Rail transit vehicle marshalling and synchronous power-on and synchronous power-off circuit thereof

Abstract

The utility model discloses a rail transit vehicle marshalling and a synchronous power-on and synchronous power-off circuit thereof, and relates to the field of rail transit vehicles, a self-reset button and a common end of a coil of a time delay relay form a connection point, and the connection points of locomotives are connected through a marshalling reconnection line; and the holding circuit is used for continuously controlling all the storage batteries to supply power to the corresponding locomotive control systems after the self-reset button is closed, and controlling all the storage batteries to stop supplying power to the corresponding locomotive control systems by using a train network communication protocol after the synchronous power-off switch is switched off. Therefore, according to the invention, all the storage batteries are controlled to supply power to the corresponding locomotive control systems through the marshalling reconnection line after the self-reset button is closed, and all the storage batteries are controlled to stop supplying power to the corresponding locomotive control systems through the holding circuit by utilizing a train network communication protocol after the synchronous power-off switch is switched off; synchronous power-on and synchronous power-off of all locomotives are achieved, and the working efficiency of rail transit vehicle marshalling is improved.

Description

Technical Field

[0001] This utility model relates to the field of rail transit vehicles, and in particular to a rail transit vehicle train formation and its synchronous power-on and power-off circuit. Background Technology

[0002] When assembling rail transit vehicles, it is necessary to separately control the power supply of the batteries on the main control locomotive and the slave control locomotive, which is time-consuming and inefficient. When a locomotive in the train malfunctions, the batteries of the entire train must be shut off to check for the fault and reset it by power disconnection. Currently, rail transit vehicle assembly can only shut off the batteries of the individual locomotives; it is not possible to remotely synchronize the power supply and de-energization of the batteries of the entire train assembly from the main control locomotive. If a slave control locomotive malfunctions, its battery must be disconnected from the slave control locomotive to resolve the fault, which is also time-consuming and inefficient. When the external environment does not allow the locomotives to disembark, it is impossible to reset the slave control locomotive's fault by power disconnection. The entire train assembly relies solely on the traction of the main control locomotive, which may result in insufficient traction when encountering steep inclines, requiring waiting for rescue vehicles and severely impacting work efficiency. Utility Model Content

[0003] The purpose of this invention is to provide a circuit for assembling rail transit vehicles and their synchronous power-on and power-off, which can continuously control the battery to supply power to the locomotive control system after the self-reset button is closed, and control the battery to stop supplying power to the locomotive control system after the synchronous power-off switch is opened, thereby realizing synchronous power-on and power-off of each locomotive and improving the working efficiency of rail transit vehicle assembly.

[0004] To solve the above-mentioned technical problems, this utility model provides a synchronous power-on and synchronous power-off circuit for rail transit vehicle formations, including a battery, a contactor, a self-reset button, a formation reconnection line, a time delay relay, a holding circuit, and a synchronous power-off switch, wherein the coil of the contactor is disposed in the holding circuit;

[0005] The positive terminal of the battery is connected to the positive power supply terminal of the locomotive control system, and the negative terminal of the battery is connected to the negative power supply terminal of the locomotive control system. The main contacts of the contactor are provided on the circuit between the battery and the locomotive control system.

[0006] The self-reset button is connected in series with the coil of the time-delay relay, and then connected in parallel with the battery.

[0007] The common terminal of the self-reset button and the coil of the time delay relay forms a connection point, and the connection points of each locomotive are connected through the grouping and reconnection line;

[0008] The auxiliary contacts of the time delay relay are disposed within the holding circuit and are used to close after the coil of the time delay relay is energized.

[0009] The synchronous power-off switch is connected to the battery and the holding circuit.

[0010] The holding circuit is connected in parallel with the battery and is used to continuously control all batteries to supply power to the corresponding locomotive control system after the self-reset button is closed, and to control all batteries to stop supplying power to the corresponding locomotive control system using the train network communication protocol after the synchronous power-off switch is opened.

[0011] Optionally, the holding circuit includes a first network output node, a control relay, a network acquisition node, and a second network output node;

[0012] The auxiliary contact of the time-delay relay is connected in parallel with the first network output node;

[0013] The first network output node is connected in series with the coil of the control relay, and then connected in parallel with the battery.

[0014] The auxiliary contacts of the control relay are connected in series with the coils of the synchronous power-off switch and the contactor, and are then connected in parallel with the battery.

[0015] The network acquisition node is connected to the common terminal of the auxiliary contact of the synchronous power-off switch and the control relay, and is used to continuously acquire the level signal of the synchronous power-off switch after the battery supplies power to the corresponding locomotive control system, and use the train network communication protocol to control the first network output node of all locomotives to continuously output the level signal, and the second network output node of all locomotives to output the level signal for a preset time.

[0016] The second network output node is connected in parallel with the synchronous power-off switch.

