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

Abstract

This disclosure provides a train emergency lighting control circuit, a train emergency lighting control system, and a train, primarily relating to the field of rail vehicle technology. Specifically, the train emergency lighting control circuit includes: a battery and at least one carriage lighting sub-circuit, wherein the battery is configured to be connected to a first power supply bus; the carriage lighting sub-circuit includes a central control switch, a local control switch, an emergency lighting transfer switch, and an emergency lighting lamp; 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 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 and second sub-switch are configured to operate synchronously; the emergency lighting transfer switch includes a first control terminal and a third 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 lamp.

Description

Technical Field

[0001] This disclosure relates to the field of rail vehicle technology, and more specifically, to a train emergency lighting control circuit, a train emergency lighting control system, and a train. Background Technology

[0002] With the rapid development of my country's rail transit industry, the demand for multi-functional trains is increasing. Freight EMUs, with their advantages of large capacity and high efficiency, are gradually becoming a new trend in the logistics and transportation field. Among them, the emergency lighting systems of freight EMUs mostly adopt a centralized control method, that is, the driver can easily control the opening and closing of the emergency lighting of the entire train from the driver's cab at both ends of the train.

[0003] However, during loading and unloading operations on high-speed trains, the train is usually powered off for safety reasons, and there is no driver present. In this situation, the train's emergency lighting cannot be turned on, and loading personnel do not have permission to enter the driver's cab to turn the emergency lighting on or off to assist with loading. Furthermore, because the emergency lighting system is centrally controlled and lacks local control functionality for individual trains, turning on all the train's emergency lighting during loading and unloading would not only waste batteries but also significantly impact their lifespan. 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 this disclosure provides a train emergency lighting control circuit, comprising: a battery and at least one car lighting sub-circuit, wherein the at least one car lighting sub-circuit is configured to be respectively disposed in at least one car 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 pass through the at least one car; the car lighting sub-circuit includes a central control switch, a local control switch, an emergency lighting changeover switch, and an emergency lighting lamp; wherein the two ends of the central control switch are configured to be respectively connected to the first power supply bus and a second power supply bus; the local control switch includes a first sub-switch and a second sub-switch, one end of the first sub-switch being configured to be connected to the second power supply bus, and the upper... The other end of the first sub-switch is configured to connect to the emergency lighting changeover switch. One end of the second sub-switch is configured to connect to the first power supply bus, and the other end of the second sub-switch is configured to connect to the emergency lighting changeover switch. The first sub-switch is a normally closed switch, and the second sub-switch is a normally open switch. The first sub-switch and the second sub-switch are configured to operate synchronously. The emergency lighting changeover switch includes a first control terminal and a third sub-switch. The first control terminal is configured to connect 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 connect to the first power supply bus, and the other end of the third sub-switch is configured to connect to the emergency lighting lamp.

[0006] According to an embodiment of this disclosure, when the central control switch is in the closed state, the battery is configured to supply power to the first control terminal in sequence through the first power supply bus, the second power supply bus, and the first sub-switch. The emergency lighting switch is configured to control the third sub-switch to close in response to the first control terminal being energized, so that the battery supplies power to the emergency lighting lamp through the first power supply bus.

[0007] According to an embodiment of this disclosure, the aforementioned control switch is configured to switch to a working state in response to a control operation, and control the first sub-switch to open and control the second sub-switch to close; wherein, when the aforementioned control switch is in the working state, the aforementioned battery is configured to supply power to the aforementioned first control terminal through the aforementioned first power supply bus and the aforementioned second sub-switch, and the aforementioned emergency lighting switch is configured to control the aforementioned third sub-switch to close in response to the aforementioned first control terminal being energized, so that the aforementioned battery supplies power to the aforementioned emergency lighting lamp through the aforementioned first power supply bus.

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

[0009] According to an embodiment of this disclosure, the above-mentioned train emergency lighting control circuit further includes: 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; wherein the first protection switch includes a second control terminal and a fifth sub-switch, the second control terminal being configured to connect to the first power supply bus via the first voltage detection circuit breaker, and one end of the fifth sub-switch being configured to connect 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 being configured to connect to the other end of the fifth sub-switch, and one end of the sixth sub-switch being configured to connect 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 being configured to connect to the other end of the sixth sub-switch, and the seventh sub-switch being configured to be connected in series between the battery and the first power supply bus, and the seventh sub-switch being a normally closed switch.

