout at least one of the carriages; the carriage lighting sub-circuit includes a centralized control switch, a local control switch, an emergency lighting conversion switch and an emergency lighting lamp; wherein the two ends of the centralized control switch are configured to be respectively connected to the first power supply bus and the second power supply bus, and the second power supply bus is configured to be arranged throughout the train set. at least one of the above-mentioned vehicle groups; the above-mentioned local control switch includes a first sub-switch and a second sub-switch, one end of the above-mentioned first sub-switch is configured to be connected to the above-mentioned second power supply bus, and the other end of the above-mentioned first sub-switch is configured to be connected to the above-mentioned emergency lighting conversion switch, one end of the above-mentioned second sub-switch is configured to be connected to the above-mentioned first power supply bus, and the other end of the above-mentioned second sub-switch is configured to be connected to the above-mentioned emergency lighting conversion switch, the above-mentioned first sub-switch is a normally closed switch, and the above-mentioned second sub-switch is a normally open switch, and the above-mentioned first sub-switch and the above-mentioned second sub-switch are configured to act synchronously; the above-mentioned emergency lighting conversion switch includes a first control end and a third sub-switch, the above-mentioned first control end is configured to be connected to the other end of the above-mentioned first sub-switch and the other end of the above-mentioned second sub-switch respectively, one end of the above-mentioned third sub-switch is configured to be connected to the first power supply bus, and the other end of the above-mentioned third sub-switch is configured to be connected to the above-mentioned emergency lighting.

[0016] Another aspect of the present disclosure provides a train, comprising the above-mentioned train emergency lighting control system.

[0017] According to the embodiments of the present disclosure, the emergency lighting of the entire train can be uniformly controlled in the train through the set centralized control switch, so that in an emergency, the emergency lighting system can be seamlessly switched from the main power supply to the emergency battery power supply through the switching of the centralized control switch to maintain the continuity of the lighting system; through the set local control switch, each car can independently control the emergency lighting of the car without affecting other cars, thereby increasing the flexibility of emergency lighting control. In addition, when the emergency lighting needs to be turned on, by operating the local control switch or the centralized control switch, the emergency lighting lamp obtains power from the first power supply bus, thereby realizing on-demand power supply and further improving energy utilization efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The above and other objects, features and advantages of the present disclosure will become more apparent through the following description of the embodiments of the present disclosure with reference to the accompanying drawings, in which:

[0019] Figure 1 A schematic diagram of a train emergency lighting control circuit according to an embodiment of the present disclosure is schematically shown;

[0020] Figure 2 The schematic diagram of the train emergency lighting control circuit according to the first embodiment of the present disclosure is schematically shown;

[0021] Figure 3 A schematic diagram of a train emergency lighting control circuit according to a second embodiment of the present disclosure is schematically shown;

[0022] Figure 4 A schematic diagram of a train emergency lighting control circuit according to a third embodiment of the present disclosure is schematically shown;

[0023] Figure 5 A schematic diagram of a train emergency lighting control circuit according to a fourth embodiment of the present disclosure is schematically shown;

[0024] Figure 6 A schematic diagram of a train emergency lighting control system according to an embodiment of the present disclosure is schematically shown. DETAILED DESCRIPTION

[0025] Hereinafter, embodiments of the present disclosure will be described with reference to the accompanying drawings. However, it should be understood that these descriptions are exemplary only and are not intended to limit the scope of the present disclosure. In the following detailed description, for ease of explanation, many specific details are set forth to provide a comprehensive understanding of the embodiments of the present disclosure. However, it is apparent that one or more embodiments may also be implemented without these specific details. In addition, in the following description, descriptions of known structures and technologies are omitted to avoid unnecessary confusion of the concepts of the present disclosure.

[0026] The terms used herein are only for describing specific embodiments and are not intended to limit the present disclosure. The terms "comprise", "include", etc. used herein indicate the existence of the features, steps, operations and / or components, but do not exclude the existence or addition of one or more other features, steps, operations or components.

[0027] All terms (including technical and scientific terms) used herein have the meanings commonly understood by those skilled in the art unless otherwise defined. It should be noted that the terms used herein should be interpreted as having a meaning consistent with the context of this specification and should not be interpreted in an idealized or overly rigid manner.

[0028] When using expressions such as "at least one of A, B, and C, etc.", they should generally be interpreted according to the meaning of the expression commonly understood by those skilled in the art (for example, "a system having at least one of A, B, and C" should include but is not limited to a system having A alone, B alone, C alone, A and B, A and C, B and C, and / or A, B, C, etc.).

[0029] With the rapid development of my country's rail transit industry, there is an increasing demand for multifunctional trains. Freight trains are gradually becoming a new trend in the field of logistics and transportation due to their advantages of large transport capacity and high time efficiency. This type of train is not only equipped with professional mechanics, escorts and other operators, but also equipped with advanced video surveillance systems to ensure the safety and smoothness of the transportation process. At the same time, in order to cope with emergencies, freight trains are also equipped with emergency lighting systems.

[0030] The emergency lighting systems equipped on freight trains mostly adopt centralized control, that is, in the driver's cab at both ends of the train, the driver can easily control the opening and closing of the emergency lighting of the entire train.

[0031] However, during the loading and unloading operation of the EMU, due to safety requirements, the train is usually in a power-off state, and there is no driver to accompany it at this time. In this case, the EMU train cannot turn on the emergency lighting, and the loading personnel have no authority to enter the driver's cab to turn on and off the emergency lighting to assist in loading. In addition, since the emergency lighting system is centrally controlled and lacks the local control function of a single vehicle, if the emergency lighting of the entire train is turned on during the loading and unloading process, it will not only cause a waste of batteries and have a great impact on the battery life. If the battery is fed back, it may also cause the train to be unable to complete key operations such as raising the pantograph and closing the main circuit breaker normally after loading is completed, thereby affecting the freight timeliness and operation order. At the same time, if a driver is dispatched to accompany the loading, it will cause unnecessary waste of human resources.

[0032] In view of this, the embodiment of the present disclosure can uniformly control the emergency lighting of the entire train in the train through the set centralized control switch, so as to ensure that the emergency lighting system seamlessly switches from the main power supply to the emergency battery power supply through the switching of the centralized control switch in an emergency, and maintain the continuity of the lighting system; through the set local control switch, each car can independently control the emergency lighting of the car without affecting other cars, thereby increasing the flexibility of emergency lighting control. In addition, when the emergency lighting needs to be turned on, by operating the local control switch or the centralized control switch, the emergency lighting lamp obtains power from the first power supply bus, thereby realizing on-demand power supply and further improving energy utilization efficiency.

