Locomotive control storage battery automatic power-on and power-off control circuit

Abstract

The utility model discloses an automatic power-on and power-off control circuit for a locomotive control storage battery, which belongs to the field of rail locomotives and comprises a control storage battery G01, a control storage battery circuit breaker QF1, a power-on relay KA1 and a power-off relay KA2. Voltage transmitters V are arranged at the two ends of the control storage battery G01 in parallel; the control storage battery G01 is connected with a low-voltage load R of the whole vehicle through a control storage battery circuit breaker QF1; the control storage battery G01 is connected with the power-on relay KA1 and the power-off relay KA2; the control storage battery G01 is connected with a train control and monitoring system (TCMS); the train control and monitoring system TCMS is connected; and the power-on relay KA1 and the power-off relay KA2 are electrically connected with the storage battery control circuit breaker QF1. According to the utility model, the switch can be directly operated in the cab, the power-on and power-off of the storage battery G01 can be controlled, the operation mode is convenient, the power supply of the control storage battery can be automatically cut off, the protection of the control storage battery is realized, and the power shortage of the control storage battery is avoided.

Description

Technical Field

[0001] This utility model relates to the field of rail locomotives, specifically a locomotive control battery automatic power-on and power-off control circuit. Background Technology

[0002] Rail locomotives are mainly used in railway transportation, such as freight and passenger transport; urban rail transit, such as subways and light rail; and industrial transportation, such as mining and port facilities. They are the core equipment of railway transportation. With technological advancements, their performance and efficiency are constantly improving, and they will continue to develop towards intelligence and greening in the future.

[0003] Currently, the low-voltage circuits of rail vehicles supply power to the vehicle's DC110V or DC24V loads via onboard batteries. Powering on and off the vehicle's control power is achieved manually via a battery circuit breaker. These battery circuit breakers are typically installed in the electrical cabinet in the machine room. Powering on or off the control power requires manual operation of the circuit breaker in the machine room, which is inconvenient. Furthermore, the lack of a battery charge monitoring function makes it easy for the control battery to remain powered on, leading to battery depletion. Utility Model Content

[0004] To address the aforementioned problems in the existing technology, the purpose of this utility model is to provide an automatic power-on and power-off control circuit for locomotive control batteries, thereby solving the problems mentioned in the background technology.

[0005] To achieve the above objectives, this utility model provides the following technical solution:

[0006] An automatic power-on and power-off control circuit for a locomotive control battery includes a control battery G01, a voltage transmitter V, a low-voltage load R of the vehicle, a control battery circuit breaker QF1, a train control and monitoring system TCMS, a locomotive master key K1, a changeover switch K2, a power-on relay KA1, and a power-off relay KA2.

[0007] The voltage transmitter V is connected in parallel across the control battery G01;

[0008] The control battery G01 is connected to the low-voltage load R of the vehicle via the control battery circuit breaker QF1;

[0009] The control battery G01 is connected via the locomotive master key K1, the changeover switch K2, and the power-on relay KA1;

[0010] The control battery G01 is connected to the train control and monitoring system TCMS via the locomotive master key K1;

[0011] Train Control and Monitoring System (TCMS) connection;

[0012] The monitoring system TCMS and the power-down relay KA2 are connected;

[0013] Both the power-on relay KA1 and the power-off relay KA2 are energized and connected to the control battery circuit breaker QF1.

[0014] As a further embodiment of this utility model: the positive terminal of the control battery G01 is connected to terminal 1 of the control battery circuit breaker QF1; terminal 2 of the control battery circuit breaker QF1 is connected to one end of the vehicle's low-voltage load R; the other end of the vehicle's low-voltage load R is connected to terminal 4 of the control battery circuit breaker QF1; and terminal 3 of the control battery circuit breaker QF1 is connected to the negative terminal of the control battery G01.

[0015] The positive terminal of the control battery G01 is connected to the terminal P1 of the power supply of the control mechanism of the control battery G01, and the negative terminal of the control battery G01 is connected to the terminal P2 of the power supply of the control mechanism of the control battery G01.

[0016] One normally open contact of the power-on relay KA1 is connected to the power-on control contact S1 of the battery circuit breaker QF1; the other normally open contact of the power-on relay KA1 is connected to the power-on control contact S2 of the battery circuit breaker QF1.

[0017] One end of the normally open contact of the power-down relay KA2 is connected to the power-down control contact S3 of the battery circuit breaker QF1; the other end of the normally open contact of the power-down relay KA2 is connected to the power-down control contact S4 of the battery circuit breaker QF1.