[0010] According to an embodiment of this 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 in a closed state, energizing the second control terminal. The first protection switch is configured to control the fifth sub-switch to close due to the energization of the second control terminal, energizing the third control terminal. The second protection switch is configured to control the sixth sub-switch to close due to the energization of the third control terminal, energizing the fourth control terminal. The DC power switch is configured to control the seventh sub-switch to open due to the energization of the fourth control terminal, thereby stopping the battery from supplying power. When the voltage of a power supply bus is greater than the second voltage, the first voltage detection circuit breaker is configured to be in the open state, causing the second control terminal to lose power. The first protection switch is configured to control the fifth sub-switch to open due to the loss of power to the second control terminal, causing the third control terminal to lose power. The second protection switch is configured to control the sixth sub-switch to open due to the loss of power to the third control terminal, causing the fourth control terminal to lose power. The DC power switch is configured to control the seventh sub-switch to close due to the loss of power to the fourth control terminal, so that the battery can supply power normally. Wherein, the first voltage is less than the second voltage.

[0011] According to an embodiment of this disclosure, the above-mentioned train emergency lighting control circuit further includes: 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.

[0012] According to an embodiment of this 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 in a closed state, energizing the fifth control terminal. The third protection switch is configured to control the eighth sub-switch to close when the fifth control terminal is energized, so that when the self-control switch is in the working condition, the first control terminal is energized, and the emergency lighting switch is configured to control the third sub-switch to close in response to the first control terminal being energized, 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 self-control switch is configured to be in a disabled state.

[0013] According to an embodiment of this disclosure, the emergency lighting changeover switch further includes a ninth sub-switch. One end of the ninth sub-switch is configured to connect to a third power supply bus, and the other end of the ninth sub-switch is configured to connect to the emergency lighting lamp. The ninth sub-switch is a normally closed switch, and the ninth sub-switch and the third sub-switch are configured to operate synchronously. The third power supply bus is a contact network power supply bus.

[0014] According to an embodiment of this disclosure, the above-mentioned train emergency lighting control circuit further includes: a power supply line switching switch, configured to be connected in series between the first sub-switch and the second power supply bus; wherein, when the central control switch is in the closed state, if the power supply line switching switch is closed, the first control terminal is energized, and the emergency lighting switching switch is configured to control the third sub-switch to close and the ninth sub-switch to open in response to the first control terminal 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 open, the first control terminal is de-energized, and the emergency lighting switching switch is configured to control the third sub-switch to open and the ninth sub-switch to close in response to the first control terminal being de-energized, so that the contact network supplies power to the emergency lighting lamp through the third power supply bus.

[0015] Another aspect of this disclosure provides a train emergency lighting control system. The train includes at least one trainset, and the trainset includes at least one car. The system includes: at least one train emergency lighting control circuit configured to be respectively installed in the at least one trainset; wherein the train emergency lighting control circuit includes a battery and at least one car lighting sub-circuit, and the at least one car lighting sub-circuit is configured to be respectively installed in the at least one car included in the trainset; wherein the battery is configured to be connected to a first power supply bus, and the first power supply bus is configured to pass through the at least one car; the car lighting sub-circuit includes a central control switch, a local control switch, an emergency lighting changeover switch, and an emergency lighting lamp; wherein the two ends of the central control switch are configured to be respectively connected to the first power supply bus and a second power supply bus, and the second power supply bus is configured to pass through the at least one car. The system includes at least one of the aforementioned vehicle groups; the aforementioned control switch includes a first sub-switch and a second sub-switch, one end of the first sub-switch is configured to connect to the aforementioned second power supply bus, the other end of the first sub-switch is configured to connect to the aforementioned emergency lighting changeover switch, one end of the second sub-switch is configured to connect to the aforementioned first power supply bus, the other end of the second sub-switch is configured to connect to the aforementioned emergency lighting changeover 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 operate synchronously; the aforementioned emergency lighting changeover switch includes a first control terminal and a third sub-switch, the first control terminal is configured to connect 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 connect to the first power supply bus, and the other end of the third sub-switch is configured to connect to the aforementioned emergency lighting lamp.

[0016] Another aspect of this disclosure provides a train including the aforementioned train emergency lighting control system.

[0017] According to embodiments of this disclosure, the centralized control switch allows for unified control of all emergency lighting throughout the train. This facilitates seamless switching from mains power to emergency battery power in emergencies, ensuring continuous lighting operation. Furthermore, the local control switch allows each carriage to independently control its emergency lighting without affecting other carriages, increasing the flexibility of emergency lighting control. When emergency lighting needs to be activated, operating either the local control switch or the centralized control switch allows the emergency lights to draw power from the first power supply bus, achieving on-demand power supply and further improving energy efficiency. Attached Figure Description

[0018] The above and other objects, features and advantages of this disclosure will become clearer from the following description of embodiments 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 shown.

[0020] Figure 2 A schematic diagram of a train emergency lighting control circuit according to a first embodiment of the present disclosure is shown.

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

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

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

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

[0025] The embodiments of the present disclosure will now 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 disclosure. In the following detailed description, numerous specific details are set forth to provide a thorough understanding of the embodiments of the present disclosure for ease of explanation. However, it will be apparent that one or more embodiments may be practiced without these specific details. Furthermore, descriptions of well-known structures and techniques are omitted in the following description to avoid unnecessarily obscuring the concepts of the present disclosure.