[0017] Optionally, the auxiliary contacts of the time delay relay, the auxiliary contacts of the control relay, and the main contacts of the contactor are all normally open contacts.

[0018] Optionally, the holding circuit further includes a first diode, the anode of which is connected to the common terminal of the synchronous power-down switch and the network acquisition node, and the cathode of which is connected to the common terminal of the second network output node and the auxiliary contact of the control relay.

[0019] Optionally, the synchronous power-down switch includes a first control switch and a second control switch;

[0020] The first terminal of the first control switch is connected to the positive terminal of the battery, and the second terminal of the first control switch is connected to the first terminal of the second control switch.

[0021] The second terminal of the second control switch is connected to the holding circuit.

[0022] Optionally, if the locomotive is a master control locomotive, then the first control switch is the master control switch and the second control switch is the slave control switch; if the locomotive is a slave control locomotive, then both the first control switch and the second control switch are slave control switches.

[0023] Optionally, a second diode is also included, with the positive terminal of the second diode connected to the second end of the self-reset button and the negative terminal of the second diode connected to the connection point.

[0024] Optionally, a first fuse and a second fuse may also be included;

[0025] The first terminal of the first fuse is connected to the positive terminal of the battery, and the second terminal of the first fuse is connected to the common terminal of the self-reset button, the holding circuit and the synchronous power-down switch.

[0026] The first end of the second fuse is connected to the negative terminal of the battery, and the second end of the second fuse is connected to the common terminal of the coil of the time delay relay and the holding circuit.

[0027] Optionally, the main contacts of the contactor are bipolar contacts.

[0028] Optionally, the synchronous power-off switch is a normally closed switch.

[0029] To solve the above-mentioned technical problems, this utility model also provides a rail transit vehicle formation, which includes one master control locomotive and N slave control locomotives. The master control locomotive and the slave control locomotives both include the synchronous power-on and synchronous power-off circuits of the rail transit vehicle formation as described above. The master control locomotive and the slave control locomotives are connected sequentially, and N is an integer not less than 2.

[0030] This application provides a railway vehicle train formation and its synchronous power-on and power-off circuit. The synchronous power-on and power-off circuit includes a battery, a contactor, a self-reset button, a train reconnection line, a time-delay relay, a holding circuit, and a synchronous power-off switch. The contactor is located within the holding circuit. The positive terminal of the battery is connected to the positive power supply terminal of the locomotive control system, and the negative terminal is connected to the negative power supply terminal of the locomotive control system. The main contacts of the contactor are provided in the circuit between the battery and the locomotive control system. The self-reset button is connected in series with the coil of the time-delay relay. The system is connected in parallel with the battery; the common terminal of the self-reset button and the coil of the time-delay relay forms a connection point, and the connection points of each locomotive are connected through the formation and reconnection line; the auxiliary contact of the time-delay relay is set in the holding circuit, used to close after the coil of the time-delay relay is energized; the synchronous power-off switch is connected to the battery and the holding circuit; the holding circuit and the battery are connected in parallel, used to continuously control all batteries to supply power to the corresponding locomotive control system after the self-reset button is closed, and to control all batteries to stop supplying power to the corresponding locomotive control system using the train network communication protocol after the synchronous power-off switch is opened. Therefore, this application achieves synchronous power-on and synchronous power-off of each locomotive by controlling all batteries to supply power to the corresponding locomotive control system through the formation and reconnection line after the self-reset button is closed, and by controlling all batteries to stop supplying power to the corresponding locomotive control system using the train network communication protocol after the synchronous power-off switch is opened, thus improving the working efficiency of rail transit vehicle formation. Attached Figure Description

[0031] To more clearly illustrate the technical solutions in the embodiments of this utility model, the drawings used in the prior art and embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0032] Figure 1 This is a schematic diagram of a synchronous power-on and synchronous power-off circuit for a rail transit vehicle train assembly disclosed in this utility model.

[0033] Figure 2 This is a schematic diagram of a specific synchronous power-on and synchronous power-off circuit for rail transit vehicle formation disclosed in this utility model.

[0034] The attached diagram is labeled as follows: 1 is the storage battery, 2 is the self-reset button, 3 is the group reconnection line, 4 is the holding circuit, 5 is the synchronous power-down switch, 6 is the contactor coil, 7 is the main contact of the contactor, 8 is the coil of the time delay relay, 9 is the auxiliary contact of the time delay relay, 10 is the first network output node, 11 is the network acquisition node, 12 is the second network output node, 13 is the coil of the control relay, 14 is the auxiliary contact of the control relay, 15 is the first diode, 16 is the first control switch, 17 is the second control switch, 18 is the second diode, 19 is the first fuse, and 20 is the second fuse. Detailed Implementation

[0035] The core of this utility model is to provide a rail transit vehicle formation and its synchronous power-on and synchronous power-off circuit, which can continuously control the battery to supply power to the locomotive control system after the self-reset button is closed, and control the battery to stop supplying power to the locomotive control system after the synchronous power-off switch is opened, thereby realizing synchronous power-on and synchronous power-off of each locomotive and improving the working efficiency of rail transit vehicle formation.