[0033] Specifically, an embodiment of the present disclosure provides a train emergency lighting control circuit, comprising: a battery and at least one carriage lighting sub-circuit, wherein the at least one carriage lighting sub-circuit is configured to be respectively arranged in at least one carriage of the train; wherein the battery is configured to be connected to a first power supply bus, and the first power supply bus is configured to be arranged throughout at least one carriage; the carriage lighting sub-circuit comprises a centralized control switch, a local control switch, an emergency lighting conversion switch and an emergency lighting lamp; wherein the two ends of the centralized control switch are configured to be respectively connected to the first power supply bus and the second power supply bus; the local control switch comprises a first sub-switch and a second sub-switch, and one end of the first sub-switch is configured to be connected The first sub-switch is connected to the second power supply bus, the other end of the first sub-switch is configured to be connected to the emergency lighting conversion switch, one end of the second sub-switch is configured to be connected to the first power supply bus, the other end of the second sub-switch is configured to be connected to the emergency lighting conversion switch, the first sub-switch is a normally closed switch, the second sub-switch is a normally open switch, and the first sub-switch and the second sub-switch are configured to act synchronously; the emergency lighting conversion switch includes a first control end and a third sub-switch, the first control end is configured to be respectively connected to the other end of the first sub-switch and the other end of the second sub-switch, one end of the third sub-switch is configured to be connected to the first power supply bus, and the other end of the third sub-switch is configured to be connected to the emergency lighting.

[0034] It should be noted that the train emergency lighting control circuit, train emergency lighting control system and train determined in the embodiments of the present disclosure can be applied to the field of rail vehicle technology of electrical equipment. The train emergency lighting control circuit, train emergency lighting control system and train determined in the embodiments of the present disclosure can also be used in any field other than the field of rail vehicle technology of electrical equipment, such as the field of rail vehicle power management technology. The application field of the train emergency lighting control circuit, train emergency lighting control system and train determined in the embodiments of the present disclosure is not limited.

[0035] The following is combined Figure 1 The technical solution of the present invention is described in detail.

[0036] Figure 1 A schematic diagram of a train emergency lighting control circuit according to an embodiment of the present disclosure is schematically shown.

[0037] like Figure 1 As shown, the train emergency lighting control circuit includes a battery Bat and at least one carriage lighting sub-circuit, wherein the at least one carriage lighting sub-circuit is configured to be respectively arranged in one or more carriages of the train to ensure lighting is provided in an emergency situation.

[0038] Specifically, the battery Bat is connected to the first power supply bus 102 , wherein the first power supply bus 102 is arranged throughout one or more carriages. When the main power supply of the train fails, the battery Bat can supply power to the lighting sub-circuits of each carriage of the train through the first power supply bus 102 .

[0039] like Figure 1 As shown, each carriage lighting subcircuit includes a centralized control switch RrLpCgS, a local control switch RrLpLCS, an emergency lighting conversion switch RrLpCgK and an emergency lighting lamp Lp1.

[0040] like Figure 1 As shown, the two ends of the centralized control switch RrLpCgS are configured to respectively connect the first power supply bus 102 and the second power supply bus 170. The second power supply bus 170 is arranged throughout one or more carriages.

[0041] Specifically, the centralized control switch RrLpCgS can be used to control the emergency lighting Lp1 of one or more carriages from the train control room such as the driver's cab. For example, when the centralized control switch RrLpCgS is turned off, the connection between the second power supply bus 170 and the carriage lighting subcircuit is disconnected to turn off the emergency lighting Lp1 under normal lighting conditions.

[0042] like Figure 1 As shown, the two ends of the local control switch RrLpLCS are respectively connected to the second power supply bus 170 and the emergency lighting transfer switch RrLpCgK.

[0043] Specifically, the control switch RrLpLCS includes a first sub-switch S1 and a second sub-switch S2. One end of the first sub-switch S1 is connected to the second power supply bus 170, and the other end of the first sub-switch S1 is connected to the emergency lighting transfer switch RrLpCgK. One end of the second sub-switch S2 is connected to the first power supply bus 102, and the other end of the second sub-switch S2 is connected to the emergency lighting transfer switch RrLpCgK. The first sub-switch S1 and the second sub-switch S2 are configured to act synchronously.

[0044] The first sub-switch S1 is a normally closed switch, and the second sub-switch S2 is a normally open switch. When the centralized control switch is disconnected, the first sub-switch S1 is closed, and the second sub-switch S2 is disconnected, allowing power to reach the emergency lighting transfer switch RrLpCgK through the second power supply bus 170. When the centralized control switch RrLpCgS is closed and the second sub-switch S2 is disconnected, power is allowed to reach the emergency lighting transfer switch RrLpCgK directly from the first power supply bus 102.

[0045] like Figure 1As shown, the emergency lighting transfer switch RrLpCgK includes a first control terminal K1 and a third sub-switch S3, wherein the first control terminal K1 is connected to the other end of the first sub-switch S1 and the other end of the second sub-switch S2 respectively, one end of the third sub-switch S3 is connected to the first power supply bus 102, and the other end of the third sub-switch S3 is connected to the emergency lighting lamp Lp1. When power is transmitted to the emergency lighting lamp Lp1 through the emergency lighting transfer switch RrLpCgK, the emergency lighting lamp Lp1 will light up.

[0046] Based on this, the embodiment of the present disclosure can uniformly control the emergency lighting of the entire train in the train through the set centralized control switch, so as to ensure that the emergency lighting system seamlessly switches from the main power supply to the emergency battery power supply through the switching of the centralized control switch in an emergency situation, and maintain the continuity of the lighting system; through the set local control switch, each car can independently control the emergency lighting of the car without affecting other cars, thereby increasing the flexibility of emergency lighting control. In addition, when the emergency lighting needs to be turned on, by operating the local control switch or the centralized control switch, the emergency lighting lamp obtains power from the first power supply bus, thereby realizing on-demand power supply and further improving energy utilization efficiency.

[0047] According to an embodiment of the present disclosure, when the centralized control switch is in a closed state, the battery is configured to supply power to the first control terminal through the first power supply bus, the second power supply bus and the first sub-switch in sequence, and the emergency lighting conversion switch is configured to control the third sub-switch to close in response to the first control terminal being powered, so that the battery supplies power to the emergency lighting through the first power supply bus.

[0048] According to an embodiment of the present disclosure, when the centralized control switch is in a closed state, the centralized control switch allows the current provided by the battery to flow from the first power supply bus to the second power supply bus. Since the first sub-switch is a normally closed switch, when the centralized control switch is in a closed state, the current can flow from the second power supply bus through the first sub-switch to the first control end of the emergency lighting conversion switch.