[0026] The terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit this disclosure. The terms “comprising,” “including,” etc., as used herein indicate the presence of the stated features, steps, operations, and / or components, but do not exclude the presence or addition of one or more other features, steps, operations, or components.

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

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

[0029] With the rapid development of my country's rail transit industry, the demand for multi-functional trains is increasing. Freight EMUs, with their advantages of large capacity and high efficiency, are gradually becoming a new trend in the logistics and transportation sector. These EMUs are not only equipped with professional mechanics and escorts, but also with advanced video monitoring systems to ensure the safety and smooth operation of the transportation process. Furthermore, to cope with emergencies, freight EMUs are also equipped with emergency lighting systems.

[0030] Most of the emergency lighting systems on freight EMUs are centrally controlled, meaning that the driver can easily control the on / off of all the emergency lighting in the train from the driver's cab at both ends of the train.

[0031] However, during loading and unloading operations on high-speed trains, the train is usually powered off due to safety requirements, and there is no driver present. In this situation, the train's emergency lighting cannot be activated, and loading personnel lack the authority to enter the driver's cab to turn the emergency lighting on and off to assist with loading. Furthermore, because the emergency lighting system is centrally controlled and lacks local control functionality for individual trains, activating the entire train's emergency lighting during loading and unloading would not only waste batteries and significantly impact their lifespan, but also, if the batteries were to fail, the train might be unable to complete critical operations such as raising the pantograph and closing the main circuit breaker after loading, thus affecting freight delivery timeliness and operational order. Simultaneously, dispatching a driver to assist with loading would result in unnecessary waste of human resources.

[0032] In view of this, the embodiments of this disclosure, through the central control switch, allow for unified control of the emergency lighting throughout the train. This facilitates seamless switching of the emergency lighting system from mains power to emergency battery power in emergencies, maintaining the continuity of the lighting system. Furthermore, the local control switch allows each carriage to independently control its emergency lighting without affecting other carriages, increasing the flexibility of emergency lighting control. When emergency lighting needs to be activated, operating the local control switch or the central control switch allows the emergency lights to draw power from the first power supply bus, achieving on-demand power supply and further improving energy efficiency.

[0033] Specifically, embodiments of this disclosure provide a train emergency lighting control circuit, including: a battery and at least one car lighting sub-circuit, wherein the at least one car lighting sub-circuit is configured to be respectively disposed in at least one car 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 pass through at least one car; the car lighting sub-circuit includes a central control switch, a local control switch, an emergency lighting changeover switch, and an emergency lighting lamp; wherein the two ends of the central control switch are configured to be respectively connected to the first power supply bus and a second power supply bus; the local control switch includes a first sub-switch and a second sub-switch, one end of the first sub-switch being configured to be connected to... The circuit is connected to the second power supply bus. The other end of the first sub-switch is configured to connect to the emergency lighting changeover switch. One end of the second sub-switch is configured to connect to the first power supply bus, and the other end of the second sub-switch is configured to connect to the emergency lighting changeover switch. The first sub-switch is a normally closed switch, and the second sub-switch is a normally open switch. The first and second sub-switches are configured to operate synchronously. The emergency lighting changeover switch includes a first control terminal and a third sub-switch. The first control terminal is configured to connect to the other ends of the first and second sub-switches respectively. One end of the third sub-switch is configured to connect to the first power supply bus, and the other end of the third sub-switch is configured to connect to the emergency lighting lamp.

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

[0035] The following is about the combination Figure 1 The technical solution disclosed herein will be 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 shown.

[0037] like Figure 1 As shown, the train emergency lighting control circuit includes a battery (Bat) and at least one car lighting sub-circuit, wherein the at least one car lighting sub-circuit is configured to be installed in one or more cars of the train to ensure lighting is provided in an emergency.

[0038] Specifically, the battery Bat is connected to the first power supply bus 102, which runs through 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 through the first power supply bus 102.

[0039] like Figure 1 As shown, each carriage lighting sub-circuit includes a central control switch RrLpCgS, a local control switch RrLpLCS, an emergency lighting changeover 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 connect to the first power supply bus 102 and the second power supply bus 170, respectively. The second power supply bus 170 is installed through one or more carriages.

[0041] Specifically, the central 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 central control switch RrLpCgS is closed, it disconnects the second power supply bus 170 from the carriage lighting sub-circuit, so as to turn off the emergency lighting Lp1 under normal lighting conditions.

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

[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 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 is connected to the emergency lighting transfer switch RrLpCgK. The first sub-switch S1 and the second sub-switch S2 are configured to operate 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 central control switch is open, the first sub-switch S1 is closed and the second sub-switch S2 is open, allowing power to reach the emergency lighting transfer switch RrLpCgK through the second power supply bus 170. When the central control switch RrLpCgS is closed and the second sub-switch S2 is open, 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 changeover switch RrLpCgK includes a first control terminal K1 and a third sub-switch S3. 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. 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 changeover switch RrLpCgK, the emergency lighting lamp Lp1 will light up.