[0018] As a further embodiment of this utility model: the positive terminal of the control battery G01 is connected to terminal 1 of the locomotive master control key K1, terminal 2 of the locomotive master control key K1 is connected to terminal 1 of the changeover switch K2, terminal 2 of the changeover switch K2 is connected to one end of the coil connection point of the power-on relay KA1, and the other end of the coil connection point of the power-on relay KA1 is connected to terminal 3 of the control battery circuit breaker QF1.

[0019] Terminal 2 of the locomotive master control key K1 is connected to the digital input port DI of the train control and monitoring system TCMS. The digital output port DO of the train control and TCMS is connected to one end of the coil connection point of the power-down relay KA2. The other end of the coil connection point of the power-down relay KA2 is connected to terminal 3 of the control battery circuit breaker QF1.

[0020] As a further embodiment of this utility model: the control battery G01 is a locomotive control power supply, and the voltage of the control battery G01 is DC24V or DC110V.

[0021] As a further embodiment of this utility model: the train control and monitoring system TCMS comprises a train control unit (VCU) module, an analog input (AI) module, a digital output (DOT) module, a digital input (DIT) module, a power supply module, and a human-machine interface (HMI).

[0022] As a further embodiment of this utility model: the digital input (DIT) module of the train control and monitoring system (TCMS) is connected to the terminal 2 of the locomotive master control key (K1).

[0023] As a further embodiment of this utility model: the digital output DOT module of the train control and monitoring system TCMS is connected to the coil connection point of the power-down relay KA2.

[0024] As a further embodiment of this utility model, the locomotive master control key K1 is installed on the driver's cab control panel.

[0025] As a further aspect of this utility model, the changeover switch K2 is a self-resetting type switch.

[0026] As a further embodiment of this utility model: the coil control voltage of the power-on relay KA1 is DC24V or DC110V, and the coil control voltage of the power-off relay KA2 is DC24V or DC110V.

[0027] Compared with the prior art, the beneficial effects of this utility model are:

[0028] This utility model employs a circuit breaker with both automatic and manual modes. The energizing and de-energizing relay coils are momentarily connected via the master key and low-voltage power-on switch on the control panel. This causes the normally open contacts of the relays to close instantaneously, triggering the momentary closure of the power-on and de-energizing contacts of the battery circuit breaker. A voltage transmitter module is added to the circuit to collect the control battery voltage in real time and output an analog value to the train control and monitoring system. When the voltage falls below the set protection value, the train control and monitoring system outputs a high-level switching signal, triggering the de-energizing relay contacts to close and opening the battery circuit breaker. The train control and monitoring system performs a logical judgment on the vehicle's status before the battery is de-energized, ensuring that the de-energizing operation meets normal requirements and guarantees vehicle safety. The system allows for direct control of the vehicle's control battery power-on and de-energizing from the driver's cab by activating the master key and low-voltage power-on switch on the control panel, providing convenient operation. The circuit adds a control battery power monitoring function. When the control battery power is lower than the protection value, the power supply to the control battery can be automatically cut off to protect the control battery and prevent it from running out of power. Attached Figure Description

[0029] Figure 1This is a schematic diagram of the circuit structure of an automatic power-on and power-off control circuit for a locomotive control battery, as disclosed in an embodiment. Detailed Implementation

[0030] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of the present utility model.

[0031] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installed," "equipped with," "connected," and "linked" should be interpreted broadly; for example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0032] Please see Figure 1 An automatic power-on and power-off control circuit for a locomotive control battery includes a control battery G01, a voltage transmitter V, a vehicle low-voltage load R, a control battery circuit breaker QF1, a train control and monitoring system TCMS, a locomotive master key K1, a changeover switch K2, a power-on relay KA1, and a power-off relay KA2.

[0033] The voltage transmitter V is connected in parallel across the control battery G01;

[0034] The positive terminal of the control battery G01 is connected to terminal 1 of the control battery circuit breaker QF1; terminal 2 of the control battery circuit breaker QF1 is connected to one end of the vehicle's low-voltage load R; the other end of the vehicle's low-voltage load R is connected to terminal 4 of the control battery circuit breaker QF1; and terminal 3 of the control battery circuit breaker QF1 is connected to the negative terminal of the control battery G01.