[0049] According to an embodiment of the present disclosure, when the first control terminal is energized, the circuit inside the emergency lighting conversion switch is activated. At this time, the third sub-switch is in a closed state. When the third sub-switch is in a closed state, the battery directly powers the emergency lighting through the first power supply bus.

[0050] Based on this, in the embodiment of the present disclosure, under normal circumstances, the first sub-switch remains in a closed state, but the second sub-switch remains in an open state, and even if the battery is charged, it will not directly power the emergency lighting, thereby avoiding unnecessary power consumption. When the emergency lighting needs to be turned on in the centralized control mode, the second sub-switch can be closed by operating the centralized control switch, so that the battery can supply power to the emergency lighting through the first power supply bus, thereby improving the energy utilization efficiency.

[0051] According to an embodiment of the present disclosure, the control switch is configured to switch to a working condition in response to a control operation, and to control the first sub-switch to be disconnected and the second sub-switch to be closed; wherein, when the control switch is in a working condition, the battery is configured to supply power to the first control terminal through the first power supply bus and the second sub-switch, and the emergency lighting conversion switch is configured to control the third sub-switch to be closed in response to the first control terminal being powered, so that the battery supplies power to the emergency lighting through the first power supply bus.

[0052] According to an embodiment of the present disclosure, the control operation may come from inside or outside the carriage, such as manual operation by passengers or staff, or automatic instructions from a train control system.

[0053] According to an embodiment of the present disclosure, when the local control switch does not receive a control operation, the emergency lighting of each compartment is uniformly controlled by the centralized control switch. When the local control switch receives a control operation, it switches to its working state, in which the local control switch controls the first sub-switch to be disconnected and the second sub-switch to be closed.

[0054] According to the embodiment of the present disclosure, when the local control switch is in working condition, the power supply path changes, and the power of the battery no longer flows to the first control terminal of the emergency lighting transfer switch through the first sub-switch, but flows to the first control terminal through the first power supply bus and the closed second sub-switch. When the first control terminal is powered by the closing of the second sub-switch, the emergency lighting transfer switch will respond immediately and control the third sub-switch to close, thereby allowing the battery to directly supply power to the emergency lighting through the first power supply bus.

[0055] Based on this, the embodiment of the present disclosure sets an emergency lighting control switch in each car, so that people inside or outside the car can flexibly control the start and shut down of the emergency lighting system through the control switch. In addition, because the control switch includes a first sub-switch and a second sub-switch that act synchronously, while realizing the uniqueness of the emergency lighting instruction, it also avoids the dependence on a single path. Even if the first sub-switch, i.e., the normally closed switch, fails, the connectivity of the circuit can be ensured by closing the second sub-switch, i.e., the normally open switch. At the same time, the combination of the normally open sub-switch and the normally closed sub-switch can prevent the battery series electricity between different car groups from burning the circuit, relays, switches and other equipment, thereby improving the reliability and stability of the circuit.

[0056] According to an embodiment of the present disclosure, the local control switch also includes a fourth sub-switch, and the train emergency lighting control circuit also includes a local control indicator light; wherein, one end of the fourth sub-switch is configured to be connected to the first power supply bus, and the other end of the fourth sub-switch is configured to be connected to the local control indicator light, the fourth sub-switch is a normally open switch, and the fourth sub-switch is configured to operate synchronously with the second sub-switch; wherein, when the fourth sub-switch is in a closed state, the battery is configured to supply power to the local control indicator light through the first power supply bus to indicate that the carriage corresponding to the local control indicator light is in a local control working condition.

[0057] Figure 2 The schematic diagram of the train emergency lighting control circuit according to the first embodiment of the present disclosure is schematically shown.

[0058] like Figure 2 As shown, the local control switch RrLpLCS also includes a fourth sub-switch S4, and the train emergency lighting control circuit also includes a local control indicator light Lp2. One end of the fourth sub-switch S4 is connected to the first power supply bus 102, and the other end of the fourth sub-switch S4 is connected to the local control indicator light Lp2.

[0059] According to an embodiment of the present disclosure, the fourth sub-switch S4 is a normally open switch, and the fourth sub-switch S4 operates synchronously with the second sub-switch S2. For example, when the second sub-switch S2 is in a closed state, the fourth sub-switch S4 is also in a closed state.

[0060] According to a specific embodiment of the present disclosure, the fourth sub-switch S4 and the local control indicator light can also be configured to act synchronously to prevent the loaders from forgetting to turn off the emergency lighting and to ensure that the operators can promptly discover the opening and closing status of the fourth sub-switch S4 during patrol inspections.

[0061] According to an embodiment of the present disclosure, when the fourth sub-switch S4 is in a closed state, the battery Bat supplies power to the local control indicator light Lp2 through the first power supply bus 102, and the local control indicator light Lp2 lights up to indicate that the carriage corresponding to the local control indicator light Lp2 is in a state controlled by the local control switch RrLpLCS.

[0062] Based on this, the embodiment of the present disclosure ensures that the train emergency lighting control circuit can provide intuitive operating condition indication under the local control condition by adding a fourth sub-switch and a local control indicator light, and configuring the fourth sub-switch and the second sub-switch included in the local control switch to act synchronously, thereby improving the reliability and safety of the circuit.

[0063] According to an embodiment of the present disclosure, the train emergency lighting control circuit also includes: a first undervoltage protection unit, including a first voltage detection circuit breaker, a first protection switch, a second protection switch and a DC power switch; wherein the first protection switch includes a second control terminal and a fifth sub-switch, the second control terminal is configured to be connected to the first power supply bus through the first voltage detection circuit breaker, and one end of the fifth sub-switch is configured to be connected to the first voltage detection circuit breaker; the second protection switch includes a third control terminal and a sixth sub-switch, the third control terminal is configured to be connected to the other end of the fifth sub-switch, and one end of the sixth sub-switch is configured to be connected to the first voltage detection circuit breaker; the DC power switch includes a fourth control terminal and a seventh sub-switch, the fourth control terminal is configured to be connected to the other end of the sixth sub-switch, the seventh sub-switch is configured to be connected in series between the battery and the first power supply bus, and the seventh sub-switch is a normally closed switch.

[0064] Figure 3 A schematic diagram of a train emergency lighting control circuit according to a second embodiment of the present disclosure is schematically shown.

[0065] According to an embodiment of the present disclosure, the train emergency lighting control circuit further includes a first undervoltage protection unit, wherein the first undervoltage protection unit can be used to protect the emergency lighting system from damage when the voltage of the train power supply system is lower than a certain threshold.