[0046] Based on this, the embodiments of this disclosure, through the central control switch, allow for unified control of the emergency lighting throughout the train. This facilitates seamless switching of the emergency lighting system from mains power to emergency battery power in emergencies, maintaining the continuity of the lighting system. Furthermore, the local control switch allows each carriage to independently control its emergency lighting without affecting other carriages, increasing the flexibility of emergency lighting control. When emergency lighting needs to be activated, operating the local control switch or the central control switch allows the emergency lights to draw power from the first power supply bus, achieving on-demand power supply and further improving energy efficiency.

[0047] According to an embodiment of this disclosure, when the central control switch is in the closed state, the battery is configured to supply power to the first control terminal in sequence through the first power supply bus, the second power supply bus, and the first sub-switch. The emergency lighting changeover switch is configured to control the third sub-switch to close in response to the first control terminal being energized, so that the battery supplies power to the emergency lighting lamp through the first power supply bus.

[0048] According to an embodiment of this disclosure, when the central control switch is in the closed state, the central control switch allows the current supplied 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 central control switch is in the closed state, the current can flow from the second power supply bus through the first sub-switch to the first control terminal of the emergency lighting transfer switch.

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

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

[0051] According to an embodiment of this disclosure, the control switch is configured to switch to a working condition in response to a control operation, and control the first sub-switch to open and the second sub-switch to close; wherein, when the control switch is in the 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 switch is configured to control the third sub-switch to close in response to the first control terminal being energized, so that the battery supplies power to the emergency lighting lamp through the first power supply bus.

[0052] According to embodiments of this disclosure, control operations can originate from inside or outside the carriage, such as manual operation by passengers or staff, or automatic commands from the train control system.

[0053] According to embodiments of this disclosure, when the local control switch does not receive a control operation, the emergency lighting of each carriage is uniformly controlled by the central control switch. When the local control switch receives a control operation, it switches to its operating mode. In this mode, the local control switch controls the first sub-switch to open and the second sub-switch to close.

[0054] According to embodiments of this disclosure, when the self-control switch is in operation, the power supply path changes. Battery power no longer flows to the first control terminal of the emergency lighting transfer switch via the first sub-switch, but instead flows to the first control terminal via the first power supply bus and the closed second sub-switch. When the first control terminal is energized by the closure of the second sub-switch, the emergency lighting transfer switch responds immediately and controls the closure of the third sub-switch, thereby allowing the battery to directly supply power to the emergency lighting lamp via the first power supply bus.

[0055] Based on this, the embodiments of this disclosure, by installing an emergency lighting control switch in each carriage, allow personnel inside or outside the carriage to flexibly control the activation and deactivation of the emergency lighting system. Furthermore, since the control switch includes a first sub-switch and a second sub-switch that operate synchronously, it ensures a unique emergency lighting command while avoiding reliance on a single path. Even if the first sub-switch (normally closed) fails, the circuit continuity can be ensured by closing the second sub-switch (normally open). Simultaneously, the combined use of the normally open and normally closed sub-switches prevents battery cross-contamination between different train sets, thus preventing damage to wiring, relays, switches, and other equipment, thereby improving the reliability and stability of the circuit.

[0056] According to embodiments of this disclosure, the control switch further includes a fourth sub-switch, and the train emergency lighting control circuit further includes a control indicator light; wherein, one end of the fourth sub-switch is configured to connect to the first power supply bus, and the other end of the fourth sub-switch is configured to connect to the 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 the closed state, the battery is configured to supply power to the control indicator light through the first power supply bus to indicate that the carriage corresponding to the control indicator light is in the control condition.

[0057] Figure 2 A schematic diagram of a train emergency lighting control circuit according to a first embodiment of the present disclosure is 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 this 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 specific embodiments of this disclosure, the fourth sub-switch S4 and the local control indicator light can also be configured to operate synchronously to prevent loading personnel from forgetting to turn off the emergency lighting and to ensure that operators can promptly detect the open / closed state of the fourth sub-switch S4 during inspections.

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

[0062] Based on this, the embodiments of this disclosure, by adding a fourth sub-switch and a local control indicator light, and configuring the fourth sub-switch included in the local control switch to operate synchronously with the second sub-switch, ensure that the local control indicator light can provide intuitive operating condition indications under local control conditions, thereby improving the reliability and safety of the circuit.

[0063] According to embodiments of this disclosure, the train emergency lighting control circuit further includes: 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; wherein, the first protection switch includes a second control terminal and a fifth sub-switch, the second control terminal being configured to connect to a first power supply bus via the first voltage detection circuit breaker, and one end of the fifth sub-switch being configured to connect 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 being configured to connect to the other end of the fifth sub-switch, and one end of the sixth sub-switch being configured to connect 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 being configured to connect to the other end of the sixth sub-switch, and the seventh sub-switch being configured to be connected in series between the battery and the first power supply bus, and the seventh sub-switch being 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 shown.