[0035] The positive terminal of the control battery G01 is connected to the terminal P1 of the power supply of the control mechanism of the control battery G01, and the negative terminal of the control battery G01 is connected to the terminal P2 of the power supply of the control mechanism of the control battery G01.

[0036] The positive terminal of the control battery G01 is connected to terminal 1 of the locomotive master key K1, terminal 2 of the locomotive master key K1 is connected to terminal 1 of the changeover switch K2, terminal 2 of the changeover switch K2 is connected to one end of the coil connection point of the power-on relay KA1, and the other end of the coil connection point of the power-on relay KA1 is connected to terminal 3 of the control battery circuit breaker QF1.

[0037] Terminal 2 of the locomotive master control key K1 is connected to the digital input port DI of the train control and monitoring system TCMS. The digital output port DO of the train control and TCMS is connected to one end of the coil connection point of the power-down relay KA2. The other end of the coil connection point of the power-down relay KA2 is connected to terminal 3 of the control battery circuit breaker QF1.

[0038] One end of the normally open contact of the power-on relay KA1 is connected to the power-on control contact S1 of the battery circuit breaker QF1; the other end of the normally open contact of the power-on relay KA1 is connected to the power-on control contact S2 of the battery circuit breaker QF1.

[0039] One end of the normally open contact of the power-down relay KA2 is connected to the power-down control contact S3 of the battery circuit breaker QF1; the other end of the normally open contact of the power-down relay KA2 is connected to the power-down control contact S4 of the battery circuit breaker QF1.

[0040] Furthermore, the control battery G01 is the locomotive control power supply, and the voltage of the control battery G01 is DC24V or DC110V;

[0041] The voltage transmitter V is used to acquire the voltage across the control battery G01 and outputs a 0-5V analog signal.

[0042] The power supply for the low-voltage load R of the vehicle is DC24V or DC110V;

[0043] The battery circuit breaker QF1 is used for controlling the on / off state of the vehicle's battery and providing short-circuit protection. QF1 consists of two parts: main contacts and a control mechanism. P1 and P2 are the power supplies for the control mechanism, S1 / S2 are the power-on control contacts, and S3 / S4 are the power-off control contacts.

[0044] The Train Control and Monitoring System (TCMS) is used for logical judgment and control action output of the entire train operation. The Train Control and Monitoring System (TCMS) includes a Train Control Unit (VCU) module, an Analog Input (AI) module, a Digital Output (DOT) module, a Digital Input (DIT) module, a power supply module, and a Human-Machine Interface (HMI).

[0045] The digital input (DIT) module of the Train Control and Monitoring System (TCMS) is connected to terminal 2 of the locomotive master control key (K1);

[0046] The digital output (DOT) module of the Train Control and Monitoring System (TCMS) is connected to the coil connection point of the power-down relay KA2;

[0047] The locomotive master control key K1 is installed on the driver's cab control panel; the locomotive master control key K1 is the locomotive master control key;

[0048] Changeover switch K2 is a self-resetting type switch;

[0049] The coil control voltage of the power-on relay KA1 is DC24V or DC110V, and it has a set of normally open contacts;

[0050] The coil control voltage of the power-down relay KA2 is DC24V or DC110V, and it has a set of normally open contacts;

[0051] The purpose of this invention is to improve the ease of operation of powering on and off the control battery of a rail locomotive, realizing the automatic power-on and power-off function of the control battery. It also adds real-time monitoring of the control battery's power level to protect the battery from depletion.

[0052] This utility model uses a circuit breaker with both automatic and manual operation modes for short-circuit and overload protection of the control battery, as well as power-on and power-off control. The circuit breaker is set to automatic mode. The circuit breaker is equipped with a control mechanism. When the circuit breaker needs to be closed, the power-on contacts of the control mechanism are triggered to close, closing the main circuit of the circuit breaker and enabling the control battery to supply power to the low-voltage load of the vehicle. When the circuit breaker needs to be opened, the power-off contacts of the control mechanism are triggered to close, opening the main circuit of the circuit breaker and disconnecting the control battery from supplying power to the low-voltage load of the vehicle.

