CN108223171B

CN108223171B - Emergency shutdown circuit of diesel engine and implementation method thereof

Info

Publication number: CN108223171B
Application number: CN201711371537.9A
Authority: CN
Inventors: 田阿利; 谢仪; 陈悦; 邵长斌; 王长宝
Original assignee: Jiangsu University of Science and Technology
Current assignee: Hefei Wisdom Dragon Machinery Design Co ltd
Priority date: 2017-12-19
Filing date: 2017-12-19
Publication date: 2022-08-12
Anticipated expiration: 2037-12-19
Also published as: CN108223171A

Abstract

The invention discloses a diesel engine emergency stop circuit and a realization method thereof, wherein the circuit is as follows: the emergency stop system comprises an emergency stop main loop, an emergency stop standby loop, a switch failure short circuit control loop of a main loop overcurrent and switch modules thereof, a main loop undercurrent switching control loop, a switch failure short circuit detection loop of the switch modules in the main loop, a standby coil pre-electrifying and open circuit detection loop in the standby loop and a corresponding alarm prompting circuit, wherein the main loop is serially connected with an undercurrent and overcurrent detection current relay. The method comprises that during emergency stop, a first fault indicator lamp is lightened to prompt a user of undercurrent of a main loop under a non-cut-off state; when the main loop is over-current and the switch in the loop is failed and short-circuited, the physical cut-off is carried out; detecting and prompting whether the standby coil is in open circuit or not during non-emergency parking; during emergency stop, the standby coil in the standby loop is pre-electrified before the standby loop is started, and when the main loop is switched to the standby loop due to failure, the emergency stop electromagnetic valve can be conveniently and rapidly operated to stop.

Description

Emergency shutdown circuit of diesel engine and implementation method thereof

Technical Field

The invention belongs to the technical field of diesel engine safety protection, and particularly relates to a diesel engine emergency stop electromagnetic valve loop failure switching and alarming circuit and an implementation method thereof.