[0065] According to embodiments of this disclosure, the train emergency lighting control circuit further includes a first undervoltage protection unit. This first undervoltage protection unit can be used to protect the emergency lighting system from damage when the train power supply system voltage falls below 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, ensuring that the circuit is disconnected when the voltage is insufficient.

[0067] like Figure 3 As shown, the first protective 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 control terminal K2 is used to receive control signals from the first voltage detection circuit breaker BatVDN.

[0068] like Figure 3 As shown, the second protective 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 third control terminal K3 can be used to receive control signals from the first protective 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. The fourth control terminal K4 can be used to receive the control signal of the second protection switch BatVDR.

[0070] According to an embodiment of this disclosure, the seventh sub-switch S7 is a normally closed switch, 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 switches to the open state to disconnect 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 embodiments of this 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 in a closed state, energizing the second control terminal. The first protection switch is configured to control the fifth sub-switch to close due to the energization of the second control terminal, energizing the third control terminal. The second protection switch is configured to control the sixth sub-switch to close due to the energization of the third control terminal, energizing the fourth control terminal. The DC power switch is configured to control the seventh sub-switch to open due to the energization of the fourth control terminal, thereby stopping battery power supply. 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 in an open state, de-energizing the second control terminal. The first protection switch is configured to control the fifth sub-switch to open due to the de-energization of the second control terminal, de-energizing the third control terminal. The second protection switch is configured to control the sixth sub-switch to open due to the de-energization of the third control terminal, de-energizing the fourth control terminal. The DC power switch is configured to control the seventh sub-switch to close due to the de-energization of the fourth control terminal, thereby allowing the battery to supply power normally; wherein the first voltage is less than the second voltage.

[0072] According to embodiments of this disclosure, the voltage thresholds of the first voltage and the second voltage can be determined based on the actual needs of the train emergency lighting system to ensure circuit protection within a suitable voltage range. In embodiments of this disclosure, the voltage threshold of the first voltage can be configured to be lower than the voltage threshold of the second voltage.

[0073] For example, in one specific embodiment of this disclosure, the voltage threshold of the first voltage can be configured to 77V, and the voltage threshold of the second voltage can be configured to 82V.

[0074] When the voltage on the first power supply bus 102 is less than 77V, the first voltage detection circuit breaker BatVDN is closed, energizing the second control terminal K2. The first protective switch BatVD, energized by the second control terminal K2, controls the fifth sub-switch S5 to close, thereby energizing the third control terminal K3. The second protective switch BatVDR, energized by the third control terminal K3, controls the sixth sub-switch S6 to close, thereby energizing the fourth control terminal K4. The DC power switch BatN2, energized by the fourth control terminal K4, controls the seventh sub-switch S7 to open, causing the battery Bat to stop supplying power to the first power supply bus 102, ensuring the emergency lighting system is not damaged under low voltage conditions.

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

[0076] Based on this, the embodiments of this disclosure configure a first undervoltage protection unit in the train emergency lighting control circuit to ensure that the first undervoltage protection unit can cut off the power supply in time when there is a voltage abnormality in the centralized control mode of the emergency lighting system, so as to prevent the battery from being depleted. In addition, the first undervoltage protection unit can also ensure that the train can still start in an emergency by relying on the battery's stored power, 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 this disclosure, the train emergency lighting control circuit further includes: 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 a second sub-switch and a first power supply bus; the third protection switch includes a fifth control terminal and an eighth sub-switch, the fifth control terminal being configured to be connected to the second voltage detection circuit breaker, and the eighth sub-switch being 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 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 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 opens, thereby disconnecting the connection between the second sub-switch S2 and the first power supply bus 102.

[0080] like Figure 4 As shown, the third protective 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 control signals from RrLpLCN. When RrLpLCN is open, the fifth control terminal K5 sends a disconnection signal to the eighth sub-switch S8, causing S8 to disconnect the connection between the second sub-switch S2 and the first control terminal K1, thus ensuring system safety.

[0081] According to embodiments of this 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 in a closed state, energizing the fifth control terminal. The third protection switch is configured to control the eighth sub-switch to close when the fifth control terminal is energized, so that when the control switch is in the working condition, the first control terminal is energized, and the emergency lighting changeover switch is configured to control the third sub-switch to close in response to the first control terminal being energized, 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 control switch is configured to be in a disabled state.

[0082] According to embodiments of this disclosure, the voltage thresholds of the third and fourth voltages can also be determined based on the actual needs of the train emergency lighting system to ensure circuit protection within a suitable voltage range.