[0036] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this utility model, not all embodiments. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of this utility model.

[0037] Please refer to Figure 1 As shown, Figure 1 This is a schematic diagram of a synchronous power-on and synchronous power-off circuit for a rail transit vehicle train assembly disclosed in this utility model.

[0038] The synchronous power-on and synchronous power-off circuit of the rail transit vehicle train includes a battery 1, a contactor, a self-reset button 2, a train reconnection line 3, a time delay relay, a holding circuit 4, and a synchronous power-off switch 5. The coil 6 of the contactor is located in the holding circuit 4.

[0039] The positive terminal of battery 1 is connected to the positive power supply terminal + of the locomotive control system, and the negative terminal of battery 1 is connected to the negative power supply terminal - of the locomotive control system. The main contact 7 of the contactor is provided on the circuit between battery 1 and the locomotive control system.

[0040] The self-reset button 2 is connected in series with the coil 8 of the time delay relay, and then connected in parallel with the battery 1.

[0041] The common terminal of the self-reset button 2 and the coil 8 of the time delay relay forms a connection point, and the connection points of each locomotive are connected through the formation and reconnection line 3;

[0042] The auxiliary contact 9 of the time delay relay is provided in the holding circuit 4 and is used to close after the coil 8 of the time delay relay is energized;

[0043] The synchronous power-off switch 5, battery 1, and holding circuit 4 are connected;

[0044] The circuit 4 and the battery 1 are connected in parallel to continuously control all batteries 1 to supply power to the corresponding locomotive control system after the self-reset button 2 is closed, and to control the batteries 1 to stop supplying power to the corresponding locomotive control system by using the train network communication protocol after the synchronization power-off switch 5 is opened.

[0045] Specifically, when the self-reset button 2 is closed, the coil 8 of the time-delay relay is energized. Since the common terminal of the self-reset button 2 and the coil 8 of the time-delay relay is the connection point, and the connection points of each locomotive are connected through the grouping and reconnection line 3, the coil 8 of the time-delay relay of each locomotive is energized. Furthermore, the auxiliary contact 9 of the time-delay relay is located within the holding circuit 4. With the coil 8 of the time-delay relay of each locomotive energized, the auxiliary contact 9 of the time-delay relay of all locomotives closes after a preset time threshold. The holding circuit 4 of all locomotives is then activated, the coil 6 of the contactor within the holding circuit 4 of all locomotives is energized, and the main contact 7 of the contactor of all locomotives closes. All locomotives... All batteries 1 are connected to the corresponding locomotive control systems, and all locomotive batteries 1 begin to supply power to the corresponding locomotive control systems. When the self-reset button 2 is closed and opened, the coils 8 of the time delay relays of all locomotives are de-energized, and the auxiliary contacts 9 of the time delay relays of all locomotives are opened after a preset time threshold. However, the holding circuits 4 of all locomotives remain conductive, the coils 6 of the contactors in the holding circuits 4 of all locomotives remain energized, the main contacts 7 of the contactors of all locomotives remain closed, and the batteries 1 of all locomotives remain connected to the corresponding locomotive control systems. All locomotive batteries 1 continuously supply power to the corresponding locomotive control systems.

[0046] When the synchronizing power-off switch 5 is opened, the holding circuit 4 is not conducting. The holding circuit 4 uses the train network communication protocol to control the holding circuit 4 of each locomotive to be de-energized. The coils 6 of the contactors in the holding circuit 4 of all locomotives are de-energized, the main contacts 7 of the contactors of all locomotives are open, the batteries 1 of all locomotives are disconnected from the locomotive control system, and the batteries 1 of all locomotives begin to stop supplying power to the corresponding locomotive control system. When the synchronizing power-off switch 5 is closed, the holding circuit 4 of all locomotives is still not conducting. The coils 6 of the contactors in the holding circuit 4 of all locomotives remain de-energized. The main contacts 7 of the contactors of all locomotives remain open. The batteries 1 of all locomotives remain disconnected from the locomotive control system, and the batteries 1 of all locomotives remain in a state of stopping supplying power to the locomotive control system.

[0047] It should be noted that the preset time threshold of the time delay relay is determined by the holding circuit 4; the synchronous power-down switch 5 can be the first control switch and the second control switch. If the locomotive is the master control locomotive, the first control switch is the master control switch and the second control switch is the slave control switch; if the locomotive is the slave control locomotive, both the first control switch and the second control switch are slave control switches.

[0048] As can be seen, this application controls all batteries 1 to supply power to the corresponding locomotive control system through the grouping and reconnection line 3 after the self-reset button 2 is closed, and controls all batteries 1 to stop supplying power to the corresponding locomotive control system through the train network communication protocol after the synchronous power-off switch 5 is opened, thereby realizing synchronous power-on and synchronous power-off of each locomotive and improving the working efficiency of rail transit vehicle grouping.