Background

At present: the emergency stop system of the diesel engine has two modes of gas cut-off and oil cut-off for the emergency stop of the diesel engine, wherein the gas cut-off mode is that electromagnetic control valves are additionally arranged at an air inlet and an air outlet, and the valves can be controlled to cut off gas in emergency; the oil-cut mode is that an oil-cut electromagnetic control valve device is additionally arranged on an oil way, and oil can be cut off emergently when a fault occurs. These solenoid operated valves are commonly referred to as emergency stop solenoid valves. When the electromagnetic valve adopted by the emergency stop electromagnetic valve is a normally closed electromagnetic valve, the designed emergency stop electromagnetic valve loop is demagnetized (power-off) to stop; when the electromagnetic valve adopted by the emergency stop electromagnetic valve is a normally open electromagnetic valve, the designed emergency stop electromagnetic valve loop is magnetically (electrically) stopped. In both methods of demagnetizing (power loss) parking and magnetizing (power on) parking, the prior art documents: the solenoid valve loop monitoring and alarming method in the emergency stopping circuit of the solenoid valve for de-magnetizing to cut off gas or oil of the diesel engine is many, which is not described briefly, and only the main problems of the de-magnetizing stopping method are reiterated: parking error! When the power supply is out of power and/or the emergency stop electromagnetic valve loop is disconnected, the diesel engine is stopped by mistake, and the normal operation of the diesel engine is influenced. And the solenoid valve loop monitoring and alarming method in the emergency stop circuit of the solenoid valve which can magnetically cut off gas or oil of the diesel engine is few. The emergency stop circuit of the electromagnetic valve for cutting off gas or oil by magnetism of the diesel engine comprises the following working processes: when the diesel engine normally works, the emergency stop electromagnetic valve is in a power-off (magnetic loss) state, namely a gas-off and oil-off valve controlled by the emergency stop electromagnetic valve is on when the emergency stop electromagnetic valve is in the power-off state; when the emergency stop electromagnetic valve is electrified (magnetized) under the emergency and major fault conditions, the air cut-off and oil cut-off valve controlled by the emergency stop electromagnetic valve is closed, and the emergency stop of the diesel engine is realized. However, in an emergency stop circuit provided with a solenoid valve for magnetically stopping gas or oil of a diesel engine, when an emergency stop is required, the emergency stop solenoid valve is normally energized to stop the diesel engine suddenly, and when faults such as broken connecting lines, broken coils, short circuits of the coils, poor contact of a power supply circuit and the like occur in a coil outlet of the emergency stop solenoid valve, the emergency stop is required, and a gas or oil stop valve controlled by the emergency stop solenoid valve cannot be closed, so that the emergency stop fails, and the safety of the diesel engine cannot be guaranteed. Therefore, for a diesel engine emergency stop circuit provided with a magnetic solenoid valve for cutting off gas or oil, in order to ensure the execution of safe stop of a diesel engine (a diesel generator), whether a corresponding emergency stop solenoid valve loop fails or not needs to be detected and an alarm needs to be given out urgently. Although described in the literature, patent application nos.: 201510846141.X diesel engine emergency stop solenoid valve return circuit failure warning circuit and alarm method thereof, there is redundant configuration of stand-by power supply and solenoid valve (is the normal open solenoid valve too), solve: when the power supply is cut off, the power supply is switched to a standby power supply for supplying power; when the emergency stop is controlled, the disconnection of the emergency stop electromagnetic valve loop is recognized, the standby electromagnetic valve is switched to be electrified to work, and the controlled gas cut-off and oil cut-off passages are closed through the standby electromagnetic valve. A seemingly perfect setting is practically impossible to achieve at all: when the power supply is cut off, the power supply is switched to a standby power supply for supplying power; when the emergency stop is controlled, the emergency stop electromagnetic valve loop is disconnected, the standby electromagnetic valve is switched to be electrified to work, and the controlled gas cut-off and oil cut-off passages are closed through the standby electromagnetic valve. The reason why it is impossible to switch to the backup power supply when the parking power supply loses power is: because the rated current of the current type relay coil (second current type relay coil) which particularly controls the switching between the parking power supply and the standby power supply is greater than or equal to the rated current of the parking power supply, the current which flows by taking the LED as the first alarm lamp and is connected in series with the current type relay coil cannot be greater than or equal to the rated current of the parking power supply, otherwise, the LED cannot be used as the alarm lamp; when the parking power supply loses power, the current which flows through a first alarm lamp which is connected with a coil of the current-type relay in series and takes the LED as the first alarm lamp is larger than or equal to the rated current of the parking power supply, the current-type relay finishes the switching work of the parking power supply and the standby power supply, so that the rated current of the alarm power supply is required to be larger than or equal to the rated current of the parking power supply, otherwise, the switching of the parking power supply and the standby power supply cannot be normally finished; since the rated current of the current-mode relay coil (third current-mode relay coil) connected in series with the LED as the second warning lamp is also required to be equal to or higher than the rated current of the parking power supply, therefore, in order to ensure the normal operation of the alarm power supply, the rated current of the alarm power supply is required to be more than or equal to twice of the rated current of the parking power supply, in fact, the rated current requirement of the warning power supply cannot be related to the rated current of the parking power supply in engineering design, the current requirement flowing through the warning lamp which is solely powered by the warning power supply cannot be related to the rated current of the parking power supply, and the rated current required by the coil of the current-type relay supplied by the warning power supply is also unlikely to be correlated with the rated current of the parking power supply, and it is also less likely to require that the current flowing through each warning lamp be greater than or equal to the rated current of the power supply supplying it. The reason why it is