[0083] In one specific embodiment of this disclosure, the voltage threshold of the fourth voltage can be configured to be less 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 on the first power supply bus 102 is greater than 84V, the second voltage detection circuit breaker RrLpLCN is closed, energizing the fifth control terminal K5. The third protection switch BatVD1, energized by the fifth control terminal K5, controls the eighth sub-switch S8 to close, ensuring that the first control terminal K1 is energized when the main control switch RrLpLCS is in operation. The emergency lighting transfer switch RrLpCgK, responding to the energization of the first control terminal K1, controls the third sub-switch S3 to close, allowing the battery Bat to supply 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 in the open state, and the local control switch RrLpLCS is in the ineffective state.

[0086] Based on this, the embodiments of this disclosure configure a second undervoltage protection unit in the train emergency lighting control circuit to ensure that in the event of a voltage abnormality in the individual control mode of each carriage, the second voltage detection circuit breaker will trip, causing the control switch to fail, and the power supply will be cut off in time to prevent excessive battery consumption or battery depletion due to loading personnel forgetting to reset.

[0087] According to an embodiment of this disclosure, the emergency lighting changeover switch further includes a ninth sub-switch, one end of which is configured to connect to a third power supply bus, and the other end of which is configured to connect to an emergency lighting lamp. The ninth sub-switch is a normally closed switch, and the ninth sub-switch and the third sub-switch are configured to operate synchronously. 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 shown.

[0089] like Figure 5 As shown, the emergency lighting transfer switch RrLpCgK also 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 the overhead contact line power supply bus. For example, when the train is normally powered on, the load can be powered through the third power supply bus 103. When the train is powered off and parked, the third power supply bus 103 loses power.

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

[0092] Among them, the ninth sub-switch S9 and the third sub-switch S3 operate synchronously. When the state of the third sub-switch S3 changes, the state of the ninth sub-switch S9 will also change accordingly.

[0093] According to an embodiment of this disclosure, the train emergency lighting control circuit further includes: a power supply line switching switch, configured to be connected in series between a first sub-switch and a second power supply bus; wherein, when the central control switch is in the closed state, if the power supply line switching switch is closed, the first control terminal is energized, and the emergency lighting switching switch is configured to control the third sub-switch to close and the ninth sub-switch to open in response to the first control terminal 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 open, the first control terminal is de-energized, and the emergency lighting switching switch is configured to control the third sub-switch to open and the ninth sub-switch to close in response to the first control terminal being de-energized, 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 this disclosure, when the central control switch RrLpCgS is closed, if the power supply line switching switch RrLpCgN is closed, since the first sub-switch S1 is normally closed, the first control terminal K1 of the emergency lighting switching switch RrLpCgK is energized, thereby controlling the third sub-switch S3 to close and the ninth sub-switch S9 to open. At this time, the emergency lighting power supply of the train set is switched from the third power supply bus 103 to the first power supply bus 102, so that the battery Bat can supply power to the emergency lighting lamp Lp1 through the first power supply bus 102.

[0096] According to an embodiment of this disclosure, when the central control switch RrLpCgS is in the closed state, the power supply line switching switch RrLpCgN is reset, causing it to open. At this time, the first control terminal K1 is de-energized, and the emergency lighting switching switch RrLpCgK responds to the de-energization of the first control terminal K1 by controlling the third sub-switch S3 to open and the ninth sub-switch S9 to close. In this case, the emergency lighting power supply of the train set 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 this disclosure, in the event of a power failure on the third power supply bus 103, all emergency lights on the train set will be turned off.

[0098] According to an embodiment of this disclosure, a train emergency lighting control system is provided. The train includes at least one trainset, and each trainset includes at least one car. The system includes: at least one train emergency lighting control circuit configured to be respectively installed in the at least one trainset; wherein the train emergency lighting control circuit includes a battery and at least one car lighting sub-circuit, and the at least one car lighting sub-circuit is configured to be respectively installed in the at least one car included in the trainset; wherein the battery is configured to be connected to a first power supply bus, and the first power supply bus is configured to pass through the at least one car; the car lighting sub-circuit includes a central control switch, a local control switch, an emergency lighting changeover switch, and an emergency lighting lamp; wherein the two ends of the central control switch are configured to be respectively connected to a first power supply bus and a second power supply bus, and the second power supply bus is configured to pass through the at least one car. The control switch is installed in at least one train set of the train; the control switch includes a first sub-switch and a second sub-switch, one end of the first sub-switch is configured to connect to a second power supply bus, and the other end of the first sub-switch is configured to connect to an emergency lighting changeover switch, one end of the second sub-switch is configured to connect to a first power supply bus, and the other end of the second sub-switch is configured to connect to the emergency lighting changeover switch, the first sub-switch is a normally closed switch, the second sub-switch is a normally open switch, and the first and second sub-switches are configured to operate synchronously; the emergency lighting changeover switch includes a first control terminal and a third sub-switch, the first control terminal is configured to connect to the other ends of the first sub-switch and the other ends of the second sub-switch respectively, one end of the third sub-switch is configured to connect to the first power supply bus, and the other end of the third sub-switch is configured to connect to an emergency lighting lamp.

