Railway train emergency starting circuit and railway train control cabinet

Abstract

The utility model provides a kind of rail train emergency starting circuit and rail train control cabinet, including emergency power supply, self-resetting button, first delay relay and second relay;The positive output terminal of emergency power supply is connected to the common end of the first normally open contact of second relay, and the normally open end of first normally open contact is connected to the power supply positive input end of auxiliary inverter;The input end of self-resetting button is connected to the positive output terminal of emergency power supply, and the output end of self-resetting button is connected to the common end of normally closed contact of first delay relay;The normally closed end of normally closed contact of first delay relay is connected to the coil positive end of second relay;The coil negative end of second relay, the coil negative end of first delay relay, the power supply negative input end of auxiliary inverter and the negative output terminal of emergency power supply are commonly grounded.The utility model can automatically realize starting, keeping, time delay, power-off whole process when rail train emergency starts.

Description

Technical Field

[0001] This utility model belongs to the field of rail transit technology, specifically relating to an emergency start circuit for rail trains and a rail train control cabinet. Background Technology

[0002] If a rail train's onboard battery becomes severely depleted due to prolonged parking or other reasons during operation, the train will be unable to start normally. In this case, an emergency start circuit is needed to introduce external emergency power into the auxiliary converter control system, forcibly starting the auxiliary converter to charge the battery, thereby restoring the train's control power.

[0003] Existing emergency start-up circuits typically use manual switches to directly control the emergency power supply. This approach has a significant drawback: it cannot automatically disconnect after startup and requires manual shutdown. If operators forget to perform this operation, the emergency power supply will operate under load for an extended period, or it may cause abnormalities in the auxiliary converter control power supply, leading to equipment failure or safety accidents, resulting in insufficient reliability and safety. Utility Model Content

[0004] The technical problem to be solved by this utility model is to provide an emergency start circuit and a control cabinet for rail trains, so as to solve the problem that the emergency start circuit in the prior art needs to be manually shut down and is prone to misoperation due to forgetting.

[0005] To solve the above-mentioned technical problems, the present invention discloses the following technical solution: In a first aspect, this utility model discloses an emergency starting circuit for a rail train, comprising: an emergency power supply (E), a self-reset button (S1), a first time-delay relay (K113), and a second relay (K114); wherein, the positive output terminal (E+) of the emergency power supply (E) is connected to the common terminal (K114-NO1-COM) of the first normally open contact (K114-NO1) of the second relay (K114), and the normally open terminal (K114-NO1-NO) of the first normally open contact (K114-NO1) is connected to the positive input terminal (U+) of the auxiliary converter (U); the input terminal (S1-IN) of the self-reset button (S1) is connected to the positive output terminal (E+) of the emergency power supply (E), and the self-reset button (S1) The output terminal (S1-OUT) of the first time delay relay (K113) is connected to the common terminal (K113-NC1-COM) of the normally closed contact (K113-NC1) of the first time delay relay (K113); the normally closed terminal (K113-NC1-NC) of the normally closed contact (K113-NC1) of the first time delay relay (K113) is connected to the positive terminal (K114-Coil+) of the coil of the second relay (K114); the negative terminal (K114-Coil-) of the coil of the second relay (K114), the negative terminal (K113-Coil-) of the coil of the first time delay relay (K113), the negative input terminal (U-) of the auxiliary converter (U) and the negative output terminal (E-) of the emergency power supply (E) are all grounded.

[0006] Preferably, the common terminal (K114-NO2-COM) of the second normally open contact (K114-NO2) of the second relay (K114) is connected to the positive output terminal (E+) of the emergency power supply (E), and the normally open terminal (K114-NO2-NO) of the second normally open contact (K114-NO2) of the second relay (K114) is connected to the common terminal (K113-NC1-COM) of the normally closed contact (K113-NC1) of the first time delay relay (K113), forming a self-locking circuit for maintaining the energized state of the second relay (K114).

[0007] Preferably, the positive terminal (K113-Coil+) of the coil of the first time delay relay (K113) is connected to the normally open terminal (K114-NO2-NO) of the second normally open contact (K114-NO2) of the second relay (K114).

[0008] Preferably, the first time delay relay (K113) is an energized time delay type relay, and the normally closed contact (K113-NC1) of the first time delay relay (K113) opens after the coil is energized for a preset delay time.

[0009] Preferably, the second relay (K114) is an instantaneous action relay.

[0010] Preferably, the self-reset button (S1) is a normally open button. When pressed, its input terminal (S1-IN) and output terminal (S1-OUT) are connected, and it automatically resets and disconnects when released.

[0011] Preferably, the emergency power supply (E) is one of a DC-DC converter, a lead-acid battery, or a ternary lithium battery.

