Rail vehicle marker light control circuit and rail vehicle

Abstract

The utility model discloses a kind of rail vehicle marker light control circuit and rail vehicle, control circuit includes: anode power line series headlamp, marker light circuit breaker is divided into multiple ways after: first way is connected with headlamp wiring harness positive pole through cable S1;Second way is connected to the automatic gear of marker light selection switch, output cable S2 is connected with headlamp selection switch through main control relay branch;Control line series marker light switching circuit breaker is divided into two ways after: first way is connected white light gear, output cable S5 is connected with main control relay branch, output cable S5 is also connected with cable S1 by diode D1;Second way is connected red light gear, output cable S6 is connected with the red light anode of marker light wiring harness, output cable S6 is connected with cable S1 by diode D2.The utility model when rail vehicle is in rescue working condition, headlamp and red-white marker light can be normally lighted, under other power-off conditions, headlamp and red-white marker light are not lighted.

Description

Technical Field

[0001] This utility model relates to the field of rail vehicle technology, and in particular to a rail vehicle marker light control circuit and a rail vehicle. Background Technology

[0002] The statements in this section are merely background information related to this utility model and do not necessarily constitute prior art.

[0003] Red and white warning lights on rail vehicles are used to alert other vehicles to the vehicle's position and outline in low-visibility conditions, serving as a warning. Specifically, red warning lights are usually installed at the rear of the vehicle to indicate its rear position and prevent collisions when other vehicles approach from behind; white warning lights are usually installed at the front of the vehicle to indicate its forward position and help other vehicles recognize its presence and direction.

[0004] Currently, in the control circuits of headlights and red and white marker lights on some models of rail vehicles, the power supply module and the control unit are isolated from each other and are not in the same circuit. As a result, if the headlights and / or marker lights are required to work normally, the power supply module of the light assembly needs to be powered. If only the control module is powered, the light assembly cannot be lit.

[0005] In practical use, the following technical problems were found in the control method of red and white indicator lights in some models of rail vehicles:

[0006] When the vehicle is operating with normal power, the headlights and red and white warning lights work normally. However, in rescue situations (when the vehicle stops abnormally and loses power), the red and white warning lights fail to illuminate, failing to meet the safety requirements under rescue conditions. Alternatively, although the headlights and red and white warning lights work normally during normal operation, and the red and white warning lights illuminate normally after the vehicle loses power in rescue situations, the red warning light remains on after the power is cut off, potentially posing a risk of battery depletion. This does not meet the requirement that the white or red warning lights should not be illuminated when the vehicle is stored normally for an extended period. Utility Model Content

[0007] To address the aforementioned issues, this invention proposes a control circuit for railway vehicle marker lights and a railway vehicle, enabling the headlights and red and white marker lights to illuminate normally when the railway vehicle is powered on. In the event of a power outage, the headlights and red and white marker lights will illuminate normally only when the railway vehicle is in a rescue operation (abnormal stop and power outage). In other power outage situations, the headlights and red and white marker lights will not illuminate.

[0008] According to a first aspect of the present invention, a control circuit for a railway vehicle marker light is provided, comprising:

[0009] The positive power supply line is connected in series with the headlight and marker light circuit breakers and then splits into multiple paths: the first path is connected to the positive power supply of the headlight terminal block via cable S1; the second path is connected to the automatic mode of the marker light selector switch, and the output cable S2 of the automatic mode is connected to the headlight selector switch via the main control relay branch.

[0010] After the control line is connected in series with the indicator light switching circuit breaker, it is divided into two paths: the first path is connected to the white light position of the indicator light selector switch, and the output cable S5 of the white light position is connected to the main control relay branch. The output cable S5 is also connected to the cable S1 through diode D1; the second path is connected to the red light position of the indicator light selector switch, and the output cable S6 of the red light position is connected to the positive terminal of the red light of the indicator light terminal block. The output cable S6 is also connected to the cable S1 through diode D2.