[0049] Based on the above embodiments:

[0050] For details, please see Figure 2 As shown, Figure 2 This is a schematic diagram of a specific synchronous power-on and synchronous power-off circuit for rail transit vehicle formation disclosed in this utility model.

[0051] As an optional embodiment, the holding circuit 4 includes a first network output node 10, a control relay, a network acquisition node 11, and a second network output node 12;

[0052] The auxiliary contact 9 of the time-delay relay is connected in parallel with the first network output node 10;

[0053] The first network output node 10 is connected in series with the coil 13 of the control relay, and then connected in parallel with the storage battery 1.

[0054] The auxiliary contact 14 of the control relay is connected in series with the synchronous power-down switch 5 and the coil 6 of the contactor, and is connected in parallel with the storage battery 1 after being connected in series.

[0055] The network acquisition node 11 is connected to the common terminal of the synchronous power-off switch 5 and the auxiliary contact 14 of the control relay. It is used to continuously acquire the level signal of the synchronous power-off switch 5 after the battery 1 supplies power to the corresponding locomotive control system, and to use the train network communication protocol to control the first network output node 10 of all locomotives to continuously output a low level signal and the second network output node 12 of all locomotives to output a low level signal for a preset time.

[0056] The second network output node 12 is connected in parallel with the synchronous power-off switch 5.

[0057] Specifically, when the self-reset button 2 is closed, the coil 8 of the time delay relay of each locomotive is energized, the auxiliary contact 9 of the time delay relay of all locomotives closes after a preset time threshold, the coil 13 of the control relay of all locomotives is energized, the auxiliary contact 14 of the control relay of all locomotives closes, the coil 6 of the contactor of all locomotives is energized, the main contact 7 of the contactor of all locomotives closes, the battery 1 of all locomotives begins to supply power to the corresponding locomotive control system, and the network acquisition node 11 acquires a high-level signal, then the first network output node 10 and the second network output node 12 of all locomotives continuously output power. A high-level signal is output; when the self-reset button 2 is disconnected, the coils 8 of the time delay relays of all locomotives are de-energized, the auxiliary contacts 9 of the time delay relays of all locomotives are disconnected after a preset time threshold, and since the first network output nodes 10 of all locomotives continuously output high-level signals, the coils 13 of the control relays of all locomotives remain energized, the auxiliary contacts 14 of the control relays of all locomotives remain closed, the coils 6 of the contactors of all locomotives remain energized, the main contacts 7 of the contactors of all locomotives remain closed, and the batteries 1 of all locomotives continuously supply power to the corresponding locomotive control systems.

[0058] When the synchronous power-off switch 5 is opened, the contactor coil 6 is de-energized, the contactor main contact 7 opens, the battery 1 stops supplying power to the locomotive control system, the network acquisition node 11 acquires a low-level signal, and the network acquisition node 11 uses the train network communication protocol to control all locomotives' first network output nodes 10 to continuously output low-level signals, and all locomotives' second network output nodes 12 to output low-level signals for a preset time. Because all locomotives' first network output nodes 10 continuously output low-level signals, all locomotives' control relay coils 13 are de-energized, all locomotives' control relay auxiliary contacts 14 open, and all locomotives' contactor coils 6 are de-energized. When the main contacts 7 of all locomotives' contactors are open, the batteries 1 of all locomotives stop supplying power to the corresponding locomotive control systems. When the synchronizing power-off switch 5 is closed, since the auxiliary contacts 14 of all locomotive control relays are open and the second network output nodes 12 of all locomotives continuously output low-level signals, the coils 13 of all locomotive control relays remain de-energized, the auxiliary contacts 14 of all locomotive control relays remain open, the coils 6 of all locomotive contactors remain de-energized, the main contacts 7 of all locomotive contactors remain open, and the batteries 1 of all locomotives remain stopped supplying power to the corresponding locomotive control systems.

[0059] As can be seen, in this embodiment, the first network output node 10, the control relay, the network acquisition node 11 and the second network output node 12 constitute the holding circuit 4 to ensure that after the self-reset button 2 is released or the synchronous power-down switch 5 is closed, the main contact 7 of the contactor remains in its original state, and the batteries 1 of all locomotives continuously supply power to the corresponding locomotive control system or remain in a state of stopping supplying power to the corresponding locomotive control system.

[0060] As an optional embodiment, the auxiliary contact 9 of the time delay relay, the auxiliary contact 14 of the control relay, and the main contact 7 of the contactor are all normally open contacts.