[0012] Preferably, a fuse (F1) is connected in series between the positive output terminal (E+) of the emergency power supply (E) and the common terminal (K114-NO1-COM) of the first normally open contact (K114-NO1) of the second relay (K114).

[0013] Preferably, when the self-locking circuit is established, the coil of the first time delay relay (K113) is energized and the delay begins.

[0014] Secondly, this utility model discloses a rail train control cabinet, which includes the aforementioned rail train emergency start circuit.

[0015] The beneficial effects of this utility model are: The driver and passengers only need to press the self-reset button once, and the subsequent start, hold, delay, and power-off processes are all automatically completed by the circuit, simplifying the emergency start operation steps and improving emergency response efficiency. The entire function is implemented by relay logic circuit, which does not rely on software programs, has strong anti-interference ability, and is stable in operation, meeting the high reliability requirements of rail transit for key control systems. The circuit structure of this utility model is simple, and all the electrical components used are conventional, which is low in cost and easy to implement and promote in production and maintenance. Attached Figure Description

[0016] It should be noted that the above and other objects, features, and advantages of this utility model will become more apparent from the more detailed description of the embodiments of this utility model in conjunction with the accompanying drawings. The accompanying drawings are used to provide a further understanding of the embodiments of this utility model and constitute a part of the specification. They are used together with the embodiments of this utility model to explain this utility model and do not constitute a limitation thereof.

[0017] Figure 1 This is an architectural diagram of the emergency start-up system according to an embodiment of the present utility model; Figure 2 This is a schematic diagram of a traditional manual emergency start circuit. Figure 3 This is a schematic diagram of the emergency start circuit for a rail train according to an embodiment of the present utility model; Figure 4 for Figure 3 The circuit shown is a schematic diagram of the circuit at the moment the second relay is energized. Figure 5 for Figure 3 The circuit shown is a schematic diagram of the circuit at the moment the first time-delay relay is energized. Wherein, E represents emergency power supply, S1 represents self-reset button, K113 represents first time-delay relay, K114 represents second relay, E+ represents positive output terminal of emergency power supply, K114-NO1 represents first normally open contact of second relay, K114-NO1-COM represents common terminal of first normally open contact of second relay, K114-NO1-NO represents normally open terminal of first normally open contact of second relay, U represents auxiliary converter, U+ represents positive input terminal of auxiliary converter, S1-IN represents input terminal of self-reset button, S1-OUT represents output terminal of self-reset button, and K113-NC1 represents normally closed contact of first time-delay relay. K113-NC1-COM represents the common terminal of the normally closed contact of the first time-delay relay, K113-NC1-NC represents the normally closed terminal of the normally closed contact of the first time-delay relay, K114-Coil+ represents the positive terminal of the coil of the second relay, K114-Coil- represents the negative terminal of the coil of the second relay, U- represents the negative input terminal of the power supply of the auxiliary converter, K114-NO2 represents the second normally open contact of the second relay, K114-NO2-NO represents the normally open terminal of the second normally open contact of the second relay, K113-Coil+ represents the positive terminal of the coil of the first time-delay relay, and K113-Coil- represents the negative terminal of the coil of the first time-delay relay. Detailed Implementation

[0018] The present invention will now be described in further detail with reference to the accompanying drawings and specific embodiments.

[0019] The architecture of the emergency start-up system involved in this utility model is as follows: Figure 1 As shown, it includes a high-voltage box, an auxiliary converter, an on-board battery, and an emergency power supply. The high-voltage box is used to introduce the 1500V DC voltage from the pantograph's mains into the bidirectional battery charger, providing a 1500V DC power supply. It also contains a fuse for input overcurrent protection of the bidirectional battery charger. The auxiliary converter rectifies and inverts the 1500V DC voltage into AC380V and DC110V to charge the on-board battery. The on-board battery is the vehicle's energy storage device, providing a 110V DC control power supply. The emergency power supply is a short-term operating power source that rectifies the 1500V DC voltage to DC110V to provide a 110V DC control power supply to the auxiliary converter. The auxiliary converter can start charging the on-board battery for a period of time (e.g., 3 minutes).

[0020] Figure 2The schematic diagram of a traditional manual control circuit is shown. In this circuit, the positive terminal of the emergency power supply output is connected to terminal 1 of the emergency circuit; the positive terminal of the control power supply required by the auxiliary converter is connected to terminal 2 of the emergency circuit, and the negative terminal of the auxiliary converter shares a common ground with the negative terminal of the emergency power supply output. This traditional manual control circuit relies solely on a single manual switch S1 to control the circuit, and cannot automatically disconnect, posing a safety hazard.