[0011] Furthermore, the positive power supply line is connected in series with the headlight and marker light circuit breakers and then splits into multiple paths: the third path is connected in series with the normally open contact of the headlight forced relay, and then through the marker light selector switch, with the output cable S3 connected to the positive terminal of the white lamp of the headlight selector switch and the marker light terminal block respectively; the fourth path is connected in series with the normally closed contact of the headlight forced relay, and then through the marker light selector switch, with the output cable S4 connected to the positive terminal of the red lamp of the marker light terminal block.

[0012] As an optional solution, the output cable S4 is connected in series with the normally closed contact of the backward relay and the normally closed contact of the reconnection relay, and then connected to the positive terminal of the red light of the indicator light terminal block; the normally closed contact of the backward relay and the normally open contact of the forward relay are connected in parallel.

[0013] As an optional solution, diode D3 is connected in series after the headlight and marker light circuit breaker.

[0014] As an optional solution, the capacity of the sign light switching circuit breaker can be increased from the original 3A to 6A.

[0015] Furthermore, it also includes: a negative power line, which is connected to the negative power terminal of the headlight terminal block, the negative terminal of the white lamp terminal block, and the negative terminal of the red lamp terminal block, respectively.

[0016] As an optional solution, diodes D1, D2, or D3 can be mounted on a DIN rail and directly installed inside the driver's cab electrical control cabinet.

[0017] As an optional solution, the main control relay branch specifically includes: a normally open contact of the main control relay, a normally closed contact of the reconnection relay, a normally open contact of the backward relay, and a normally closed contact of the forward relay connected in series; the normally open contact of the main control relay is connected in parallel with the main control relay reset switch.

[0018] According to a second aspect of the present invention, a rail vehicle is provided, including the above-described rail vehicle marker light control circuit.

[0019] Compared with the prior art, the beneficial effects of this utility model are:

[0020] (1) This utility model connects the output cables of the red and white positions of the indicator light selector switch to the positive power line respectively. This enables the red and white indicator lights to be lit automatically according to the usage needs during normal operation of the rail vehicle, rescue operation (the vehicle stops abnormally and is powered off), and normal power-off storage, thus avoiding continuous lighting and power waste.

[0021] Meanwhile, this invention adds a forward diode to the connection line for isolation, preventing power backflow.

[0022] (2) When the circuit structure of this utility model is installed on the vehicle, the wiring is connected between the distribution panels in the driver's cab, and no through-wire is required. The diodes in the circuit can be installed in the distribution cabinet in the driver's cab, which is convenient to install and requires less overall modification to the existing rail vehicle circuit structure.

[0023] (3) When the headlights and white marker lights are started at the same time, the peak power is about 300W to 340W. This utility model adjusts the capacity of the marker light switching circuit breaker from 3A to 6A, which can avoid the risk of overload tripping.

[0024] Advantages of the present invention in additional aspects will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0025] Figure 1 This is a schematic diagram of the control circuit for the marker lights of a certain type of rail vehicle in the prior art;

[0026] Figure 2 This is a schematic diagram of the sign light control circuit in an embodiment of this utility model. Detailed Implementation

[0027] It should be noted that the following detailed descriptions are exemplary and intended to provide further explanation of this application. Unless otherwise specified, all technical and scientific terms used in this utility model have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains.

[0028] It should be noted that the terminology used herein is for the purpose of describing particular implementations only and is not intended to limit the exemplary implementations according to this application. As used herein, unless the context clearly indicates otherwise, the singular form is also intended to include the plural form. Furthermore, it should be understood that the terms “comprising” and “having”, and any variations thereof, are intended to cover non-exclusive inclusion, for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such process, method, product, or apparatus.

[0029] Example 1

[0030] Figure 1 The schematic diagram of the indicator light control circuit for a certain type of rail vehicle before optimization is given; combined with Figure 1 The indicator light selector switch has three settings: automatic, white light, and red light. During normal operation of the rail vehicle, the indicator light selector switch is in the automatic setting. In this setting, line 102A of the selector switch supplies power to the control line, and line 103A supplies power to the power supply line. At this time, the headlights, white indicator lights, and red indicator lights can all be activated according to the driver's cab activation terminal and driver operation; the forced headlight function is also available.