[0066] like Figure 3 As shown, the first undervoltage protection unit includes a first voltage detection circuit breaker BatVDN, a first protection switch BatVD, a second protection switch BatVDR and a DC power switch BatN2. The first voltage detection circuit breaker BatVDN can be used to monitor the voltage of the first power supply bus 102 to ensure that the circuit is cut off when the voltage is insufficient.

[0067] like Figure 3 As shown, the first protection switch BatVD includes a second control terminal K2 and a fifth sub-switch S5, wherein the second control terminal K2 is connected to the first power supply bus 102 via the first voltage detection circuit breaker BatVDN, and one end of the fifth sub-switch S5 is connected to the first voltage detection circuit breaker BatVDN. The second control terminal K2 is used to receive a control signal of the first voltage detection circuit breaker BatVDN.

[0068] like Figure 3 As shown, the second protection switch BatVDR includes a third control terminal K3 and a sixth sub-switch S6, wherein the third control terminal K3 is connected to the other end of the fifth sub-switch S5, and one end of the sixth sub-switch S6 is connected to the first voltage detection circuit breaker BatVDN. The third control terminal K3 can be used to receive a control signal of the first protection switch BatVD.

[0069] like Figure 3As shown, the DC power switch BatN2 includes a fourth control terminal K4 and a seventh sub-switch S7, the fourth control terminal K4 is connected to the other end of the sixth sub-switch S6, wherein the fourth control terminal K4 can be used to receive a control signal of the second protection switch BatVDR.

[0070] According to an embodiment of the present disclosure, the seventh sub-switch S7 is a normally closed switch, and the seventh sub-switch S7 is connected in series between the battery Bat and the first power supply bus 102. When the DC power switch BatN2 receives a disconnection signal, the seventh sub-switch S7 is switched to an open state to cut off the connection between the battery Bat and the first power supply bus 102, thereby ensuring that the battery Bat and subsequent circuits are not damaged.

[0071] According to an embodiment of the present disclosure, when the voltage of the first power supply bus is less than the first voltage, the first voltage detection circuit breaker is configured to be placed in a closed state, so that the second control terminal is powered, the first protection switch is configured to control the fifth sub-switch to be closed due to the power supply of the second control terminal, so that the third control terminal is powered, the second protection switch is configured to control the sixth sub-switch to be closed due to the power supply of the third control terminal, so that the fourth control terminal is powered, and the DC power switch is configured to control the seventh sub-switch to be disconnected due to the power supply of the fourth control terminal, so that the battery stops supplying power. When the voltage of the first power supply bus is greater than the second voltage, the first voltage detection circuit breaker is configured to be placed in an open state, so that the second control terminal loses power, the first protection switch is configured to control the fifth sub-switch to be disconnected due to the power loss of the second control terminal, so that the third control terminal loses power, the second protection switch is configured to control the sixth sub-switch to be disconnected due to the power loss of the third control terminal, so that the fourth control terminal loses power, and the DC power switch is configured to control the seventh sub-switch to be closed due to the power loss of the fourth control terminal, so that the battery supplies power normally; wherein the first voltage is less than the second voltage.

[0072] According to an embodiment of the present disclosure, the voltage thresholds of the first voltage and the second voltage can be determined according to the actual requirements of the train emergency lighting system to ensure that the circuit is protected within a suitable voltage range. In an embodiment of the present disclosure, the voltage threshold of the first voltage can be configured to be less than the voltage threshold of the second voltage.

[0073] For example, in a specific embodiment of the present disclosure, the voltage threshold of the first voltage may be configured as 77V, and the voltage threshold of the second voltage may be configured as 82V.

[0074] When the voltage of the first power supply bus 102 is less than 77V, the first voltage detection circuit breaker BatVDN is placed in a closed state, so that the second control terminal K2 is powered. The first protection switch BatVD controls the fifth sub-switch S5 to be closed because the second control terminal K2 is powered, thereby powering the third control terminal K3. The second protection switch BatVDR controls the sixth sub-switch S6 to be closed because the third control terminal K3 is powered, thereby powering the fourth control terminal K4. The DC power switch BatN2 controls the seventh sub-switch S7 to be disconnected because the fourth control terminal K4 is powered, so that the battery Bat stops supplying power to the first power supply bus 102, ensuring that the emergency lighting system is not damaged under low voltage conditions.

[0075] When the voltage of the first power supply bus 102 is greater than 82V, the first voltage detection circuit breaker BatVDN is placed in an open state, causing the second control terminal K2 to lose power. The first protection switch BatVD controls the fifth sub-switch S5 to be disconnected due to the loss of power at the second control terminal K2, thereby causing the third control terminal K3 to lose power. The second protection switch BatVDR controls the sixth sub-switch S6 to be disconnected due to the loss of power at the third control terminal K3, thereby causing the fourth control terminal K4 to lose power. The DC power switch BatN2 controls the seventh sub-switch S7 to be closed due to the loss of power at the fourth control terminal K4, so that the battery Bat returns to normal and supplies power to the first power supply bus 102.

[0076] Based on this, the embodiment of the present disclosure configures a first undervoltage protection unit in the train emergency lighting control circuit to ensure that when there is a voltage abnormality in the emergency lighting system in the centralized control mode, the first undervoltage protection unit can cut off the power supply in time to prevent battery power feeding; in addition, the first undervoltage protection unit can also ensure that the train can still rely on the battery's stored power for emergency start, start the auxiliary air compressor, raise the pantograph, close the main circuit breaker, and start the EMU normally, so as to improve the reliability and safety of the emergency lighting system.

[0077] According to an embodiment of the present disclosure, the train emergency lighting control circuit also includes: a second undervoltage protection unit, including a second voltage detection circuit breaker and a third protection switch; wherein the second voltage detection circuit breaker is configured to be connected in series between the second sub-switch and the first power supply bus; the third protection switch includes a fifth control terminal and an eighth sub-switch, the fifth control terminal is configured to connect the second voltage detection circuit breaker, and the eighth sub-switch is configured to be connected in series between the second sub-switch and the first control terminal.

[0078] Figure 4 A schematic diagram of a train emergency lighting control circuit according to a third embodiment of the present disclosure is schematically shown.

[0079] like Figure 4As shown, the second undervoltage protection unit includes a second voltage detection circuit breaker RrLpLCN and a third protection switch BatVD1. The second voltage detection circuit breaker RrLpLCN is connected in series between the second sub-switch S2 and the first power supply bus 102, and is used to monitor the voltage of the first power supply bus 102 in real time. For example, when the voltage is lower than a set threshold, the second voltage detection circuit breaker RrLpLCN is disconnected, thereby cutting off the connection between the second sub-switch S2 and the first power supply bus 102.

