Rail car circuit system

Abstract

The utility model relates to a circuit system of a rail car, which comprises a first generator, a second generator, a storage battery pack, a driving circuit part and other electric appliances except the driving circuit part which are arranged on the rail car. Wherein the first generator is connected with the storage battery pack, so that the first generator charges the storage battery pack and supplies power to the driving circuit part. And the second generator supplies power to other electric appliances. The inverter device is used for charging the storage battery pack, or the storage battery pack is used for supplying power to the inverter device. And the other electric appliances are divided into a first electric appliance group and a second electric appliance group. The output end of the second generator is connected with the input end of the inverter device and the first electric appliance group. And the output end of the inverter device is connected to the second electric appliance group. Under the condition that only a low-power electric appliance works, the second generator does not need to work, but the storage battery pack is used for supplying power, so that the running time of the generator set is shortened, and the fuel consumption is reduced.

Description

TECHNICAL FIELD

[0001] The present application relates to a kind of circuit system, especially with inverter on rail car circuit system. BACKGROUND

[0002] Rail car mainly refers to the walking on railway line, for maintenance and patrol railway and with diesel drive car head.Rail car is equipped with generator set (for example, 10KW generator set) to provide AC220V power supply (such as air conditioner on rail car, induction cooker, electric rice cooker, lighting, mobile phone charging, intercom charging, etc.) for electric appliance on rail car.However, when charging for mobile phone, intercom, less than 100W for lighting and other electric appliances (low-power electric appliances) these small power electric appliances, power supply is also carried out by 10KW generator set, and the utilization rate of 10KW generator set is extremely low when only low-power electric appliances work, not only prolongs the working time of 10KW generator set, increases wear and tear, and waste oil consumption, but also 10KW generator noise disturbs people.

[0003] Rail car is equipped with DC24V battery pack, and the rail car is also equipped with a DC generator (for example, DC28V70A-100A silicon rectification charging generator), and the DC generator provides DC power required for the part of driving circuit when the rail car works, and supplements the battery pack with electric energy.As the working time of rail car is not long, usually about 3 hours, the part of driving circuit includes more electric appliances (such as GYK, CIR, headlamp, video, instrument, etc.), and most of the electric energy of the DC generator is consumed by the part of driving circuit, and the battery pack is supplemented with less electric energy, which causes the battery pack to be depleted for a long time, damages the battery health, and after the battery pack is depleted, the engine of the rail car cannot be started, and the battery must be removed and transported to a place where it can be charged and then reinstalled.

[0004] Therefore, the power supply system of rail car has problems and needs to be improved. CONTENT OF THE UTILITY MODEL

[0005] In order to solve the above technical problems, the utility model provides a kind of rail car circuit system, to solve the shortcomings of the current power supply system of rail car.Make the circuit system on rail car more reasonable.

[0006] The rail car circuit system of the utility model, including the first generator, second generator, battery pack, part of driving circuit arranged on rail car, and the rest electric appliances except the part of driving circuit.

[0007] Among them, the first generator output positive terminal and the positive terminal of battery pack are connected together to form the first common terminal, so that the first generator charges the battery pack;The first common terminal is connected to the input end of the part of driving circuit to supply power for the part of driving circuit.

[0008] The second generator supplies power to the remaining electrical appliances.

[0009] The inverter device is also provided.

[0010] The inverter device has an input-output conversion end connected to the battery pack, for the inverter device to charge the battery pack, and the battery pack to supply power to the inverter device.

[0011] The remaining electrical appliances are divided into a first electrical appliance group and a second electrical appliance group.

[0012] The second generator output end is connected to the inverter device input end and the first electrical appliance group respectively.

[0013] The inverter device output end is connected to the second electrical appliance group.

[0014] The track car circuit system as described above is further provided with a charging limiting circuit that is connected between the second generator output end and the inverter device input end when the track car circuit part is powered on.