[0031] Under normal circumstances, when the battery is powered on and the indicator light selector switch is switched to the white light position, the headlights and white indicator lights will be lit, while the red indicator lights will not be lit; when the indicator light selector switch is switched to the red light position, the headlights and white indicator lights will not be lit, and only the red indicator lights will be lit.

[0032] An experiment was conducted on the indicator lights of this type of rail vehicle, and the results are as follows:

[0033] ① When the battery is disconnected, the indicator light circuit breaker and the headlight and indicator light circuit breakers are all closed. When the indicator light selector switch knob is set to the "automatic" position, the indicator lights will not light up. When the indicator light selector switch knob is turned to the "white light" and "red light" positions, the indicator lights will not light up either.

[0034] ② When the battery is engaged, the indicator light circuit breaker and the headlight and indicator light circuit breakers are all closed. The indicator light selector switch knob is set to the "automatic" position. At this time, the indicator light is red (no main control is engaged at this time, and the logic automatically selects red). Turn the indicator light selector switch knob to the "white light" position, and the indicator light is white. Turn the indicator light selector switch knob to the "red light" position, and the indicator light is red.

[0035] ③ When the battery is engaged, the indicator light circuit breaker is closed, the headlight and indicator light circuit breakers are open, and the indicator light selector switch knob is set to the "automatic" position, the indicator lights will not light up; turn the indicator light selector switch knob to the "white light" and "red light" positions, and neither indicator light will light up.

[0036] This is because the headlight and marker light power modules (headlight combination light power modules) are isolated from the control unit. If the headlights and marker lights are to work properly, the power modules of the light assembly need to be powered. If only the control unit is powered, the light assembly will not light up.

[0037] Based on this, in one or more embodiments, a control circuit for a rail vehicle marker light is disclosed, combined with Figure 2 Specifically, it includes:

[0038] The positive power line 193 is connected in series with the headlight, the indicator light circuit breaker, and diode D3, and then splits into multiple paths:

[0039] The first path, via cable S1, is connected to the positive power terminal of the headlight terminal block to provide power to it. In this embodiment, the headlight terminal block, the marker light terminal block, the left combination light terminal block, and the left combination light terminal block together form the headlight combination light power module. Specifically, each negative wire in the headlight terminal block is connected to the negative terminals of the white and red lights in the marker light terminal block. The positive terminals of the white and red lights in the marker light terminal block are connected to the positive power terminal of the headlight terminal block via diodes connected in series.

[0040] The second circuit connects to the automatic mode of the headlight selector switch. The output cable S2 of the automatic mode is connected to the headlight selector switch via the main control relay branch to provide power to the headlight selector switch. The headlight selector switch can be used to further select whether to turn on or off the low beam headlights and the high beam headlights.

[0041] Specifically, the main control relay branch includes: the normally open contact of the main control relay MCR, the normally closed contact of the main control relay MXR, the normally open contact of the main control relay DFR, and the normally closed contact of the main control relay DRR connected in series; the normally open contact of the main control relay MCR is connected in parallel with the main control relay reset switch MCRR.

[0042] The main function of the main control relay branch is to control the selection and control of the sign lights in the activated section when the main control is engaged. Specifically, the MCR normally open contact is the main control normally open contact; when the main control is engaged, this terminal is activated and the contact closes. The MXR normally closed contact is the reconnection normally closed contact; it only opens when two vehicles need to be reconnected, at which point this terminal loses control of the sign lights. The DFR normally open contact is the rearward normally open contact; this point closes when the driver turns the steering wheel backward. The DRR normally closed contact is the forward normally closed contact; this point closes when the driver turns the steering wheel forward. The MCRR is the main control relay reset switch.

[0043] After the normally open contact of the third-channel series headlight forced relay, the output cable S3 is connected to the positive terminal of the white lamp of the headlight selector switch and the sign light terminal block, respectively.