[0080] like Figure 4 As shown, the third protection switch BatVD1 includes a fifth control terminal K5 and an eighth sub-switch S8. The fifth control terminal K5 is connected to the second voltage detection circuit breaker RrLpLCN, and is used to receive a control signal of the second voltage detection circuit breaker RrLpLCN. When the second voltage detection circuit breaker RrLpLCN is disconnected, the fifth control terminal K5 sends a disconnection signal to the eighth sub-switch S8, so that the eighth sub-switch S8 cuts off the connection between the second sub-switch S2 and the first control terminal K1 to ensure the safety of the system.

[0081] According to an embodiment of the present disclosure, when the voltage of the first power supply bus is greater than the third voltage, the second voltage detection circuit breaker is configured to be placed in a closed state, so that the fifth control terminal is energized, and the third protection switch is configured to control the eighth sub-switch to be closed due to the energization of the fifth control terminal, so that when the main control switch is in a working condition, the first control terminal is energized, and the emergency lighting conversion switch is configured to control the third sub-switch to be closed in response to the energization of the first control terminal, so that the battery supplies power to the emergency lighting lamp through the first power supply bus; when the voltage of the first power supply bus is less than the fourth voltage, the second voltage detection circuit breaker is configured to be placed in an open state, and the main control switch is configured to be in a failed state.

[0082] According to an embodiment of the present disclosure, the voltage thresholds of the third voltage and the fourth voltage may also be determined according to actual requirements of the train emergency lighting system to ensure that the circuit is protected within a suitable voltage range.

[0083] In a specific embodiment of the present disclosure, the voltage threshold of the fourth voltage can be configured to be smaller than the voltage threshold of the third voltage. For example, the voltage threshold of the third voltage can be configured to be 84V, and the voltage threshold of the fourth voltage can be configured to be 82V.

[0084] When the voltage of the first power supply bus 102 is greater than 84V, the second voltage detection circuit breaker RrLpLCN is placed in a closed state, so that the fifth control terminal K5 is powered. The third protection switch BatVD1 controls the eighth sub-switch S8 to close because the fifth control terminal K5 is powered, so that the first control terminal K1 is powered when the local control switch RrLpLCS is in a working condition. The emergency lighting transfer switch RrLpCgK controls the third sub-switch S3 to close in response to the first control terminal K1 being powered, so that the battery Bat supplies power to the emergency lighting lamp Lp1 through the first power supply bus 102.

[0085] When the voltage of the first power supply bus 102 is less than 82V, the second voltage detection circuit breaker RrLpLCN is placed in an open state, and the local control switch RrLpLCS is in a failure state.

[0086] Based on this, the embodiment of the present disclosure configures a second undervoltage protection unit in the train emergency lighting control circuit to ensure that when there is a voltage abnormality in the emergency lighting system in each car's individual control mode, the second voltage detection circuit breaker is disconnected to make the control switch invalid, thereby cutting off the power supply in time to prevent excessive battery consumption or battery power feeding due to the loader forgetting to reset it.

[0087] According to an embodiment of the present disclosure, the emergency lighting conversion switch also includes a ninth sub-switch, one end of the ninth sub-switch is configured to be connected to the third power supply bus, the other end of the ninth sub-switch is configured to be connected to the emergency lighting lamp, the ninth sub-switch is a normally closed switch, the ninth sub-switch and the third sub-switch are configured to act synchronously, and the third power supply bus is a contact network power supply bus.

[0088] Figure 5 A schematic diagram of a train emergency lighting control circuit according to a fourth embodiment of the present disclosure is schematically shown.

[0089] like Figure 5 As shown, the emergency lighting transfer switch RrLpCgK further includes a ninth sub-switch S9, one end of the ninth sub-switch S9 is connected to the third power supply bus 103, and the other end of the ninth sub-switch S9 is connected to the emergency lighting lamp Lp1.

[0090] The third power supply bus 103 is a contact network power supply bus. For example, when the train group is powered on normally, the third power supply bus 103 can be used to supply power to the load. When the train group is powered off and parked, the third power supply bus 103 loses power.

[0091] The ninth sub-switch S9 is a normally closed switch. When the ninth sub-switch S9 is in a closed state, the emergency lighting lamp Lp1 can obtain power from the third power supply bus 103 .

[0092] The ninth sub-switch S9 and the third sub-switch S3 are in synchronous operation. When the state of the third sub-switch S3 changes, the ninth sub-switch S9 will also change its state accordingly.

[0093] According to an embodiment of the present disclosure, the train emergency lighting control circuit also includes: a power supply line switching switch, which is configured to be connected in series between the first sub-switch and the second power supply bus; wherein, when the centralized control switch is in a closed state, if the power supply line switching switch is closed, the first control end is energized, and the emergency lighting conversion switch is configured to control the third sub-switch to close and the ninth sub-switch to open in response to the first control end being energized, so that the battery supplies power to the emergency lighting lamp through the first power supply bus; if the power supply line switching switch is opened, the first control end loses power, and the emergency lighting conversion switch is configured to control the third sub-switch to open and the ninth sub-switch to close in response to the first control end losing power, so that the contact network supplies power to the emergency lighting lamp through the third power supply bus.

[0094] like Figure 5 As shown, the train emergency lighting control circuit also includes a power supply line switching switch RrLpCgN connected in series between the first sub-switch S1 and the second power supply bus 170.

[0095] According to an embodiment of the present disclosure, when the centralized control switch RrLpCgS is in a closed state, if the power supply line switch RrLpCgN is closed, since the first sub-switch S1 is in a normally closed state, the first control terminal K1 in the emergency lighting conversion switch RrLpCgK is energized, thereby controlling the third sub-switch S3 to be closed and the ninth sub-switch S9 to be opened. At this time, the emergency lighting power supply of the train group is switched from the third power supply bus 103 to the first power supply bus 102, so that the battery Bat supplies power to the emergency lighting lamp Lp1 through the first power supply bus 102.

[0096] According to an embodiment of the present disclosure, when the centralized control switch RrLpCgS is in a closed state, the power supply line switch RrLpCgN is reset, so that the power supply line switch RrLpCgN is disconnected. At this time, the first control terminal K1 loses power, and the emergency lighting conversion switch RrLpCgK controls the third sub-switch S3 to be disconnected in response to the first control terminal K1 losing power, and the ninth sub-switch S9 is closed. In this case, the emergency lighting power supply of the train group is switched from the first power supply bus 102 to the third power supply bus 103, so that the contact network supplies power to the emergency lighting lamp Lp1 through the third power supply bus 103.