[0015] The track car circuit system as described above is further provided with a charging limiting circuit that is connected between the second generator output end and the inverter device input end when the track car circuit part is powered on.

[0016] A first switch is provided between the second generator output end and the inverter device input end, and the first switch is a normally closed relay switch; the electromagnetic coil of the first switch is powered from the track car circuit part and is powered synchronously with the track car circuit part.

[0017] The track car circuit system as described above is further provided with a second switch between the first common end and the track car circuit part input end, and the electromagnetic coil of the first switch is powered from the output end of the second switch; the electromagnetic coil of the first switch is connected in parallel with the track car circuit part.

[0018] One end of the electromagnetic coil of the first switch is connected to the output end of the second switch, and the other end of the electromagnetic coil of the first switch is connected to the common negative electrode.

[0019] The track car circuit system as described above is further provided with two driver's cabins on the track car, each driver's cabin has a second switch, the two second switches are connected in parallel, and each second switch has a diode connected to its output end, the output ends of the two diodes are connected together to form a second common end, and the second common end is connected to one end of the electromagnetic coil of the first switch.

[0020] The second switch is a manual switch.

[0021] The track car circuit system as described above is further provided with a charging control circuit,

[0022] For: when the second generator output and the inverter device input are connected, and the second generator is working, the input output conversion end and the battery pack are connected, otherwise disconnected.

[0023] The charging control circuit is specifically connected between the positive terminal of the battery pack and the input output conversion end of the inverter device.

[0024] The second generator output zero line is connected to the inverter device zero line input end; the second generator output live line is connected to the inverter device live line input end through the first switch, and the connection of the first switch and the inverter device live line input end forms a third common end.

[0025] An always-on AC contactor is arranged between the input output conversion end and the battery pack, one end of the electromagnetic coil of the AC contactor is connected to the inverter device zero line input end; the other end of the electromagnetic coil of the AC contactor is connected to the third common end.

[0026] The charging control circuit is specifically connected between the positive terminal of the battery pack and the input output conversion end of the inverter device.

[0027] The charging control circuit is specifically connected between the positive terminal of the battery pack and the input output conversion end of the inverter device.

[0028] The third switch is a manual switch.

[0029] The charging control circuit is specifically connected between the positive terminal of the battery pack and the input output conversion end of the inverter device.

[0030] Beneficial technical effects:

[0031] 1. The present application realizes that only low-power electrical appliances are working without the need for a 10KW generator set to work, but relies on the battery pack for power supply, reduces the running time of the generator set, reduces fuel consumption, makes effective use of energy and reduces emissions, and meets the very important issue of energy saving and emission reduction.

[0032] For example, without starting the air conditioner and other high-power household appliances, the rail car can not need a 10KW generator set to work and supply power, and the inverter provides basic living power supply, thereby saving diesel and maintenance costs, which not only reduces operating costs, but also reduces environmental pollution, and meets the concept of sustainable development.

[0033] 2. The application of the circuit system makes the 10KW generator set can charge the railcar battery pack, prevents the battery pack from being discharged, and makes the storage battery in a healthy working condition.

[0034] 3. Even if the battery pack is discharged, the power can be supplemented by starting the 10KW generator set, and the railcar can run after the power is supplemented. The problem of the railcar engine unable to start caused by the battery pack being discharged is avoided.

[0035] 4. The circuit of the utility model is an independent control circuit, which does not affect any mechanical performance and electrical performance of the railcar. BRIEF DESCRIPTION OF DRAWINGS

[0036] Figure 1 is the circuit diagram of the utility model.