[0061] Considering that the synchronous power-off switch 5 needs to remain in the open state by default, the auxiliary contact 9 of the time-delay relay, the auxiliary contact 14 of the control relay, and the main contact 7 of the contactor are all normally open contacts. Specifically, when the coil 8 of the time-delay relay, the coil 13 of the control relay, and the coil 6 of the contactor are de-energized, the auxiliary contact 9 of the time-delay relay, the auxiliary contact 14 of the control relay, and the main contact 7 of the contactor remain in the open state; when the coil 8 of the time-delay relay, the coil 13 of the control relay, and the coil 6 of the contactor are energized, the auxiliary contact 9 of the time-delay relay, the auxiliary contact 14 of the control relay, and the main contact 7 of the contactor remain in the conducting state.

[0062] As can be seen, in this embodiment, the auxiliary contact 9 of the time delay relay, the auxiliary contact 14 of the control relay, and the main contact 7 of the contactor are all normally open contacts. This ensures that when the coil 8 of the time delay relay, the coil 13 of the control relay, and the coil 6 of the contactor are de-energized, the auxiliary contact 9 of the time delay relay, the auxiliary contact 14 of the control relay, and the main contact 7 of the contactor remain open, thereby avoiding unnecessary interference.

[0063] As an optional embodiment, the holding circuit 4 also includes a first diode 15, the positive terminal of which is connected to the common terminal of the synchronous power-down switch 5 and the network acquisition node 11, and the negative terminal of which is connected to the common terminal of the second network output node 12 and the auxiliary contact 14 of the control relay.

[0064] Specifically, when the synchronous power-off switch 5 is opened, the coil 6 of the contactor is de-energized, the main contact 7 of the contactor is opened, the battery 1 stops supplying power to the locomotive control system, the network acquisition node 11 acquires a low-level signal, and the network acquisition node 11 uses the train network communication protocol to control all locomotives' first network output nodes 10 to continuously output low-level signals, and all locomotives' second network output nodes 12 output low-level signals for a preset time. After the preset time, the second network output nodes 12 output high-level signals. In order to prevent the network acquisition node 11 from acquiring a high-level signal when the synchronous power-off switch 5 is closed, this embodiment sets a first diode 15 between the common terminal of the synchronous power-off switch 5 and the network acquisition node 11 and the common terminal of the second network output node 12 and the auxiliary contact 14 of the control relay. Even if the network acquisition node 11 acquires a high-level signal when the synchronous power-off switch 5 is closed, the network acquisition node 11 can still detect a low-level signal because the first diode 15 cannot conduct in reverse, so as to control all locomotives' batteries 1 to remain in a state of stopping power supply to the corresponding locomotive control system.

[0065] As can be seen, in this embodiment, a first diode 15 is provided between the common terminal of the synchronous power-off switch 5 and the network acquisition node 11 and the common terminal of the auxiliary contact 14 of the second network output node 12 and the control relay. This allows the second network output node 12 to continuously output a high-level signal. When the synchronous power-off switch 5 is closed, the network acquisition node 11 can still detect a low-level signal, thereby controlling all locomotive batteries 1 to remain in a state of stopping power supply to the corresponding locomotive control system.

[0066] As an optional embodiment, the synchronous power-off switch 5 includes a first control switch 16 and a second control switch 17;

[0067] The first terminal of the first control switch 16 is connected to the positive terminal of the storage battery 1, and the second terminal of the first control switch 16 is connected to the first terminal of the second control switch 17.

[0068] The second terminal of the second control switch 17 is connected to the holding circuit 4.

[0069] Considering that if the synchronous power-off switch 5 is a single control switch, when the control switch fails, it will be impossible to control the battery 1 to stop supplying power to the locomotive control system, resulting in low reliability. Therefore, this embodiment provides a first control switch 16 and a second control switch 17. When either the first control switch 16 or the second control switch 17 is disconnected, the holding circuit 4 is not conducting. The holding circuit 4 uses the train network communication protocol to control the holding circuit 4 of each locomotive to be de-energized. The coils 6 of the contactors in the holding circuit 4 of all locomotives are de-energized, the main contacts 7 of the contactors of all locomotives are open, and the batteries 1 of all locomotives are disconnected from the corresponding locomotive control system. The batteries 1 of all locomotives begin to stop supplying power to the corresponding locomotive control system. When both the first control switch 16 and the second control switch 17 are closed, the holding circuit 4 of all locomotives is still not conducting. The coils 6 of the contactors in the holding circuit 4 of all locomotives remain de-energized. The main contacts 7 of the contactors of all locomotives remain open. The batteries 1 of all locomotives remain disconnected from the corresponding locomotive control system. The batteries 1 of all locomotives remain in a state of stopping supplying power to the corresponding locomotive control system.

[0070] As can be seen, this embodiment sets up a first control switch 16 and a second control switch 17 as synchronous power-off switches 5. After either control switch fails, the other control switch can control all batteries 1 to stop supplying power to the corresponding locomotive control system, thereby improving the reliability of rail transit vehicle formation.

[0071] As an optional embodiment, if the locomotive is a master control locomotive, then the first control switch is the master control switch and the second control switch is the slave control switch; if the locomotive is a slave control locomotive, then both the first control switch and the second control switch are slave control switches.