[0021] To address the technical problem that existing emergency start circuits require manual shutdown and are prone to misoperation due to forgetfulness, this utility model discloses an emergency start circuit for rail trains. For example... Figure 3 As shown, the emergency start circuit for the railcar includes: an emergency power supply (E), a self-reset button (S1), a first time-delay relay (K113), and a second relay (K114); wherein, the positive output terminal (E+) of the emergency power supply (E) is connected to the common terminal (K114-NO1-COM) of the first normally open contact (K114-NO1) of the second relay (K114), and the normally open terminal (K114-NO1-NO) of the first normally open contact (K114-NO1) is connected to the positive input terminal (U+) of the auxiliary converter (U); the input terminal (S1-IN) of the self-reset button (S1) is connected to the positive output terminal (E+) of the emergency power supply (E), and the output of the self-reset button (S1) is... The S1-OUT terminal is connected to the common terminal (K113-NC1-COM) of the normally closed contact (K113-NC1) of the first time-delay relay (K113); the normally closed terminal (K113-NC1-NC) of the normally closed contact (K113-NC1) of the first time-delay relay (K113) is connected to the positive terminal (K114-Coil+) of the coil of the second relay (K114); the negative terminal (K114-Coil-) of the coil of the second relay (K114), the negative terminal (K113-Coil-) of the coil of the first time-delay relay (K113), the negative input terminal (U-) of the auxiliary converter (U), and the negative output terminal (E-) of the emergency power supply (E) are all grounded. In this embodiment of the present invention, the second relay (K114) is an instantaneous action relay.

[0022] The common terminal (K114-NO2-COM) of the second normally open contact (K114-NO2) of the second relay (K114) is connected to the positive output terminal (E+) of the emergency power supply (E). The normally open terminal (K114-NO2-NO) of the second normally open contact (K114-NO2) of the second relay (K114) is connected to the common terminal (K113-NC1-COM) of the normally closed contact (K113-NC1) of the first time delay relay (K113), forming a self-locking circuit for maintaining the energized state of the second relay (K114).

[0023] The positive terminal (K113-Coil+) of the coil of the first time-delay relay (K113) is connected to the normally open terminal (K114-NO2-NO) of the second normally open contact (K114-NO2) of the second relay (K114), so that when the self-locking circuit is established, the coil of the first time-delay relay (K113) is energized and begins the delay. The first time-delay relay (K113) is an energized delay type relay, and its normally closed contact (K113-NC1) opens after the coil is energized for a preset delay time. In an embodiment of this invention, the delay time of the first time-delay relay (K113) is 3 minutes.

[0024] The emergency power supply (E) is one of a DC-DC converter, a lead-acid battery, or a ternary lithium battery. In one feasible embodiment, a fuse (F1) is connected in series between the positive output terminal (E+) of the emergency power supply (E) and the common terminal (K114-NO1-COM) of the first normally open contact (K114-NO1) of the second relay (K114).

[0025] It should be noted that the working process of the emergency starting circuit for rail trains provided by this utility model can be divided into four stages: initial stage, triggering and starting stage, self-locking and delay stage, and automatic cut-off stage.

[0026] Initial stage: With the self-reset button (S1) not pressed, the coils of both the first time-delay relay (K113) and the second relay (K114) are de-energized. The normally closed contact (K113-NC1) of the first time-delay relay (K113) remains closed, while all normally open contacts (K114-NO1, K114-NO2) of the second relay (K114) are open. At this time, the emergency power supply (E) is unloaded.

[0027] Triggering the startup phase: such as Figure 4 As shown, pressing the self-reset button (S1) energizes the coil (K114-Coil) of the second relay (K114), causing the first normally open contact (K114-NO1) of the second relay (K114) to close, thus energizing and starting the auxiliary converter (U). Simultaneously, the second normally open contact (K114-NO2) of the second relay (K114) closes.

[0028] Self-locking and delay phase: such as Figure 5As shown, after releasing the self-reset button (S1), the self-reset button (S1) automatically disconnects. However, since the second normally open contact (K114-NO2) of the second relay (K114) is already closed, a self-locking circuit is established. At this time, current flows out from the positive output terminal (E+) of the power supply (E), sequentially through the second normally open contact (K114-NO2) of the second relay (K114) (closed at this time), the normally closed contact (K113-NC1) of the first time delay relay (K113) (closed at this time), the coil (K114-Coil) of the second relay (K114), and finally to ground. Therefore, the coil (K114-Coil) of the second relay (K114) remains energized, and the emergency power supply (E) continuously supplies power to the auxiliary converter (U). At the same time, the voltage on the self-locking circuit is sent to the coil (K113-Coil) of the first time delay relay (K113), the coil (K113-Coil) of the first time delay relay (K113) is energized, and its internal delay mechanism starts timing (e.g., 3 minutes).