[0037] Among them: the first output end L1 of the second generator; the second output end L2 of the second generator; the third output end L3 of the second generator; the fourth output end N of the second generator; the AC firewire input end L31; the AC zero line input end N1; the input / output conversion end A; the AC firewire output end L4; the AC zero line output end N4;

[0038] The second consumer group R; the leakage protection switch QF2; the air switch QF1;

[0039] The connector U1a; the front end U1b of the second switch;

[0040] The first end second switch SK1; the second end second switch SK2; the first diode D1; the second diode D2;

[0041] The first switch KA; the electromagnetic coil LA of the first switch; the AC contactor KM; the electromagnetic coil LM of the AC contactor; the third switch SB;

[0042] The fuse RD2; the fuse RD3; the fuse RD1; the total power switch GK. DETAILED DESCRIPTION

[0043] The following will be combined with the drawings Figure 1 The utility model is illustrated by examples.

[0044] On the current rail car, there is a first generator, mainly to provide power for the running circuit part, which includes many electrical appliances, such as rail car operation control equipment (GYK), locomotive integrated wireless communication equipment (CIR), headlamps, running videos, operation table instruments, etc. These are the basic driving power for the start and running of the rail car. Most of the first generators carried on the rail car are mainly DC 28V / 70A silicon rectifier charging generators, or DC 28V / 100A silicon rectifier charging generators, providing 28V voltage and 70-100A current DC power. The generator generates power from the kinetic energy of the rail car engine, and the first generator mainly provides power for the running circuit part.

[0045] The second generator mainly provides living power, that is, the power of the remaining electrical appliances other than the running circuit part, such as air conditioners, induction cookers, rice cookers, lighting lamps, mobile phone charging, intercom charging, etc. on the rail car. The generator is a three-phase generator, providing 380V AC power, single-phase power is 220V, and is an 8KW-80KW generator set. According to the total power of the living appliances on the rail car, various second generators such as 8KW, 10KW, 30KW, and 80KW can be configured. The second generator is set at the bottom of the rail car and has independent power and is independently started and stopped. Whether the rail car is started or stopped, the second generator can be started independently.

[0046] The second generator is a three-phase 380V AC generator, which adopts three-phase four-wire output. Therefore, the second generator output end has: the second generator first output end L1 (firewire), the second generator second output end L2 (firewire), the second generator third output end L3 (firewire), and the second generator fourth output end N (zero line), which are respectively connected to the input end of the inverter device and the first electrical appliance group.

[0047] The input end of the inverter device has a 220V AC firewire input end L31, an AC zero line input end N1, and an input / output conversion end A; a 220V AC firewire output end L4 and an AC zero line output end N4, and the output negative end of the inverter device is connected to the common negative electrode. Among them, the 220V AC firewire output end L4 and the AC zero line output end N4 are used to supply power to the second electrical appliance group. For electrical safety, a leakage protection switch QF2 (model 220V 32A1P leakage switch) is set on the circuit that supplies power to the second electrical appliance group R. An air switch QF1 (model 220V 32A2P) is set on the wire between the second generator third output end L3 and the AC firewire input end L31, and the wire between the input / output conversion end A and the positive end of the battery group.

[0048] The second generator output end is connected with the input end of the inverter device and the first electric appliance group, specifically: two-phase live wires (first output end L1 and second output end L2) of the second generator are used to supply power for the first electric appliance group, and one-phase live wire (third output end L3) is connected to the AC live wire input end L31 of the inverter device; the fourth output end N (neutral wire) is connected to the AC neutral wire input end N1 of the inverter device.

[0049] The battery pack is a DC 24V battery pack, and the capacity is not limited (comprehensive design between battery cost and power demand).

[0050] The remaining electric appliances are divided into the first electric appliance group and the second electric appliance group. The first electric appliance group is a high-power electric appliance, such as air conditioner, induction cooker and electric rice cooker on the rail car, which can be arranged in the first electric appliance group. The second electric appliance group is a low-power electric appliance, such as lighting lamp, mobile phone charging and intercom charging, which is arranged in the second electric appliance group. Of course, the splitting method is not determined by the power of a single electric appliance, but by the working condition, use time and use condition of each electric appliance. For example, the air conditioner can be arranged in the first electric appliance group, and the remaining induction cooker, electric rice cooker, lighting lamp, mobile phone charging and intercom charging are arranged in the second electric appliance group. The output end (AC live wire output end L4 and AC neutral wire output end N4) of the inverter device is connected to the second electric appliance group R, and when the second generator does not work, the electricity of the battery pack is converted into AC power for the second electric appliance group.