impossible to switch to the energization operation of the backup solenoid valve when the emergency stop solenoid valve circuit is disconnected at the time of controlling the emergency stop is that: the current type relay (first current type relay) connected in series with the emergency stop solenoid valve circuit can not identify the condition of the emergency stop solenoid valve circuit disconnection at all, because the current type relay coil (first current type relay coil) connected in series with the emergency stop solenoid valve circuit requires that the rated current of the invention is larger than or equal to the rated current of the stop power supply, so that the condition of the emergency stop solenoid valve circuit disconnection can not be identified at all, and the specific reason is that: the method comprises the following steps that firstly, the short circuit situation of the emergency stop electromagnetic valve loop can be only identified, because the set generated normal current cannot be larger than or equal to the rated current of a stop power supply when the emergency stop electromagnetic valve loop is normally electrified and works, and if the generated current is larger than or equal to the rated current of the stop power supply, the short circuit phenomenon of the emergency stop electromagnetic valve loop is determined to occur; when the current type relay connected in series with the emergency stop electromagnetic valve loop does not recognize that the current is larger than or equal to the rated current of the stop power supply, only the current of the emergency stop electromagnetic valve loop is in a normal range or the current is smaller than a normal value or the direct circuit-breaking current is equal to zero because of the enlarged resistance due to poor contact; and thirdly, because the current-type relay connected in series with the emergency stop solenoid valve loop can only identify the short circuit condition of the emergency stop solenoid valve loop, the current flowing through the emergency stop solenoid valve loop is not only normal, but also smaller than normal (such as open circuit): if the current passed through the third current type relay coil connected in series with the second alarm lamp is greater than or equal to the rated current of the parking power supply, the standby electromagnetic valve is also in an electrified working state; in fact, the current of the third current type relay coil connected in series with the second alarm lamp cannot be larger than or equal to the rated current of the parking power supply, so that the standby electromagnetic valve cannot be powered when the current of the emergency parking electromagnetic valve loop is normal or smaller than normal (such as open circuit); because the current type relay connected in series with the emergency stop solenoid valve circuit can only identify the short circuit condition of the emergency stop solenoid valve circuit, when the current of the emergency stop solenoid valve circuit is larger than or equal to the rated current of the stop power supply, the emergency stop solenoid valve circuit is not cut off, the emergency stop solenoid valve circuit is in a power-on state as usual, but a standby solenoid valve without problems is cut off, so the short circuit protection function of the emergency stop solenoid valve circuit cannot be realized, the emergency stop can not be carried out by switching to the standby solenoid valve, and the overload protection function of the stop power supply cannot be realized. To reiterate further: because the rated current of two current type relay coils connected in series on the alarm lamp is required to be greater than or equal to the rated current of the parking power supply, the rated current of the alarm power supply is difficult to be greater than or equal to more than two times of the rated current of the parking power supply! And each LED as the alarm lamp is turned on, the current flowing through the LED as the alarm lamp is greater than or equal to the rated current of the parking power supply! Otherwise, the current-mode relay connected in series with the alarm lamp has no way to work. There are, of course, patent application numbers: 201510845456.2, the failure alarm circuit of the emergency stop electromagnetic valve loop of the diesel generator and the alarm method thereof are provided with redundant configurations of a standby power supply and an electromagnetic valve (which is a normally open electromagnetic valve) and solve the problems that: when the power supply is cut off, the power supply is switched to a standby power supply for supplying power; when the emergency stop is controlled, the disconnection of the emergency stop electromagnetic valve loop is recognized, the standby electromagnetic valve is switched to be electrified to work, and the controlled gas cut-off and oil cut-off passages are closed through the standby electromagnetic valve. The above functions are realized as if, but except for the existence of patent application numbers: 201510846141.X diesel engine emergency stop solenoid valve return circuit failure warning circuit and all problems and defects that exist of its warning method, still have the power that the alarm lamp used for the electricity produced for diesel generator direct power supply, the alarm lamp instruction can not see at all after diesel generator emergency stop, because when controlling diesel generator emergency stop, the user can't stare the alarm lamp and see, will notice the alarm lamp state after only emergency stop, however diesel generator emergency stop does not generate electricity, talk about what power output. And from the content of the advantageous effects described in the specification of patent application No. 201510846141.X and patent application No. 201510845456.2: the failure alarm circuit of the emergency stop electromagnetic valve loop of the diesel engine (diesel engine generator) can perform self-protection in time when equipment fails so as to ensure the normal work of the emergency stop electromagnetic valve loop, thereby realizing the automatic emergency stop protection of the diesel engine (diesel engine generator) under abnormal conditions. Further, the drawings of patent application No. 201510846141.X and patent application No. 201510845456.2 are schematic diagrams of structures of failure alarm circuits of diesel engine (diesel engine generator) emergency stop solenoid valves after a diesel engine main control module sends an emergency stop instruction to a diesel engine (diesel engine generator) emergency stop solenoid valve circuit failure alarm circuit and a switch of a control switch module is switched on, that is, the drawings of patent application No. 201510846141.X and patent application No. 201510845456.2 are schematic diagrams of structures of failure alarm circuits of diesel engine (diesel engine generator) emergency stop solenoid valves during emergency stop, so that the emergency stop solenoid valves adopted by the diesel engines (diesel engine generators) described in patent application No. 201510846141.X and patent application No. 201510845456.2 are further described as magnetic stop solenoid valves.