[0097] According to an embodiment of the present disclosure, in the event of a power failure in the third power supply bus 103 , the emergency lighting of the entire train set is turned off.

[0098] According to an embodiment of the present disclosure, a train emergency lighting control system is provided, wherein the train comprises at least one train set, the train set comprises at least one carriage, and the system comprises: at least one train emergency lighting control circuit, which is configured to be respectively arranged in at least one train set; wherein the train emergency lighting control circuit comprises a battery and at least one carriage lighting sub-circuit, and at least one carriage lighting sub-circuit is configured to be respectively arranged in at least one carriage included in the train set; wherein the battery is configured to be connected to a first power supply bus, and the first power supply bus is configured to be arranged throughout at least one carriage; the carriage lighting sub-circuit comprises a centralized control switch, a local control switch, an emergency lighting conversion switch and an emergency lighting lamp; wherein the two ends of the centralized control switch are configured to be respectively connected to the first power supply bus and the second power supply bus, and the second power supply bus is configured to be arranged throughout The train is provided with at least one car group; the control switch comprises a first sub-switch and a second sub-switch, one end of the first sub-switch is configured to be connected to the second power supply bus, the other end of the first sub-switch is configured to be connected to the emergency lighting conversion switch, one end of the second sub-switch is configured to be connected to the first power supply bus, the other end of the second sub-switch is configured to be connected to the emergency lighting conversion switch, the first sub-switch is a normally closed switch, the second sub-switch is a normally open switch, and the first sub-switch and the second sub-switch are configured to act synchronously; the emergency lighting conversion switch comprises a first control end and a third sub-switch, the first control end is configured to be respectively connected to the other end of the first sub-switch and the other end of the second sub-switch, one end of the third sub-switch is configured to be connected to the first power supply bus, and the other end of the third sub-switch is configured to be connected to the emergency lighting.

[0099] Figure 6 A schematic diagram of a train emergency lighting control system according to an embodiment of the present disclosure is schematically shown.

[0100] According to a specific embodiment of the present disclosure, for example Figure 6 The train emergency lighting control system shown in the figure, a whole train equipped with the train emergency lighting control system includes multiple train sets, each train set is equipped with a train emergency lighting control circuit. Each train emergency lighting control circuit includes a battery Bat and at least one carriage lighting subcircuit, and the at least one carriage lighting subcircuit is respectively arranged in the multiple carriages included in each train set.

[0101] like Figure 6 As shown, the battery Bat is connected to the first power supply bus 102 through the seventh sub-switch S7 of the DC power switch BatN2. The first power supply bus 102 runs through all carriages to ensure a stable supply of power. Each carriage lighting sub-circuit can be configured with a local control switch RrLpLCS, an emergency lighting conversion switch RrLpCgK and an emergency lighting lamp Lp1. Among them, the centralized control switch RrLpCgS can be set in the train control room.

[0102] like Figure 6As shown, the train emergency lighting control circuit in car No. 2 also includes a first undervoltage protection unit, including a first voltage detection circuit breaker BatVDN, a first protection switch BatVD, a second protection switch BatVDR and a DC power switch BatN2. The first protection switch BatVD includes a second control terminal K2 and a fifth sub-switch S5, the second control terminal K2 is connected to the first power supply bus 102 through the first voltage detection circuit breaker BatVDN, and one end of the fifth sub-switch S5 is connected to the first voltage detection circuit breaker BatVDN. The second protection switch BatVDR includes a third control terminal K3 and a sixth sub-switch S6, the third control terminal K3 is connected to the other end of the fifth sub-switch S5, and one end of the sixth sub-switch S6 is connected to the first voltage detection circuit breaker BatVDN. The DC power switch BatN2 includes a fourth control terminal K4 and a seventh sub-switch S7, and the fourth control terminal K4 is connected to the other end of the sixth sub-switch S6. The seventh sub-switch S7 is connected in series between the battery Bat and the first power supply bus 102.

[0103] like Figure 6 As shown, one end of the centralized control switch RrLpCgS can be connected to the first power supply bus 102 through the battery contactor BatKCN, and the other end of the centralized control switch RrLpCgS is connected to the second power supply bus 170. The second power supply bus 170 runs through all train sets, allowing the train to distribute and control power across train sets.

[0104] like Figure 6 As shown, each train emergency lighting control circuit may also be configured with a second undervoltage protection unit, wherein the second undervoltage protection unit includes a second voltage detection circuit breaker RrLpLCN and a third protection switch BatVD1, wherein the third protection switch BatVD1 includes a fifth control terminal K5 and an eighth sub-switch S8.

[0105] like Figure 6 As shown, each train emergency lighting control circuit can also be equipped with a local control indicator light Lp2 and a power supply line switch RrLpCgN. The local control switch RrLpLCS of each train emergency lighting control circuit includes a first sub-switch S1, a second sub-switch S2, and a fourth sub-switch S4.

[0106] like Figure 6 As shown, each train emergency lighting control circuit can also be configured with a saving resistor Re and a surge absorption device. Among them, the saving resistor Re can be configured to be connected in series between the first sub-switch S1 and the first control terminal K1, which can be used to prevent the coil heat of the emergency lighting conversion switch RrLpCgK from affecting the life of the emergency lighting conversion switch RrLpCgK. The surge absorption device can be configured to be connected in parallel at both ends of the first controller, which can be used to prevent the coil of the emergency lighting conversion switch RrLpCgK from generating an excessively high reverse impact voltage when it loses power.

[0107] like Figure 6 As shown, for each carriage lighting sub-circuit, an emergency lighting conversion auxiliary switch can also be configured. The emergency lighting conversion auxiliary switch can be configured to be connected in parallel across the saving resistor Re, which can be used to ensure that the emergency lighting conversion switch RrLpCgK starts to respond quickly.