[0051] The rail car circuit system connects the first generator output positive end and the battery pack positive end together to charge the battery pack with the first generator, and connects the first generator output negative end and the battery pack negative end to the common negative electrode. The first generator output positive end and the battery pack positive end are connected together to form a first common end, which is connected to the input end of the travel circuit part to supply power for the travel circuit part, and the output end of the travel circuit part is connected to the common negative electrode to form a loop. The first common end is connected to the front end U1b (input end) of the second switch through the connector U1a, and of course it can also be connected directly by wires without the connector U1a.

[0052] The input and output conversion end A of the inverter device is connected to the positive end of the battery pack, which is used for charging the battery pack with the inverter device and supplying power for the inverter device with the battery pack. In the first working condition, the second generator works and the first switch is closed, and the input and output conversion end A of the inverter device outputs current at this time, so that the second generator charges the battery pack through the inverter device; in the second working condition, the second generator does not input power to the inverter device (it may be that the second generator has not started or the second generator has started but the first switch is turned off), and at this time the input and output conversion end A is used for inputting current, so that the battery pack supplies power for the second electric appliance group through the inverter device.

[0053] Because the second generator power is large, the generated current impact is also large, and the running circuit part must work stably to protect the running safety of the locomotive and normal running, so as to avoid the second generator charging the storage battery through the inverter when the track car is running, which indirectly interferes with the stability of the running circuit. Therefore, a charging limiting circuit is provided to cut off the connection between the output end of the second generator and the input end of the inverter device when the running circuit part is powered on.

[0054] The charging limiting circuit is specifically: a first switch is arranged between the third output end L3 of the second generator and the AC live line input end L31 of the inverter device, and the first switch is a normally closed relay switch. An example is that the electromagnetic coil of the first switch is powered from the running circuit part and is powered synchronously with the running circuit part. Another example is that a second switch is arranged between the first common end and the input end of the running circuit part, and the electromagnetic coil of the first switch is powered from the output end of the second switch; the electromagnetic coil of the first switch is connected in parallel with the running circuit part, one end of the electromagnetic coil of the first switch is connected to the output end of the second switch, and the other end of the electromagnetic coil of the first switch is connected to the common negative electrode. Since the track car can run in two directions, the track car has two driver cabins, each driver cabin has a second switch (the first end driver cabin is provided with a first end second switch SK1, and the second end driver cabin is provided with a second end second switch SK2), the two second switches are connected in parallel, and the output end of each second switch is provided with a diode (a first diode D1 and a second diode D2), the output ends of the two diodes are connected together to form a second common end, and the second common end is connected to one end of the electromagnetic coil LA of the first switch; the second switch is a manual switch, and of course it can also be a switch controlled by another third party circuit system, for example, when it is necessary to set the second switch to be remotely locked and opened, a third party circuit system for remotely locking and opening the second switch can be set.

[0055] The first diode D1 and the second diode D2 are model 400V10A rectifier diodes, which are used to prevent interference with the running circuit part.

[0056] The first switch adopts a DC 24V40A intermediate relay.

[0057] Therefore, when the second switch (the first-end second switch SK1 or the second-end second switch SK2) is powered, the current is passed to the running circuit part, the electromagnetic coil LA of the first switch is powered, the electromagnetic coil LA works, and the first switch KA is actuated. Since the first switch is a normally closed switch, the first switch actuation will cut off the connection between the third output end L3 of the second generator and the live wire input end L31 of the inverter device. Therefore, once the second switch is opened, it means that the running circuit part will work and the vehicle will run. In order to protect the running safety of the vehicle and the normal running, the second generator is prevented from charging the storage battery through the inverter when the track vehicle is running, which indirectly interferes with the stability of the running circuit. The connection between the output end of the second generator and the input end of the inverter device is disconnected, and the current of the second generator is prevented from entering the first common end through the inverter and entering the running circuit part.