[0044] After the normally closed contact of the fourth-channel series headlight forced relay is connected, the output cable S4 passes through the marker light selector switch and connects to the positive terminal of the red light on the marker light terminal block. Specifically, the output cable S4 is connected in series with normally closed contacts DFR and MXR before being connected to the positive terminal of the red light on the marker light terminal block; normally closed contact DFR and normally open contact DRR are connected in parallel. Simultaneously, the output cable S4 is also connected to the positive power supply line of the headlight terminal block via diode D2.

[0045] When the battery is engaged and the headlight forced function is activated, the normally open contact of the headlight forced relay closes. Even if the main control relay branch is not energized, power can still be supplied to the headlight selector switch via output cable S3, forcing the headlights to illuminate. Output cable S3 can also supply power to the white warning lights, making them white. Simultaneously, the normally closed contact of the headlight forced relay opens. If the red warning light forced function is selected, the wiring route is via output cable S4. In this case, regardless of whether the vehicle is traveling forward or backward, as long as the vehicle is not in a multi-unit configuration, the red warning light will illuminate.

[0046] Connect the negative power cable 100Q to the negative power terminal of the headlight terminal block, and the negative terminals of the white and red lights of the marker light terminal block, respectively.

[0047] Control line 194, after being connected in series with the indicator light switching circuit breaker, splits into two paths:

[0048] The first circuit is connected to the white light position of the indicator light selector switch. The output cable S5 of the white light position is connected to the main control relay branch. The output cable S5 is also connected to the cable S1 through diode D1.

[0049] The second path is connected to the red light position of the indicator light selector switch. The output cable S6 of the red light position is connected to the positive terminal of the red light on the indicator light terminal block. The output cable S6 is also connected to the cable S1 through diode D2.

[0050] The purpose of setting up diodes D1 and D2 is to limit the direction of current flow and prevent reverse power supply.

[0051] In this embodiment, output cables S5 and S6 are connected to cable S1 via diodes. When the indicator light selector switch is in the "automatic" position, the original control logic remains unchanged. When the rail vehicle is in rescue operation and the battery is de-energized, the indicator light selector switch is set to the "red light" position. At this time, power is supplied to the headlight terminal block and the red indicator light via output cable S6, and the red indicator light and headlight can be illuminated.

[0052] Similarly, when the indicator light selector switch is in the "white light" position, power is supplied to the headlight selector switch, headlight terminal block, and white indicator light through output cable S5, and the headlights and white indicator lights can be lit.

[0053] When the headlights and white marker lights are activated simultaneously, the peak power is approximately 300W to 340W. Therefore, in this embodiment, the capacity of the marker light switching circuit breaker is adjusted from 3A to 6A, and diode D3 is a 6A diode, which can avoid the risk of overload tripping due to excessive peak power.

[0054] Furthermore, when the vehicle is stored normally, the vehicle battery is de-energized, and the indicator light selector switch is in the "automatic" position. At this time, neither the red nor the white indicator lights will be illuminated.

[0055] The control circuit in this embodiment is a simple improvement on the original circuit structure. When installing on the vehicle, the wiring is all between the driver's cab distribution panel, and there is no need for vehicle through wiring, so the amount of modification is small.

[0056] The diodes are mounted on a DIN rail and directly installed in the driver's cab electrical control cabinet. In this embodiment, a 25A 2000V rectifier diode module (MD252025A) is selected. This diode has a reverse repetitive peak voltage of 2000V, meeting the requirements for occasional surge impacts on the vehicle. The forward DC current is 25A, four times the design input rating. Combined with aluminum heat sinks for heat dissipation, long-term reliable operation is ensured.

[0057] The optimized control circuit structure of this embodiment was applied to a certain type of rail vehicle, and then a marker light experiment was conducted. The results are as follows:

[0058] ① When the battery is disconnected, the indicator light circuit breaker and the headlight and indicator light circuit breakers are all closed. The indicator light selector switch knob is set to the "automatic" position. At this time, neither the red nor the white indicator lights are lit. Turn the indicator light selector switch knob to the "white light" and "red light" positions respectively, and the corresponding indicator lights will be lit.