[0108] The power supply line switch RrLpCgN is connected in series between the first sub-switch S1 and the second power supply bus 170, one end of the first sub-switch S1 is connected to the second power supply bus 170 via the power supply line switch RrLpCgN, and the other end of the first sub-switch S1 is connected to the first controller of the emergency lighting transfer switch RrLpCgK via the saving resistor Re. The second voltage detection circuit breaker RrLpLCN is connected in series between the second sub-switch S2 and the first power supply bus 102, one end of the second sub-switch S2 is connected to the first power supply bus 102 via the second voltage detection circuit breaker RrLpLCN, and the other end of the second sub-switch S2 is connected to the first controller of the emergency lighting transfer switch RrLpCgK via the eighth sub-switch S8 of the third protection switch BatVD1 and the saving resistor Re. The fifth control terminal K5 included in the third protection switch BatVD1 is connected to the first power supply bus 102 via the second voltage detection circuit breaker RrLpLCN. One end of the fourth sub-switch S4 is connected to the first power supply bus 102 via the second voltage detection circuit breaker RrLpLCN, and the other end of the fourth sub-switch S4 is connected to the local control indicator light Lp2.

[0109] like Figure 6 As shown, the emergency lighting transfer switch RrLpCgK also includes a third sub-switch S3 and a ninth sub-switch S9, wherein one end of the third sub-switch S3 is connected to the first power supply bus 102, and the other end of the third sub-switch S3 is connected to the emergency lighting lamp Lp1. One end of the ninth sub-switch S9 is connected to the third power supply bus 103, and the other end of the ninth sub-switch S9 is connected to the emergency lighting lamp Lp1. The third power supply bus 103 is a contact network power supply bus.

[0110] For example, when the centralized control switch RrLpCgS is in a closed state, the current provided by the battery Bat is allowed to flow from the first power supply bus 102 to the second power supply bus 170. Since the first sub-switch S1 is a normally closed switch, when the centralized control switch RrLpCgS is in a closed state, the current can flow from the second power supply bus 170 through the first sub-switch S1 to the first control terminal K1 of the emergency lighting transfer switch RrLpCgK. When the first control terminal K1 is energized, the third sub-switch S3 is controlled to be closed so that the battery Bat can directly supply power to the emergency lighting lamp Lp1 through the first power supply bus 102.

[0111] For example, when the local control switch RrLpLCS is in working condition, the second sub-switch S2 in the local control switch RrLpLCS draws power from the first power supply bus 102 via the second voltage detection circuit breaker RrLpLCN, and supplies power to the first control terminal K1 of the emergency lighting conversion switch RrLpCgK via the closed eighth sub-switch S8 and the parallel circuit of the emergency lighting conversion auxiliary switch and the saving resistor Re, so that the third sub-switch S3 is closed, so that the battery Bat supplies power to the emergency lighting lamp Lp1 through the first power supply bus 102.

[0112] Based on this, the embodiments of the present disclosure set an emergency lighting local control switch in each vehicle group to achieve flexible control of the start and stop of the emergency lighting system in a single vehicle. At the same time, the single-vehicle control and centralized control functions are compatible and coexist, so that the driver can centrally control the vehicle group's power-off emergency lighting, and the operator can also control the emergency lighting of the vehicle on a single vehicle.

[0113] The flowcharts and block diagrams in the accompanying drawings illustrate the possible implementation architecture, functions and operations of the systems, methods and computer program products according to various embodiments of the present disclosure. In this regard, each box in the flowchart or block diagram may represent a module, a program segment, or a part of a code, and the above-mentioned module, program segment, or a part of the code contains one or more executable instructions for implementing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the box may also occur in an order different from that marked in the accompanying drawings. For example, two boxes represented in succession can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram or flowchart, and the combination of boxes in the block diagram or flowchart, can be implemented with a dedicated hardware-based system that performs a specified function or operation, or can be implemented with a combination of dedicated hardware and computer instructions. It can be understood by those skilled in the art that the features recorded in the various embodiments of the present disclosure can be combined and / or combined in a variety of ways, even if such a combination or combination is not explicitly recorded in the present disclosure. In particular, without departing from the spirit and teaching of the present disclosure, the features described in the various embodiments of the present disclosure may be combined and / or combined in a variety of ways. All of these combinations and / or combinations fall within the scope of the present disclosure.

[0114] The embodiments of the present disclosure are described above. However, these embodiments are only for illustrative purposes and are not intended to limit the scope of the present disclosure. Although the embodiments are described above, this does not mean that the measures in the various embodiments cannot be used in combination to advantage. Without departing from the scope of the present disclosure, those skilled in the art may make a variety of substitutions and modifications, which should all fall within the scope of the present disclosure.

Claims

1. A train emergency lighting control circuit, comprising: A battery and at least one carriage lighting subcircuit, wherein at least one of the carriage lighting subcircuits is configured to be respectively disposed in at least one carriage of the train; Wherein, the battery is configured to be connected to a first power supply bus, and the first power supply bus is configured to be arranged through at least one of the carriages; The carriage lighting subcircuit includes a centralized control switch, a local control switch, an emergency lighting conversion switch and an emergency lighting lamp; Wherein, two ends of the centralized control switch are configured to be connected to the first power supply bus and the second power supply bus respectively; The local control switch includes a first sub-switch and a second sub-switch, one end of the first sub-switch is configured to be connected to the second power supply bus, and the other end of the first sub-switch is configured to be connected to the emergency lighting transfer switch, one end of the second sub-switch is configured to be connected to the first power supply bus, and the other end of the second sub-switch is configured to be connected to the emergency lighting transfer switch, the first sub-switch is a normally closed switch, the second sub-switch is a normally open switch, and the first sub-switch and the second sub-switch are configured to act synchronously; The emergency lighting conversion switch includes a first control end and a third sub-switch, the first control end is configured to be connected to the other end of the first sub-switch and the other end of the second sub-switch respectively, one end of the third sub-switch is configured to be connected to the first power supply bus, and the other end of the third sub-switch is configured to be connected to the emergency lighting lamp.

2. The train emergency lighting control circuit according to claim 1, wherein: When the centralized control switch is in a closed state, the battery is configured to supply power to the first control end via the first power supply bus, the second power supply bus and the first sub-switch in sequence, and the emergency lighting conversion switch is configured to control the third sub-switch to close in response to the first control end being powered, so that the battery supplies power to the emergency lighting via the first power supply bus.

3. The train emergency lighting control circuit according to claim 1, wherein: The local control switch is configured to switch to a working state in response to a control operation, and control the first sub-switch to be opened, and control the second sub-switch to be closed; Wherein, when the local control switch is in working condition, the battery is configured to supply power to the first control end through the first power supply bus and the second sub-switch, and the emergency lighting conversion switch is configured to control the third sub-switch to close in response to the first control end being powered, so that the battery supplies power to the emergency lighting through the first power supply bus.