[0058] When the running circuit part does not work and does not run, the storage battery can be charged through the output end of the second generator. At this time, the first switch KA is closed, and the third output end L3 of the second generator and the live wire input end L31 of the inverter device are connected. When the second generator works, the input and output conversion end and the storage battery are automatically connected. When the second generator is stopped or the first switch is opened, the input and output conversion end and the storage battery are automatically disconnected. Therefore, a charging control circuit is provided. The charging control circuit is specifically: the fourth output end N (zero line) of the second generator is connected to the AC zero line input end N1 of the inverter device; the third output end L3 (live wire) of the second generator is connected to the AC live wire input end L31 of the inverter device through the first switch; a normally open AC contactor is arranged between the input and output conversion end and the storage battery, one end of the electromagnetic coil of the AC contactor is connected to the AC zero line input end N1 of the inverter device; the connection of the first switch and the AC live wire input end L31 of the inverter device forms a third common end, and the other end of the electromagnetic coil of the AC contactor is connected to the third common end. The electromagnetic coil of the AC contactor is powered from the AC live wire input end L31 and the AC zero line input end N1 of the inverter device. Once the second generator works and inputs current to the AC live wire input end L31 and the AC zero line input end N1 of the inverter device, the electromagnetic coil LM of the AC contactor KM can be started. Since the AC contactor KM is a normally open switch, after the electromagnetic coil LM is powered, the AC contactor is closed, and the input and output conversion end and the storage battery are automatically connected to charge the battery.

[0059] Due to the limitation of the charging control circuit, the AC contactor is only turned on when the second generator works and the second generator is connected with the inverter device, however, the second consumer group needs to take power from the battery group at any time, for this, the power taking control circuit is arranged to turn on the input and output conversion end of the battery group. The power taking control circuit is specifically that a third switch SB is arranged between the positive end of the battery group and the input and output conversion end of the inverter, and the third switch SB is connected with the AC contactor; the third switch is a manual switch, which is a DC 24V 10A latching type normally open power button with a green indicator lamp.

[0060] In the utility model, the inverter device can adopt the following inverter device: a charging type inverter disclosed in patent CN202918216U, which comprises a DC boost module, an inverter module, a control panel and an AC charger. The control panel comprises a control panel input end for connecting an external battery, a control panel first connection port connected with the DC boost module and a control panel second connection port connected with the AC charger. The control panel further comprises a detection circuit and a relay connected with the control panel input end respectively, the detection circuit detects the input voltage of the control panel input end in real time, and the relay controls the control panel input end to be turned on with the control panel first connection port or the control panel second connection port. The control panel further comprises a switch for controlling the external mains and the external load to be turned on or disconnected. The inverter module has an AC output end, the AC charger has an input end, and the switch is connected with the AC output end of the inverter module and the input end of the AC charger. The control panel controls the switch to be closed or disconnected. The DC boost module is connected with the inverter module, and the external load is connected to the AC output end of the inverter module. The control panel input end is connected with an external DC power supply such as a battery. The control panel first connection port is connected with the DC boost module, and the control panel second connection port is connected with the AC charger. The external mains is connected with the input end of the AC charger. When the switch is closed, the external mains is directly connected to the external load and can charge the external battery at the same time; when the switch is disconnected, the external mains can be cut off, at this time, the external load is powered by the battery through the DC boost module and the inverter module. The switching between the processes is automatically completed. The inverter device disclosed in the patent can realize the functions required by the utility model. The "mains" in patent CN202918216U is equivalent to the output current of the second generator in the utility model; the "external load" in patent CN202918216U is equivalent to the second consumer group R in the utility model; and the "external battery" in patent CN202918216U is equivalent to the battery group in the utility model.