[0059] ② When the battery is in operation, the indicator light switching circuit breaker and the headlight and indicator light circuit breaker are both closed, and the indicator light selector switch knob is set to the "automatic" position. At this time, the lighting logic of the headlight and indicator lights is the same as the original control logic.

[0060] Therefore, the control circuit in this embodiment enables the white or red warning light to illuminate when the headlights and warning lights are in normal vehicle operation and when the vehicle is powered off during rescue operations; at the same time, it meets the requirement that the white or red warning lights should not be illuminated when the vehicle is being stored normally.

[0061] Example 2

[0062] In one or more embodiments, a rail vehicle is disclosed, including the rail vehicle marker light control circuit described in Embodiment 1.

[0063] Finally, it should be noted that the above embodiments are only used to illustrate the technical solution of this utility model and not to limit it. Although the utility model has been described in detail with reference to the above embodiments, those skilled in the art should understand that modifications or equivalent substitutions can still be made to the specific implementation of this utility model. Any modifications or equivalent substitutions that do not depart from the spirit and scope of this utility model should be covered within the protection scope of the claims of this utility model.

Claims

1. A control circuit for a marker light on a rail vehicle, characterized in that, include: The positive power line is connected in series with the headlight and marker light circuit breakers and then splits into multiple paths: the first path is connected to the positive power supply terminal of the headlight terminal block via cable S1; The second path is connected to the automatic mode of the sign light selector switch. The output cable S2 of the automatic mode is connected to the headlight selector switch via the main control relay branch. After the control line is connected in series with the indicator light switching circuit breaker, it is divided into two paths: the first path is connected to the white light position of the indicator light selector switch, and the output cable S5 of the white light position is connected to the main control relay branch. The output cable S5 is also connected to the cable S1 through diode D1; the second path is connected to the red light position of the indicator light selector switch, and the output cable S6 of the red light position is connected to the positive terminal of the red light of the indicator light terminal block. The output cable S6 is also connected to the cable S1 through diode D2.

2. The rail vehicle marker light control circuit as described in claim 1, characterized in that, The positive power supply line is connected in series with the headlight and marker light circuit breakers and then splits into multiple paths: the third path is connected in series with the normally open contact of the headlight forced relay, and then through the marker light selector switch, with the output cable S3 connected to the positive white light of the headlight selector switch and the marker light terminal block respectively; the fourth path is connected in series with the normally closed contact of the headlight forced relay, and then through the marker light selector switch, with the output cable S4 connected to the positive red light of the marker light terminal block.

3. The rail vehicle marker light control circuit as described in claim 2, characterized in that, The output cable S4 is connected in series with the normally closed contact of the backward relay and the normally closed contact of the reconnection relay, and then connected to the positive terminal of the red light of the indicator light terminal block; the normally closed contact of the backward relay and the normally open contact of the forward relay are connected in parallel.

4. The rail vehicle marker light control circuit as described in claim 1, characterized in that, A diode D3 is connected in series after the circuit breaker for the headlight and marker lights.

5. The rail vehicle marker light control circuit as described in claim 1, characterized in that, Also includes: The negative power supply line is connected to the negative power supply terminal of the headlight terminal block, the negative terminal of the white lamp terminal block, and the negative terminal of the red lamp terminal block, respectively.

6. A control circuit for a railway vehicle marker light as described in claim 1 or 4, characterized in that, The diodes D1, D2, or D3 are mounted on a DIN rail and directly installed inside the driver's cab electrical control cabinet.

7. The rail vehicle marker light control circuit as described in claim 1, characterized in that, The main control relay branch specifically includes: a normally open contact of the main control relay, a reset switch of the main control relay, a normally open contact of the backward relay, and a normally closed contact of the forward relay connected in series; the normally open contact of the main control relay and the reset switch of the main control relay are connected in parallel.

8. A rail vehicle, characterized in that, Includes the rail vehicle marker light control circuit as described in any one of claims 1-7.

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