[0053] This innovative design employs a circuit breaker with both automatic and manual modes. The circuit breaker is equipped with an electrically operated mechanism, which, while providing power, also includes a pair of normally open contacts for power-on and a pair for power-off. The contacts are instantaneously triggered. The circuit incorporates power-on and power-off relays. These relays are energized instantaneously via the master key and low-voltage power switch on the control panel, causing the normally open contacts to close momentarily, triggering the instantaneous closure of the power-on and power-off contacts of the battery circuit breaker. A voltage transmitter module is added to the circuit to collect the control battery voltage in real time and output an analog value to the train control and monitoring system. When the voltage falls below the set protection value, the train control and monitoring system outputs a high-level switching signal, triggering the power-off relay contacts to close and opening the battery circuit breaker. This innovative design, through the train control and monitoring system, performs a logical judgment on the overall vehicle status before the battery is powered off, ensuring that the power-off operation meets normal power-off requirements and guaranteeing vehicle safety.

[0054] Working principle and control logic of this utility model:

[0055] When the master key switch K1 is closed, and switch K2 is operated to close, the coil of the power-on relay KA1 is energized and its contacts close, triggering a momentary conduction of S1 and S2 of QF1. At this time, the main contacts of QF1 close, controlling the battery to supply power to the low-voltage load of the vehicle. This achieves automatic battery power-on control. Simultaneously with the closure of QF1, the TCMS receives a high-level DI signal, indicating that a low-voltage power-on signal has been received.

[0056] Disconnect the master key switch K1. At this time, the high-level signal received by the TCMS changes to a low-level signal, indicating that a low-voltage power-down command has been received. The TCMS outputs a power-down command as a switch signal. At this time, the coil of the power-down relay KA2 is energized, triggering the momentary conduction of S3 and S4 of QF1, controlling the main circuit of the battery circuit breaker QF1 to disconnect and stop supplying power to the low-voltage load of the vehicle.

[0057] The TCMS system acquires signals from the control battery voltage transmitter and calculates the current battery voltage. The input voltage of the voltage transmitter is determined based on the voltage range of the control battery, and the output is a 0-5V analog signal. When the detected battery voltage is <1V, the voltage transmitter is considered faulty, and a fault message is displayed on the HMI.

[0058] If the battery voltage is below 21V for 5 seconds, the HMI will display information and generate corresponding fault information. If the voltage recovers to 22V and remains below 22V for more than 15 seconds, the fault will be reset.

[0059] When the control battery voltage is too low (below 19.2V) and the charger is not working, after a 2-minute delay, a "Battery Undervoltage Protection Control" signal (active high) is output, disconnecting the main circuit breaker QF1 of the control battery.

[0060] When the TCMS system detects a low-level signal and meets the following conditions, the TCMS system outputs a signal to control the battery to cut off power and complete the low-voltage power-off.

[0061] (1) Steering handle "0 position";

[0062] (2) Speed ​​control handle in "large 0 position";

[0063] (3) The "High Voltage Power On" switch is not activated;

[0064] (4) The "Drive" button was not pressed;

[0065] (5) The “Charging” switch is not activated;

[0066] (6) The "Air compressor start" switch is not activated;

[0067] (7) The "Parking Brake" button is not pressed;

[0068] If all of the above conditions are not met and the vehicle is at "zero speed", the TCMS will display a pop-up message saying "The master key is off. Please reset all switches on the control panel to power off" and directly trigger the high voltage power-off.

[0069] When the vehicle is not at "zero speed", no pop-up window will display a fault message: "Master key signal lost while driving," and emergency braking will be triggered.

[0070] This utility model relates to an automatic power-on and power-off control circuit for the control battery of a rail locomotive. This circuit allows for direct control of the power-on and power-off of the entire vehicle's control battery by activating the master key and low-voltage power switch on the control panel from the driver's cab, providing convenient operation. The circuit also includes a control battery power monitoring function; when the control battery power falls below a protection threshold, it automatically cuts off the power supply to the control battery, protecting it and preventing it from running out of power.

[0071] It will be apparent to those skilled in the art that this invention is not limited to the details of the exemplary embodiments described above, and that it can be implemented in other specific forms without departing from the spirit or essential characteristics of this invention. Therefore, the embodiments should be considered exemplary and not restrictive in all respects. The scope of this invention is defined by the appended claims rather than the foregoing description, and therefore all variations falling within the meaning and scope of equivalents of the claims are intended to be included within this invention. No reference numerals in the claims should be construed as limiting the scope of the claims.