[0072] Specifically, if the locomotive is the master control locomotive, then the first control switch 16 is the master control switch and the second control switch 17 is the slave control switch; if the locomotive is the slave control locomotive, then both the first control switch 16 and the second control switch 17 are slave control switches. When either the master control switch or the slave control switch is disconnected, the holding circuit 4 of all locomotives is de-energized, the coils 6 of the contactors in the holding circuit 4 of all locomotives are de-energized, the main contacts 7 of the contactors in all locomotives are open, the batteries 1 of all locomotives are disconnected from the locomotive control system, and the batteries 1 of all locomotives begin to stop supplying power to the corresponding locomotive control system; when both the master control switch and the slave control switch are closed, the holding circuit 4 of all locomotives remains de-energized, the coils 6 of the contactors in the holding circuit 4 of all locomotives remain open, the batteries 1 of all locomotives remain disconnected from the corresponding locomotive control system, and the batteries 1 of all locomotives remain in a state of stopping supplying power to the corresponding locomotive control system.

[0073] As can be seen, this embodiment sets up a main control switch and a slave control switch for the main control locomotive, and sets up two slave control switches for the main control locomotive. If any control switch fails, the other control switch can control all batteries 1 to stop supplying power to the corresponding locomotive control system, thereby improving the reliability of rail transit vehicle formation.

[0074] As an optional embodiment, a second diode 18 is also included, the positive terminal of which is connected to the second end of the self-reset button 2, and the negative terminal of which is connected to the connection point.

[0075] When the self-reset button 2 is closed, the coil 8 of the time delay relay is energized. Since the common terminal of the self-reset button 2 and the coil 8 of the time delay relay is the connection point, and the connection points of each locomotive are connected through the grouping and reconnection line 3, the coil 8 of the time delay relay of each locomotive is energized. If the current flows in reverse, the batteries 1 of each locomotive may be connected in series, causing damage to the batteries 1 of each locomotive. Therefore, in this embodiment, a second diode 18 is added between the self-reset button 2 and the connection point, which can effectively avoid this situation.

[0076] As can be seen, in this embodiment, a second diode 18 is provided between the self-reset button 2 and the connection point to prevent the current from flowing in reverse and to avoid the batteries 1 of each locomotive being connected in series.

[0077] As an optional embodiment, it also includes a first fuse 19 and a second fuse 20;

[0078] The first end of the first fuse 19 is connected to the positive terminal of the storage battery 1, and the second end of the first fuse 19 is connected to the common terminal of the self-reset button 2, the holding circuit 4 and the synchronous power-down switch 5.

[0079] The first end of the second fuse 20 is connected to the negative terminal of the battery 1, and the second end of the second fuse 20 is connected to the common terminal of the coil 8 of the time delay relay and the holding circuit 4.

[0080] Considering that excessive current in the synchronous power-on and synchronous power-off circuit of a rail transit vehicle train can damage various components, this embodiment further improves the safety of the synchronous power-on and synchronous power-off circuit. A first fuse 19 is installed between the positive terminal of the battery 1 and the common terminal of the self-reset button 2, the holding circuit 4, and the synchronous power-off switch 5. A second fuse 20 is installed between the negative terminal of the battery 1 and the common terminal of the coil 8 of the time-delay relay and the holding circuit 4. When a short circuit or overload occurs in the synchronous power-on and synchronous power-off circuit of the rail transit vehicle train, the first fuse 19 and the second fuse 20 can promptly cut off the power supply.

[0081] As can be seen, in this embodiment, a first fuse 19 and a second fuse 20 are respectively provided at the positive and negative terminals of the battery 1. When a short circuit or overload occurs in the synchronous power-on and synchronous power-off circuit of the rail transit vehicle train, the first fuse 19 and the second fuse 20 can cut off the power supply in time, thereby improving the safety of the synchronous power-on and synchronous power-off circuit of the rail transit vehicle train.

[0082] As an optional embodiment, the main contact 7 of the contactor is a bipolar contact.

[0083] Specifically, the main contact 7 of the contactor is a bipolar contact, which includes a positive contact and a negative contact. The first end of the positive contact is connected to the positive terminal of the battery 1, the self-reset button 2, the holding circuit 4 and the common terminal of the synchronous power-down switch 5. The first end of the positive contact is connected to the negative terminal of the battery 1, the coil 8 of the time delay relay, the holding circuit 4 and the common terminal of the synchronous power-down switch 5.