It is well known that: in the working process of the diesel engine, as long as the emergency stop electromagnetic valve loop is normal, the standby electromagnetic valve is always in an idle state, and a user cannot know whether the coil of the standby electromagnetic valve is open or not. When emergency stop is carried out, if the emergency stop electromagnetic valve loop is abnormal (such as undercurrent), the switched standby electromagnetic valve loop carries out emergency stop, but at the moment, if the coil of the standby electromagnetic valve is in an open circuit, the switched standby electromagnetic valve loop cannot carry out emergency stop through the standby electromagnetic valve.

Also known are: two parking solenoid valves are adopted for redundancy, reliable emergency parking is realized, and the device is inconvenient to install and high in cost.

Disclosure of Invention

The invention aims to solve the defects in the prior art, and provides a diesel engine emergency stop circuit and a realization method thereof aiming at diesel engine emergency stop provided with a magnetic solenoid valve for gas or oil cut, wherein the emergency stop solenoid valve adopts a double-coil solenoid valve, and the realized functions comprise: when the emergency stop is performed, the emergency stop electromagnetic valve main coil loop is switched to the standby coil loop for emergency stop, and short-circuit protection is performed when the emergency stop electromagnetic valve main coil loop is in overcurrent or in failure and short-circuit, so that the normal operation of the emergency stop circuit is ensured and the error stop is prevented; detecting and identifying whether the standby coil is in an open circuit state during the non-emergency stop of the diesel engine; during emergency stop of the diesel engine, the standby coil is pre-electrified before being started, and when the standby coil is to be switched to work, the standby coil quickly enters normal through-flow to obtain magnetism, namely, the emergency stop electromagnetic valve acts to close a controlled valve, and emergency stop is carried out; and respectively prompt the fault by indicating lamps.

In order to achieve the above purpose, the technical solution of the present invention is:

a diesel engine emergency stop circuit comprises a stop power supply DC1, a standby power supply DC2, an alarm power supply DC3, a first voltage type relay, a second voltage type relay, a third voltage type relay, a fourth voltage type relay, a fifth voltage type relay, a first current type relay, a second current type relay, an emergency stop solenoid valve, a first fault indicator MIL1, a second fault indicator MIL2, a third fault indicator MIL3, a fourth fault indicator MIL4, a fifth fault indicator MIL5, a first switch module K1, a second switch module K2, a switch tube 100, a switch tube 200, a diode D1, a diode D2, a diode D3, a diode D4, a diode D5, a diode D6, a resistor R1, a resistor R2, a resistor R3, a resistor R4 and a resistor R5; the emergency stop electromagnetic valve is a double-coil emergency stop electromagnetic valve, namely, the coil of the emergency stop electromagnetic valve consists of a main coil and a standby coil; the first voltage type relay coil KV11 is directly connected with the parking power supply DC1 in parallel, the anode of the parking power supply DC1 is connected with the normally open end of the first voltage type relay bidirectional contact KV12, the anode of the standby power supply DC2 is connected with the normally closed end of the first voltage type relay bidirectional contact KV12, and the cathode of the standby power supply DC2 is connected with the cathode of the parking power supply DC 1; after a first current type relay coil KI11 is sequentially connected in series with switches of a second current type relay coil KI21, a third voltage type relay normally-closed contact KV33, an emergency stop solenoid valve main coil VC1 and a first switch module K1, the other end of the first current type relay coil KI11 is connected with the common end of the first voltage type relay normally-closed contact KV12, the other end of the switch of the first switch module K1 is connected with the negative electrode of a stop power supply DC1, a first stop loop is formed by the stop power supply DC1 or a standby power supply DC2, and the first stop loop is an emergency stop main loop, namely an emergency stop solenoid valve main coil loop; after the emergency stop solenoid valve standby coil VC2 is sequentially connected in series with the switches of the second voltage type relay normally-open contact KV22 and the second switch module K2, the other end of the emergency stop solenoid valve standby coil VC2 is connected with the common end of the first voltage type relay bidirectional contact KV12, the other end of the switch of the second switch module K2 is connected with the negative electrode of the stop power supply DC1, and forms a second stop loop with the stop power supply DC1 or the standby power supply DC2, wherein the second stop loop is an emergency stop standby loop, namely an emergency stop solenoid valve standby coil loop; after the second current type relay normally-open contact KI22, the third voltage type relay normally-open contact KV32 and the fourth voltage type relay normally-open contact KV42 are mutually connected in parallel, one end of the second current type relay normally-open contact KI22 is connected in series with a third voltage type relay coil KV31 and then is connected to the public end of the first voltage type relay bidirectional contact KV12, the other end of the second current type relay normally-open contact KI is connected to the negative electrode of the parking power supply DC1, and the second current type relay normally-open contact KI, the third current type relay normally-open contact KI 3578 and the parking power supply DC1 or the standby power supply DC2 form a third parking loop, and the third parking loop is an emergency parking main loop overcurrent and switch failure short circuit control loop of the first switch module; one end of a first current type relay normally closed contact KI12 is connected with the common end of a first voltage type relay bidirectional contact KV12, the other end of the first current type relay normally closed contact KI12 is connected with a second voltage type relay coil KV21 in series and then is connected to a connecting line of a second voltage type relay normally open contact KV22 and a second switch module K2 switch, and the connecting line and a parking power supply DC1 or a standby power supply DC2 form a fourth parking loop, and the fourth parking loop is an emergency parking main loop undercurrent switching control loop; one end of a fourth voltage type relay coil KV41 is connected with the common end of a first voltage type relay bidirectional contact KV12, the other end of the fourth voltage type relay coil KV41 is connected with the high-potential end of a switch tube 100, the low-potential end of the switch tube 100 is connected to a connecting line of an emergency stop solenoid valve main coil VC1 and a switch of a first switch module K1, one end of a resistor R1 is connected with the common end of a first voltage type relay bidirectional contact KV12, the other end of the resistor R1 is