[0072] Furthermore, it should be understood that although this specification describes embodiments, not every embodiment contains only one independent technical solution. This narrative style is merely for clarity. Those skilled in the art should consider the specification as a whole, and the technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

Claims

1. An automatic power-on / power-off control circuit for a locomotive control battery, characterized in that, This includes the control battery G01, voltage transmitter V, vehicle low-voltage load R, control battery circuit breaker QF1, train control and monitoring system TCMS, locomotive master key K1, changeover switch K2, power-on relay KA1 and power-off relay KA2; The voltage transmitter V is connected in parallel across the control battery G01; The control battery G01 is connected to the low-voltage load R of the vehicle via the control battery circuit breaker QF1; The control battery G01 is connected via the locomotive master key K1, the changeover switch K2, and the power-on relay KA1; The control battery G01 is connected to the train control and monitoring system TCMS via the locomotive master key K1; Train Control and Monitoring System (TCMS) connection; The monitoring system TCMS and the power-down relay KA2 are connected; Both the power-on relay KA1 and the power-off relay KA2 are energized and connected to the control battery circuit breaker QF1.

2. The automatic power-on / power-off control circuit for a locomotive control battery according to claim 1, characterized in that, The positive terminal of the control battery G01 is connected to terminal 1 of the control battery circuit breaker QF1; terminal 2 of the control battery circuit breaker QF1 is connected to one end of the vehicle's low-voltage load R; the other end of the vehicle's low-voltage load R is connected to terminal 4 of the control battery circuit breaker QF1; and terminal 3 of the control battery circuit breaker QF1 is connected to the negative terminal of the control battery G01. The positive terminal of the control battery G01 is connected to the terminal P1 of the power supply of the control mechanism of the control battery G01, and the negative terminal of the control battery G01 is connected to the terminal P2 of the power supply of the control mechanism of the control battery G01. One end of the normally open contact of the power-on relay KA1 is connected to the power-on control contact S1 of the battery circuit breaker QF1; the other end of the normally open contact of the power-on relay KA1 is connected to the power-on control contact S2 of the battery circuit breaker QF1. One end of the normally open contact of the power-down relay KA2 is connected to the power-down control contact S3 of the battery circuit breaker QF1; the other end of the normally open contact of the power-down relay KA2 is connected to the power-down control contact S4 of the battery circuit breaker QF1.

3. The automatic power-on / power-off control circuit for a locomotive control battery according to claim 2, characterized in that, The positive terminal of the control battery G01 is connected to terminal 1 of the locomotive master key K1, terminal 2 of the locomotive master key K1 is connected to terminal 1 of the changeover switch K2, terminal 2 of the changeover switch K2 is connected to one end of the coil connection point of the power-on relay KA1, and the other end of the coil connection point of the power-on relay KA1 is connected to terminal 3 of the control battery circuit breaker QF1. Terminal 2 of the locomotive master control key K1 is connected to the digital input port DI of the train control and monitoring system TCMS. The digital output port DO of the train control and TCMS is connected to one end of the coil connection point of the power-down relay KA2. The other end of the coil connection point of the power-down relay KA2 is connected to terminal 3 of the control battery circuit breaker QF1.

4. The automatic power-on / power-off control circuit for a locomotive control battery according to claim 3, characterized in that, The control battery G01 is the locomotive control power supply, and the voltage of the control battery G01 is DC24V or DC110V.

5. The automatic power-on / power-off control circuit for a locomotive control battery according to claim 4, characterized in that, The train control and monitoring system (TCMS) includes a train control unit (VCU) module, an analog input (AI) module, a digital output (DOT) module, a digital input (DIT) module, a power supply module, and a human-machine interface (HMI).

6. The automatic power-on / power-off control circuit for a locomotive control battery according to claim 5, characterized in that, The digital input (DIT) module of the train control and monitoring system (TCMS) is connected to terminal 2 of the locomotive master control key (K1).

7. The automatic power-on / power-off control circuit for a locomotive control battery according to claim 6, characterized in that, The digital output (DOT) module of the train control and monitoring system (TCMS) is connected to the coil connection point of the power-down relay KA2.

8. The automatic power-on / power-off control circuit for a locomotive control battery according to claim 7, characterized in that, The locomotive master control key K1 is installed on the driver's cab control panel.

9. The automatic power-on / power-off control circuit for a locomotive control battery according to claim 8, characterized in that, The aforementioned changeover switch K2 is a self-resetting type switch.

10. The automatic power-on / power-off control circuit for a locomotive control battery according to claim 9, characterized in that, The coil control voltage of the power-on relay KA1 is DC24V or DC110V, and the coil control voltage of the power-off relay KA2 is DC24V or DC110V.

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