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

[0100] According to a specific embodiment of this disclosure, regarding such Figure 6 The train emergency lighting control system shown is installed on a train consisting of multiple car sets, each car set equipped with a train emergency lighting control circuit. Each train emergency lighting control circuit includes a battery (Bat) and at least one car lighting sub-circuit, with each sub-circuit located in one of the multiple cars within each car set.

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

[0102] like Figure 6As shown, the train emergency lighting control circuit in car number 2 also includes a first undervoltage protection unit, comprising 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 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 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. 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 via the battery contactor BatKCN, and the other end of the centralized control switch RrLpCgS is connected to the second power supply bus 170. This second power supply bus 170 runs through all train sets, allowing the train to perform cross-train power distribution and control.

[0104] like Figure 6 As shown, each train emergency lighting control circuit can also be configured with a second undervoltage protection unit. This second undervoltage protection unit includes a second voltage detection circuit breaker RrLpLCN and a third protection switch BatVD1. 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 may also be equipped with a local control indicator Lp2 and a power supply line switching 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 equipped with a power-saving resistor Re and a surge absorption device. The power-saving resistor Re can be configured to be connected in series between the first sub-switch S1 and the first control terminal K1, and can be used to prevent the heat from the coil of the emergency lighting transfer switch RrLpCgK from affecting the lifespan of the emergency lighting transfer switch RrLpCgK. The surge absorption device can be configured to be connected in parallel across the first controller, and can be used to prevent excessively high reverse surge voltage from being generated when the coil of the emergency lighting transfer switch RrLpCgK loses power.

[0107] like Figure 6 As shown, each carriage lighting sub-circuit can also be equipped with an emergency lighting conversion auxiliary switch. This emergency lighting conversion auxiliary switch can be configured to be connected in parallel across the two ends of the saving resistor Re, which can be used to ensure a fast start-up response of the emergency lighting conversion switch RrLpCgK.

[0108] The power supply line switching 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 switching switch RrLpCgN, and the other end of the first sub-switch S1 is connected to the first controller of the emergency lighting switching switch RrLpCgK via the energy-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 switching switch RrLpCgK via the eighth sub-switch S8 of the third protection switch BatVD1 and the energy-saving resistor Re. The fifth control terminal K5 of 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 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. One end of the third sub-switch S3 is connected to the first power supply bus 102, and the other end 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 is connected to the emergency lighting lamp Lp1. The third power supply bus 103 is the overhead contact line power supply bus.

[0110] For example, when the central control switch RrLpCgS is closed, the current supplied 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 central control switch RrLpCgS is closed, 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, it controls the third sub-switch S3 to close, 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 through the second voltage detection circuit breaker RrLpLCN. Through the closed eighth sub-switch S8 and the parallel circuit of the emergency lighting conversion auxiliary switch and the saving resistor Re, power is supplied to the first control terminal K1 of the emergency lighting conversion switch RrLpCgK, 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 this disclosure enable flexible control of the emergency lighting system's activation and deactivation within a single vehicle by setting an emergency lighting control switch in each vehicle group. At the same time, the coexistence of single-vehicle control and centralized control functions allows the driver to centrally control the vehicle group's emergency lighting during power outages, while the operator can also control the vehicle's emergency lighting individually.

[0113] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of the present disclosure. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in a block diagram or flowchart, and combinations of blocks in a block diagram or flowchart, may be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions. Those skilled in the art will understand that the features described in the various embodiments of the present disclosure can be combined and / or combined in various ways, even if such combinations are not explicitly described in the present disclosure. In particular, the features described in the various embodiments of this disclosure may be combined and / or combined in various ways without departing from the spirit and teachings of this disclosure. All such combinations and / or combinations fall within the scope of this disclosure.

[0114] The embodiments of this disclosure have been described above. However, these embodiments are for illustrative purposes only and are not intended to limit the scope of this disclosure. Although various embodiments have been described above, this does not mean that the measures in the various embodiments cannot be used advantageously in combination. Various substitutions and modifications can be made by those skilled in the art without departing from the scope of this disclosure, and all such substitutions and modifications should fall within the scope of this disclosure.

Claims

1. A train emergency lighting control circuit, comprising: A battery and at least one car lighting sub-circuit, wherein at least one of the car lighting sub-circuits is configured to be installed in at least one car of the train; The battery is configured to be connected to a first power supply bus, which is configured to pass through at least one of the carriages. The carriage lighting sub-circuit includes a central control switch, a local control switch, an emergency lighting selector switch, and an emergency lighting lamp; 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. The control switch includes a first sub-switch and a second sub-switch. One end of the first sub-switch is configured to connect to the second power supply bus, and the other end of the first sub-switch is configured to connect to the emergency lighting changeover switch. One end of the second sub-switch is configured to connect to the first power supply bus, and the other end of the second sub-switch is configured to connect to the emergency lighting changeover switch. The first sub-switch is a normally closed switch, and the second sub-switch is a normally open switch. The first sub-switch and the second sub-switch are configured to operate synchronously. The emergency lighting switch includes a first control terminal and a third sub-switch. The first control terminal 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 central control switch is in the closed state, the battery is configured to supply power to the first control terminal in sequence through the first power supply bus, the second power supply bus, and the first sub-switch. The emergency lighting switch is configured to control the third sub-switch to close in response to the first control terminal being energized, so that the battery supplies power to the emergency lighting lamp through the first power supply bus.