[0084] When the self-reset button 2 is closed, the coils 8 of the time delay relays of all locomotives are energized, the auxiliary contacts 9 of the time delay relays of all locomotives close after a preset time threshold, the holding circuits 4 of all locomotives are turned on, the coils 6 of the contactors in the holding circuits 4 of all locomotives are energized, the positive and negative contacts of all locomotives close, the positive terminal of the battery 1 of all locomotives is connected to the positive power supply terminal + of the corresponding locomotive control system, the positive terminal of the battery 1 of all locomotives outputs 110V DC power to the positive power supply terminal + of the corresponding locomotive control system, the negative terminal of the battery 1 of all locomotives is connected to the negative power supply terminal - of the corresponding locomotive control system, and the negative terminal of the battery 1 of all locomotives outputs 0V DC power to the negative power supply terminal - of the corresponding locomotive control system. When the self-reset button 2 is closed and opened, the coils 8 of the time delay relays of all locomotives are de-energized, and the auxiliary contacts 9 of the time delay relays of all locomotives are opened after a preset time threshold. However, the holding circuits 4 of all locomotives remain conductive, the coils 6 of the contactors in the holding circuits 4 of all locomotives remain energized, the positive and negative contacts of all locomotives remain closed, the positive terminal of the battery 1 of all locomotives remains connected to the positive power supply terminal + of the corresponding locomotive control system, the positive terminal of the battery 1 of all locomotives continuously outputs 110V DC power to the positive power supply terminal + of the corresponding locomotive control system, the negative terminal of the battery 1 of all locomotives remains connected to the negative power supply terminal - of the corresponding locomotive control system, and the negative terminal of the battery 1 of all locomotives continuously outputs 0V DC power to the negative power supply terminal - of the corresponding locomotive control system.

[0085] When the synchronizing power-off switch 5 is opened, the holding circuit 4 of all locomotives is de-conducted, the coils 6 of the contactors in the holding circuit 4 of all locomotives are de-energized, the positive and negative contacts of all locomotives are open, the positive terminal of the battery 1 of all locomotives is disconnected from the positive power supply terminal + of the corresponding locomotive control system, and the negative terminal of the battery 1 of all locomotives is disconnected from the negative power supply terminal - of the corresponding locomotive control system. The battery 1 of all locomotives begins to stop supplying power to the corresponding locomotive control system. When the synchronizing power-off switch 5 is opened... After closing, the holding circuit 4 of all locomotives remains non-conductive, the coils 6 of the contactors in the holding circuit 4 of all locomotives remain de-energized, the positive and negative contacts of all locomotives remain open, the positive terminal of the battery 1 of all locomotives remains disconnected from the positive power supply terminal + of the corresponding locomotive control system, the negative terminal of the battery 1 of all locomotives remains disconnected from the negative power supply terminal - of the corresponding locomotive control system, and the battery 1 of all locomotives remains in a state of stopping power supply to the corresponding locomotive control system.

[0086] As can be seen, the main contact 7 of the contactor in this embodiment adopts a bipolar contact, which enables the bipolar contact to control the connection between the positive terminal of the battery 1 and the positive power supply terminal + of the locomotive control system, and the connection between the negative terminal of the battery 1 and the negative power supply terminal - of the locomotive control system.

[0087] As an optional embodiment, the synchronous power-off switch 5 is a normally closed switch.

[0088] Considering that the synchronous power-down switch 5 needs to remain in the on state by default, it is a normally closed switch. Specifically, when there is no external signal input, the synchronous power-down switch 5 remains in the on state; when there is an external signal input, the synchronous power-down switch 5 remains in the off state.

[0089] As can be seen, this embodiment uses a normally closed switch as the synchronous power-off switch 5 to ensure that the synchronous power-off switch 5 remains in the conducting state when there is no external signal input, thereby avoiding unnecessary interruptions or interference.

[0090] This utility model also provides a rail transit vehicle formation, which includes one master control locomotive and N slave control locomotives. Both the master control locomotive and the slave control locomotives include the synchronous power-on and synchronous power-off circuits of the rail transit vehicle formation as described above. The master control locomotive and the slave control locomotives are connected sequentially, and N is an integer not less than 2.

[0091] Specifically, since both the master control locomotive and the slave control locomotive include the aforementioned synchronous power-on and synchronous power-off circuits for rail transit vehicle formations, both the master control locomotive and the slave control locomotive can control the master control locomotive and all slave control locomotives to be synchronously powered on or off through the self-reset button 2 or synchronous power-off switch 5 in their respective rail transit vehicle formation's synchronous power-on and synchronous power-off circuits.

[0092] As can be seen, in this embodiment, after any self-reset button 2 of the master locomotive and slave locomotive is closed, the train formation reconnection line 3 controls all batteries 1 to supply power to the corresponding locomotive control system. After any synchronous power-off switch 5 of the master locomotive and slave locomotive is opened, the train network communication protocol is used to control all batteries 1 to stop supplying power to the corresponding locomotive control system. This realizes synchronous power-on and power-off of rail transit vehicle formations and improves the working efficiency of rail transit vehicle formations.

[0093] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on its differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For the apparatus disclosed in the embodiments, since they correspond to the methods disclosed in the embodiments, the description is relatively simple; relevant parts can be referred to the method section.