[0061] Of course, in the utility model, the inverter device can also adopt other inverter devices, as long as 220V AC input can be realized, then the battery pack can be charged, and in the case that there is no 220V AC input, the DC of the battery pack can be inverted and 220V AC can be output to the second power consumer group. The inverter device parameter can be a DC 24V 1000VA inverter. The inverter device input end inputs 220V AC; the input and output conversion end A outputs 24-28V DC, and the input is 24-28V DC.

[0062] In the utility model, the output positive end of the first generator is provided with a second fuse RD2, the front end (input end) of the travelling circuit part is provided with a third fuse RD3 and a first common end, and the positive end of the battery pack is provided with a first fuse RD1, so that the safety of the protection circuit is ensured. The positive end of the battery pack and the first common end are both provided with a travelling circuit part total power switch GK, which is used for turning on and turning off the power supply of the battery pack to the travelling circuit part.

[0063] The working process of the utility model is as follows:

[0064] Working condition one: no domestic power supply is needed.

[0065] 1. When the rail car is not working, the second switch is not opened, the electromagnetic coil LA of the first switch has no current passing through, and the normally closed contact of the first switch is closed; the second generator works, the third switch SB is not connected, the electromagnetic coil LM of the alternating current contactor KM is powered on, the normally open contact is closed, the second generator inputs AC 220V AC to the inverter device, and the inverter device charges the battery pack.

[0066] 2. When the rail car is working, any one of the second switches (the first end second switch SK1 or the second end second switch SK2) is opened, the electromagnetic coil LA of the first switch is powered on, the normally closed contact of the first switch KA is opened, and the second generator and the inverter device are disconnected; at this time, the electromagnetic coil LM of the alternating current contactor KM has no electricity and does not work, the normally open contact of the alternating current contactor KM is not closed, and the inverter device is not connected with the battery pack. Therefore, the second generator is prevented from inputting power to the inverter device, and the current input to the travelling circuit part is affected (interference to the travelling circuit part during charging is avoided).

[0067] 3. When the rail car is not working, the two second switches are closed, the electromagnetic coil LA of the first switch has no current passing through, and the normally closed contact of the first switch is closed; the second generator does not work, the third switch SB is not connected, the alternating current contactor KM has no electricity and does not work, the normally open contact of the alternating current contactor KM is not closed, the second generator and the inverter device are disconnected, and the inverter device does not charge the battery pack.

[0068] Working condition two: domestic power supply is needed.

[0069] 1. When the rail car is not working, two second switches are not opened, the electromagnetic coil LA of the first switch has no current passing through, the normally closed contact of the first switch is closed; the second generator works; press the third switch SB to connect (the green indicator light is on), the electromagnetic coil LM of the AC contactor KM gets electricity and works, the normally open contact is closed, the second generator inputs AC220V AC power to the inverter device, the inverter device charges the battery pack, and at the same time provides AC220V power to the second power consumer group R.

[0070] 2. When the rail car is working, any one second switch (the first end second switch SK1 or the second end second switch SK2) is opened, the electromagnetic coil LA of the first switch gets electricity and works, the normally closed contact of the first switch KA is opened; the second generator works, the AC contactor KM has no electricity and does not work, the normally closed contact is not closed, the second generator and the inverter device are disconnected, and the inverter device does not charge the battery pack. Press the third switch SB to connect (the green indicator light is on), the inverter and the battery pack are connected (through the third switch SB), and AC220 power is provided to the second power consumer group R.

[0071] 3. When the rail car is not working, two second switches are closed, the electromagnetic coil LA of the first switch has no current passing through, the normally closed contact of the first switch is closed; the second generator does not work, the AC contactor KM has no electricity and does not work, the normally closed contact is not closed, the second generator and the inverter device are disconnected, and the inverter device does not charge the battery pack. Press the third switch SB to connect (the green indicator light is on), the inverter and the battery pack are connected, and AC220V power is provided to the second power consumer group R.