4. The train emergency lighting control circuit according to claim 3, wherein: The local control switch further includes a fourth sub-switch, and the train emergency lighting control circuit further includes a local control indicator light; One end of the fourth sub-switch is configured to be connected to the first power supply bus, the other end of the fourth sub-switch is configured to be connected to the local control indicator light, the fourth sub-switch is a normally open switch, and the fourth sub-switch is configured to act synchronously with the second sub-switch; Wherein, when the fourth sub-switch is in a closed state, the battery is configured to supply power to the local control indicator light through the first power supply bus to indicate that the carriage corresponding to the local control indicator light is in a local control working condition.

5. The train emergency lighting control circuit according to claim 1, further comprising: A first undervoltage protection unit, comprising a first voltage detection circuit breaker, a first protection switch, a second protection switch and a DC power switch; The first protection switch includes a second control end and a fifth sub-switch, the second control end is configured to be connected to the first power supply bus through the first voltage detection circuit breaker, and one end of the fifth sub-switch is configured to be connected to the first voltage detection circuit breaker; The second protection switch includes a third control terminal and a sixth sub-switch, the third control terminal is configured to be connected to the other end of the fifth sub-switch, and one end of the sixth sub-switch is configured to be connected to the first voltage detection circuit breaker; The DC power switch includes a fourth control terminal and a seventh sub-switch, the fourth control terminal is configured to be connected to the other end of the sixth sub-switch, the seventh sub-switch is configured to be connected in series between the battery and the first power supply bus, and the seventh sub-switch is a normally closed switch.

6. The train emergency lighting control circuit according to claim 5, wherein: In the case where the voltage of the first power supply bus is less than the first voltage, the first voltage detection circuit breaker is configured to be placed in a closed state, so that the second control terminal is powered, the first protection switch is configured to control the fifth sub-switch to be closed due to the power supplied to the second control terminal, so that the third control terminal is powered, the second protection switch is configured to control the sixth sub-switch to be closed due to the power supplied to the third control terminal, so that the fourth control terminal is powered, and the DC power switch is configured to control the seventh sub-switch to be opened due to the power supplied to the fourth control terminal, so that the battery stops supplying power; In the case where the voltage of the first power supply bus is greater than the second voltage, the first voltage detection circuit breaker is configured to be placed in an open state, so that the second control terminal loses power, the first protection switch is configured to control the fifth sub-switch to be opened due to the loss of power at the second control terminal, so that the third control terminal loses power, the second protection switch is configured to control the sixth sub-switch to be opened due to the loss of power at the third control terminal, so that the fourth control terminal loses power, and the DC power switch is configured to control the seventh sub-switch to be closed due to the loss of power at the fourth control terminal, so that the battery supplies power normally; Wherein, the first voltage is smaller than the second voltage.

7. The train emergency lighting control circuit according to claim 1, further comprising: A second undervoltage protection unit, comprising a second voltage detection circuit breaker and a third protection switch; Wherein, the second voltage detection circuit breaker is configured to be connected in series between the second sub-switch and the first power supply bus; The third protection switch includes a fifth control terminal and an eighth sub-switch, the fifth control terminal is configured to be connected to the second voltage detection circuit breaker, and the eighth sub-switch is configured to be connected in series between the second sub-switch and the first control terminal.

8. The train emergency lighting control circuit according to claim 7, wherein: When the voltage of the first power supply bus is greater than the third voltage, the second voltage detection circuit breaker is configured to be placed in a closed state, so that the fifth control terminal is energized, the third protection switch is configured to control the eighth sub-switch to be closed due to the energization of the fifth control terminal, so that when the local control switch is in a working condition, the first control terminal is energized, and the emergency lighting transfer switch is configured to control the third sub-switch to be closed in response to the energization of the first control terminal, so that the battery supplies power to the emergency lighting lamp through the first power supply bus; When the voltage of the first power supply bus is less than the fourth voltage, the second voltage detection circuit breaker is configured to be in an open state, and the local control switch is configured to be in a failed state.

9. The train emergency lighting control circuit according to claim 1, wherein: The emergency lighting conversion switch also includes a ninth sub-switch, one end of the ninth sub-switch is configured to be connected to the third power supply bus, the other end of the ninth sub-switch is configured to be connected to the emergency lighting lamp, the ninth sub-switch is a normally closed switch, the ninth sub-switch and the third sub-switch are configured to act synchronously, and the third power supply bus is a contact network power supply bus.

10. The train emergency lighting control circuit according to claim 9, further comprising: A power supply line switch, configured to be connected in series between the first sub-switch and the second power supply bus; Wherein, when the centralized control switch is in a closed state, If the power supply line switch is closed, the first control terminal is powered, and the emergency lighting transfer switch is configured to control the third sub-switch to be closed and the ninth sub-switch to be opened in response to the first control terminal being powered, so that the battery supplies power to the emergency lighting lamp through the first power supply bus; If the power supply line switching switch is disconnected, the first control end loses power, and the emergency lighting conversion switch is configured to control the third sub-switch to open and the ninth sub-switch to close in response to the loss of power at the first control end, so that the contact network supplies power to the emergency lighting through the third power supply bus.

11. A train emergency lighting control system, the train comprising at least one train set, the train set comprising at least one carriage, the system comprising: At least one train emergency lighting control circuit is configured to be respectively arranged in at least one train set; Wherein, the train emergency lighting control circuit comprises a battery and at least one carriage lighting subcircuit, and at least one of the carriage lighting subcircuits is configured to be respectively arranged in at least one carriage included in the train group; Wherein, the battery is configured to be connected to a first power supply bus, and the first power supply bus is configured to be arranged through at least one of the carriages; The carriage lighting subcircuit includes a centralized control switch, a local control switch, an emergency lighting conversion switch and an emergency lighting lamp; Wherein, the two ends of the centralized control switch are configured to be connected to the first power supply bus and the second power supply bus respectively, and the second power supply bus is configured to run through at least one of the vehicle groups included in the train; The local control switch includes a first sub-switch and a second sub-switch, one end of the first sub-switch is configured to be connected to the second power supply bus, and the other end of the first sub-switch is configured to be connected to the emergency lighting transfer switch, one end of the second sub-switch is configured to be connected to the first power supply bus, and the other end of the second sub-switch is configured to be connected to the emergency lighting transfer switch, the first sub-switch is a normally closed switch, the second sub-switch is a normally open switch, and the first sub-switch and the second sub-switch are configured to act synchronously; The emergency lighting conversion switch includes a first control end and a third sub-switch, the first control end is configured to be connected to the other end of the first sub-switch and the other end of the second sub-switch respectively, one end of the third sub-switch is configured to be connected to the first power supply bus, and the other end of the third sub-switch is configured to be connected to the emergency lighting lamp.

12. A train, comprising the train emergency lighting control system according to claim 11.

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