3. The train emergency lighting control circuit according to claim 1, wherein, The control switch is configured to switch to the working condition in response to a control operation, and to control the first sub-switch to open and the second sub-switch to close. When the control switch is in operation, 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 switch is configured to control the third sub-switch to close in response to the first control terminal being energized, so that the battery supplies power to the emergency lighting lamp through the first power supply bus.

4. The train emergency lighting control circuit according to claim 3, wherein, 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 connect to the first power supply bus, the other end of the fourth sub-switch is configured to connect 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; When the fourth sub-switch is in the 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 the local control operating condition.

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

6. The train emergency lighting control circuit according to claim 5, wherein, 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 in the closed state, so that the second control terminal is energized; the first protection switch is configured to control the fifth sub-switch to close when the second control terminal is energized, so that the third control terminal is energized; the second protection switch is configured to control the sixth sub-switch to close when the third control terminal is energized, so that the fourth control terminal is energized; and the DC power switch is configured to control the seventh sub-switch to open when the fourth control terminal is energized, 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 in the open state, causing the second control terminal to lose power. The first protection switch is configured to control the fifth sub-switch to open due to the loss of power to the second control terminal, causing the third control terminal to lose power. The second protection switch is configured to control the sixth sub-switch to open due to the loss of power to the third control terminal, causing the fourth control terminal to lose power. The DC power switch is configured to control the seventh sub-switch to close due to the loss of power to the fourth control terminal, so that the battery can supply power normally. Wherein, the first voltage is less than the second voltage.

7. The train emergency lighting control circuit according to claim 1 further includes: The second undervoltage protection unit includes a second voltage detection circuit breaker and a third protection switch; 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 in the closed state, so that the fifth control terminal is energized, and the third protection switch is configured to control the eighth sub-switch to close when the fifth control terminal is energized, so that when the main control switch is in the working condition, the first control terminal is energized, and the emergency lighting changeover switch is configured to control the third sub-switch to close in response to the first control terminal being energized, 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 the open state, and the local control switch is configured to be in the inactive state.

9. The train emergency lighting control circuit according to claim 1, wherein, The emergency lighting changeover switch also includes a ninth sub-switch, one end of which is configured to connect to the third power supply bus, and the other end of which is configured to connect to the emergency lighting lamp. The ninth sub-switch is a normally closed switch, and the ninth sub-switch and the third sub-switch are configured to operate synchronously. 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: The power supply line switching switch is configured to be connected in series between the first sub-switch and the second power supply bus; Specifically, when the centralized control switch is in the closed state... If the power supply line switching switch is closed, the first control terminal is energized, and the emergency lighting switching switch is configured to control the third sub-switch to close and the ninth sub-switch to open in response to the first control terminal 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 disconnected, the first control terminal loses power. The emergency lighting switching switch is configured to control the third sub-switch to open and the ninth sub-switch to close in response to the power loss of the first control terminal, so that the contact network supplies power to the emergency lighting lamp through the third power supply bus.

11. A train emergency lighting control system, the train comprising at least one car unit, the car unit comprising at least one carriage, the system comprising: At least one train emergency lighting control circuit is configured to be installed in at least one train set; The train emergency lighting control circuit includes a battery and at least one carriage lighting sub-circuit, wherein at least one of the carriage lighting sub-circuits is configured to be respectively installed in at least one carriage of the train set; The battery is configured to be connected to a first power supply bus, which is configured to pass through at least one of the carriages. The carriage lighting sub-circuit includes a central control switch, a local control switch, an emergency lighting selector switch, and an emergency lighting lamp; Wherein, the two ends of the central 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 pass through at least one of the train sets included in the train; The control switch includes a first sub-switch and a second sub-switch. One end of the first sub-switch is configured to connect to the second power supply bus, and the other end of the first sub-switch is configured to connect to the emergency lighting changeover switch. One end of the second sub-switch is configured to connect to the first power supply bus, and the other end of the second sub-switch is configured to connect to the emergency lighting changeover switch. The first sub-switch is a normally closed switch, and the second sub-switch is a normally open switch. The first sub-switch and the second sub-switch are configured to operate synchronously. The emergency lighting switch includes a first control terminal and a third sub-switch. The first control terminal 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 as described in claim 11.

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