[0029] Automatic disconnection phase: When the delay of the first time-delay relay (K113) is reached, its normally closed contact (K113-NC1) actuates, changing from closed to open. This disconnects the self-locking circuit of the coil (K114-Coil) of the second relay (K114), causing the coil (K114-Coil) to de-energize and release. After the coil (K114-Coil) of the second relay (K114) is de-energized and released, all normally open contacts (K114-NO1, K114-NO2) of the second relay (K114) open. Because the first normally open contact (K114-NO1) of the second relay (K114) is open, the emergency power supply (E) and the auxiliary converter (U) are no longer connected, and power supply is stopped. Because the second normally open contact (K114-NO2) of the second relay (K114) is open, the coil (K113-Coil) of the first time-delay relay (K113) is de-energized and reset. At this time, the emergency start circuit of the railcar is fully restored to the initial stage, waiting for the next emergency start trigger. Thus, a complete "one-button start, automatic delay shutdown" emergency start process is completed.

[0030] As can be seen, the emergency start circuit for rail trains disclosed in this utility model only requires the driver and conductor to press the button once, and the subsequent start, hold, delay, and power-off processes are all automatically completed by the circuit, simplifying the emergency start operation steps and improving emergency response efficiency. The entire function is implemented by a relay logic circuit, which does not rely on software programs, has strong anti-interference capabilities, and is stable in operation, meeting the high reliability requirements of rail transit for key control systems. The circuit structure of this utility model is simple, and all the components used are conventional electrical components, which are low in cost and easy to implement and promote in production and maintenance.

[0031] This utility model also discloses a rail train control cabinet, which includes the aforementioned rail train emergency start circuit. This rail train control cabinet possesses at least the same beneficial effects as the rail train emergency start circuit.

[0032] Those skilled in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of protection of this application is limited to these examples; within the framework of this application, the technical features of the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other variations of different aspects of one or more embodiments of this application as described above, which are not provided in detail for the sake of brevity.

[0033] One or more embodiments in this application are intended to cover all such substitutions, modifications, and variations that fall within the broad scope of this application. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of one or more embodiments in this application should be included within the protection scope of this application.

Claims

1. A railcar emergency start circuit, comprising: include: The system includes an emergency power supply, a self-reset button, a first time-delay relay, and a second relay. The positive output terminal of the emergency power supply is connected to the common terminal of the first normally open contact of the second relay, and the normally open terminal of the first normally open contact is connected to the positive input terminal of the auxiliary converter. The input terminal of the self-reset button is connected to the positive output terminal of the emergency power supply, and the output terminal of the self-reset button is connected to the common terminal of the normally closed contact of the first time-delay relay. The normally closed terminal of the normally closed contact of the first time-delay relay is connected to the positive terminal of the coil of the second relay. The negative terminal of the coil of the second relay, the negative terminal of the coil of the first time-delay relay, the negative input terminal of the auxiliary converter, and the negative output terminal of the emergency power supply are all grounded.

2. The railcar emergency start circuit of claim 1, wherein, The common terminal of the second normally open contact of the second relay is connected to the positive output terminal of the emergency power supply, and the normally open terminal of the second normally open contact of the second relay is connected to the common terminal of the normally closed contact of the first time delay relay, forming a self-locking circuit for maintaining the energized state of the second relay.

3. The railcar emergency start circuit of claim 1, wherein, The positive terminal of the coil of the first time-delay relay is connected to the normally open terminal of the second normally open contact of the second relay.

4. The railcar emergency start circuit of claim 3, wherein, The first time-delay relay is a power-on delay type relay.

5. The railcar emergency start circuit of claim 1, wherein, The second relay is a momentary action relay.

6. The railcar emergency start circuit of claim 1, wherein, The self-reset button is a normally open button. When pressed, its input and output terminals are connected, and when released, it automatically resets and disconnects.

7. The railcar emergency start circuit of claim 1, wherein, The emergency power supply is one of the following: a DC-DC converter, a lead-acid battery, or a ternary lithium battery.

8. The railcar emergency start circuit of claim 1, wherein, A fuse is connected in series between the positive output terminal of the emergency power supply and the common terminal of the first normally open contact of the second relay.

9. The railcar emergency start circuit of claim 4, wherein, When the self-locking circuit is established, the coil of the first time-delay relay is energized and the delay begins.

10. A railcar control cabinet characterized by, Includes the railcar emergency start circuit as described in any one of claims 1 to 9.

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