[0094] Those skilled in the art will further recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of both. To clearly illustrate the interchangeability of hardware and software, the components and steps of the various examples have been generally described in terms of functionality in the foregoing description. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this invention.

[0095] The above description of the disclosed embodiments enables those skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A synchronous power-on and synchronous power-off circuit for rail transit vehicle train sets, characterized in that, The battery, the contactor, the self-resetting button, the marshalling reconnection line, the time delay relay, the holding circuit and the synchronous power-off switch are included, and the coil of the contactor is arranged in the holding circuit; The positive pole of the battery is connected with the positive power supply end of the locomotive control system, the negative pole of the battery is connected with the negative power supply end of the locomotive control system, and the main contact of the contactor is arranged on the loop of the battery and the locomotive control system; The self-resetting button is connected in series with the coil of the time delay relay, and is connected in parallel with the battery after being connected in series; The common end of the self-resetting button and the coil of the time delay relay forms a connection point, and the connection points of each locomotive are connected through the marshalling reconnection line; The auxiliary contact of the time delay relay is arranged in the holding circuit and is used for being closed after the coil of the time delay relay is powered on; The synchronous power-off switch is connected with the battery and the holding circuit; The holding circuit and the battery are connected in parallel, and are used for continuously controlling all batteries to supply power to the corresponding locomotive control system after the self-resetting button is closed, and are used for controlling all batteries to stop supplying power to the corresponding locomotive control system by using the train network communication protocol after the synchronous power-off switch is opened.

2. The synchronized power up, synchronized power down circuit for a consist of rail vehicles of claim 1, wherein, The holding circuit includes a first network output node, a control relay, a network acquisition node and a second network output node; The auxiliary contact of the time delay relay is connected in parallel with the first network output node; The first network output node is connected in series with the coil of the control relay, and is connected in parallel with the battery after being connected in series; The auxiliary contact of the control relay is connected in series with the coil of the contactor and the synchronous power-off switch, and is connected in parallel with the battery after being connected in series; The network acquisition node is connected with the common end of the auxiliary contact of the control relay and the synchronous power-off switch, and is used for continuously acquiring the level signal of the synchronous power-off switch after the battery supplies power to the corresponding locomotive control system, and is used for controlling the first network output node of all locomotives to continuously output the level signal and the second network output node of all locomotives to output the level signal for a preset time by using the train network communication protocol; The second network output node is connected in parallel with the synchronous power-off switch.

3. The synchronized power up, synchronized power down circuit for a consist of rail vehicles of claim 2, wherein, The auxiliary contact of the time delay relay, the auxiliary contact of the control relay and the main contact of the contactor are all normally open contacts.

4. The synchronized power up, synchronized power down circuit for a consist of rail vehicles of claim 2, wherein, The holding circuit further includes a first diode, the positive pole of the first diode is connected with the common end of the synchronous power-off switch and the network acquisition node, and the negative pole of the first diode is connected with the common end of the second network output node and the auxiliary contact of the control relay.

5. The synchronized power up, synchronized power down circuit for a consist of rail vehicles of claim 1, wherein, The synchronous power-off switch includes a first control switch and a second control switch; The first end of the first control switch is connected with the positive pole of the battery, the second end of the first control switch is connected with the first end of the second control switch; The second end of the second control switch is connected with the holding circuit.

6. The synchronized power up, synchronized power down circuit for a consist of rail vehicles of claim 5, wherein, If the locomotive is a master locomotive, the first control switch is a master control switch, and the second control switch is a slave control switch; if the locomotive is a slave locomotive, the first control switch and the second control switch are both slave control switches.

7. The synchronized power up, synchronized power down circuit for a consist of rail vehicles of claim 1, wherein, Further comprising a second diode, a positive electrode of the second diode is connected with the second end of the self-resetting button, and a negative electrode of the second diode is connected with the connection point.

8. The synchronized power up, synchronized power down circuit for a consist of rail vehicles of claim 1, wherein, Further comprising a first fuse and a second fuse; a first end of the first fuse is connected with the positive electrode of the storage battery, and a second end of the first fuse is connected with a common end of the self-resetting button, the holding circuit and the synchronous power-down switch; a first end of the second fuse is connected with the negative electrode of the storage battery, and a second end of the second fuse is connected with a common end of the coil of the time-delay relay and the holding circuit.

9. The synchronized power up, synchronized power down circuit for a consist of rail vehicles of claim 1, wherein, The main contact of the contactor is a bipolar contact.

10. The synchronized power up, synchronized power down circuit for a consist of rail vehicles of claim 1 wherein, The synchronous power-down switch is a normally closed switch.

11. A consist of rail vehicles, characterized in that, The rail transit vehicle consists of one master locomotive and N slave locomotives, the master locomotive and the slave locomotives all comprise the synchronous power-on and synchronous power-down circuit of the rail transit vehicle as claimed in any one of claims 1 to 10, the master locomotive and the slave locomotives are connected in sequence, and N is an integer not less than 2.

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