Claims

1. A railcar circuit system, comprising a first generator, a second generator, a battery pack, a running circuit part, and the rest of the electrical appliances on the railcar; wherein a first generator output positive terminal and a battery pack positive terminal are connected together to form a first common terminal, so that the first generator charges the battery pack; the first common terminal is connected to the running circuit part input terminal to supply power to the running circuit part; the second generator supplies power to the rest of the electrical appliances; characterized in that, an inverter device is further provided; the inverter device has an input-output conversion terminal connected to the battery pack, for the inverter device to charge the battery pack, and the battery pack to supply power to the inverter device; the rest of the electrical appliances are divided into a first electrical appliance group and a second electrical appliance group; the second generator output terminal is connected to the inverter device input terminal and the first electrical appliance group respectively; the inverter device output terminal is connected to the second electrical appliance group.

2. A railcar circuit system as defined in claim 1, wherein, A charging limiting circuit is provided to cut off the connection between the second generator output terminal and the inverter device input terminal when the running circuit part is powered on.

3. A railcar circuit system as defined in claim 2, wherein, The charging limiting circuit is specifically: A first switch is provided between the second generator output terminal and the inverter device input terminal, and the first switch is a normally closed relay switch; the electromagnetic coil of the first switch is powered from the running circuit part and is powered synchronously with the running circuit part.

4. The railcar circuit system of claim 2, wherein The charging limiting circuit is specifically: A first switch is provided between the second generator output terminal and the inverter device input terminal, and the first switch is a normally closed relay switch; a second switch is provided between the first common terminal and the running circuit part input terminal, the electromagnetic coil of the first switch is powered from the output terminal of the second switch and is powered synchronously with the running circuit part; the electromagnetic coil of the first switch is connected in parallel with the running circuit part. One end of the electromagnetic coil of the first switch is connected to the output terminal of the second switch, and the other end of the electromagnetic coil of the first switch is connected to the common negative terminal.

5. A railcar circuit system as claimed in claim 4, wherein, There are two driver cabins on the railcar, each driver cabin has a second switch, the two second switches are connected in parallel, the output terminal of each second switch is provided with a diode, the output terminals of the two diodes are connected together to form a second common terminal, and the second common terminal is connected to one end of the electromagnetic coil of the first switch; The second switch is a manual switch.

6. A railcar circuit system as defined in claim 1, wherein, A charging control circuit is provided, for: when the second generator output terminal and the inverter device input terminal are turned on, and the second generator is working, the input-output conversion terminal and the battery pack are turned on, otherwise they are disconnected.

7. A railcar circuit system as claimed in claim 6, wherein, The charging control circuit is specifically: The second generator output zero line is connected to the inverter device zero line input terminal; the second generator output live line is connected to the inverter device live line input terminal through the first switch, and the connection between the first switch and the inverter device live line input terminal forms a third common terminal; An normally open AC contactor is provided between the input-output conversion terminal and the battery pack, one end of the electromagnetic coil of the AC contactor is connected to the inverter device zero line input terminal; the other end of the electromagnetic coil of the AC contactor is connected to the third common terminal.

8. A railcar circuit system as described in claim 1 wherein, A power taking control circuit is provided to turn on the battery pack and the input-output conversion terminal.

9. A railcar circuit system as claimed in claim 8, wherein, The power taking control circuit is specifically a third switch arranged between the positive terminal of the battery pack and the input / output conversion terminal of the inverter, and the third switch is connected with the AC contactor. The third switch is a manual switch.

10. A railcar circuit system as defined in claim 1, wherein, The second generator output terminal is connected with the input terminal of the inverter device and the first power consumer group, and specifically, the second generator is a three-phase AC generator, two-phase live wires of which are used to supply power to the first power consumer group, and one-phase live wire is connected to the live wire input terminal of the inverter device.

11. A railcar circuit system as defined in claim 1 wherein, Wherein, The first power consumer group is a high-power electric appliance including an air conditioner. The second power consumer group is a low-power electric appliance including an illuminating lamp.

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