connected with the anode of a diode D1 and the anode of a diode D3 in parallel, the cathode of a diode D3 is connected to a connecting line of a second voltage type relay normally-open contact KV22 and a switch of a second switch module K2, the cathode of a diode D1 is connected with the anode of a diode D2, the cathode of the diode D2 is connected with the control end of the switch tube 100 and one end of a resistor R2 in parallel, the other end of the resistor R2 is connected with the cathode of a parking power supply DC1, and forms a fifth parking loop with the DC1 or a standby parking power supply DC2, the fifth parking loop is a switch failure short circuit detection loop of the first switch module in the emergency parking main loop; one end of a resistor R3 is connected to a connecting line of an emergency stop solenoid valve standby coil VC2 and a second voltage type relay normally open contact KV22, the other end of the resistor R3 is mutually connected in parallel with the anode of a diode D4 and the anode of a diode D6, the cathode of the diode D4 is connected to a connecting line of a second voltage type relay normally open contact KV22 and a second switch module K2 switch, the cathode of the diode D6 is connected with the anode of a diode D5, the cathode of a diode D5 is connected with one end of a resistor R4, the other end of the resistor R4 is mutually connected in parallel with a control end of a switch tube 200 and one end of a resistor R5, the other end of the resistor R5 is connected to the cathode of a stop power DC1, the low potential end of the switch tube 200 is connected with the cathode of the stop power DC1, the high potential end of the switch tube 200 is connected in series with a fifth voltage type relay coil 51 and then connected to the common end of a first voltage type relay bidirectional KV12 to form a sixth loop with a stop DC1 or a power supply DC2, the sixth parking loop is a pre-electrifying and open-circuit detection loop of an emergency parking electromagnetic valve standby coil in the emergency parking standby loop; the normally closed contact KV13 of the first voltage type relay is connected in series with the third fault indicator lamp MIL3 and then is connected in parallel with the alarm power supply DC3, and forms a parking power failure alarm loop with the alarm power supply DC 3; the common end of a bidirectional contact KV34 of the third voltage type relay is connected with the anode of an alarm power supply DC3, the normally open end of the bidirectional contact KV34 of the third voltage type relay is connected with a second fault indicator lamp MIL2 in series and then is connected with the cathode of an alarm power supply DC3, and the normally open end of the bidirectional contact KV 8956 of the third voltage type relay and the second fault indicator lamp MIL2 form an emergency stop main loop overcurrent and first switch module failure alarm loop with an alarm power supply DC 3; the normally closed end of the third voltage type relay bidirectional contact KV34 is connected in series with the second voltage type relay normally open contact KV23 and the first fault indicator lamp MIL1, then is connected with the negative electrode of the alarm power supply DC3, and forms an emergency stop main loop undercurrent alarm loop with the alarm power supply DC 3; a fourth voltage type relay normally-open contact KV43 is connected in series with a fourth fault indicator lamp MIL4 and then is connected in parallel with an alarm power supply DC3, and forms a switch failure short circuit alarm loop of the first switch module with the alarm power supply DC 3; a fifth voltage type relay normally-open contact KV52 is connected in series with a fifth fault indicator lamp MIL5 and then is connected with an alarm power supply DC3 in parallel, and forms an emergency stop solenoid valve standby coil circuit breaking alarm loop with the alarm power supply DC 3; the control end of the first switch module K1 and the control end of the second switch module K2 are connected in parallel and then connected with the output of a diesel engine main control module; the switching tube 100 is an N-type MOS tube, or the switching tube 100 is an NPN-type triode; the switching tube 200 is an N-type MOS tube, or the switching tube 200 is an NPN-type triode.

The emergency stop electromagnetic valve is a double-coil emergency stop electromagnetic valve, namely, the coil of the emergency stop electromagnetic valve consists of a main coil and a standby coil, any one of the two coils is electrified or the two coils are electrified simultaneously, and the emergency stop electromagnetic valve can be magnetically driven to close a gas-cut or oil-cut valve controlled by the emergency stop electromagnetic valve, so that the emergency stop of the diesel engine is realized; when the two groups of coils are in a power-off state, the emergency stop electromagnetic valve is in a power-off state, and a valve for controlling the emergency stop electromagnetic valve to cut off gas or oil is opened; one of the two groups of coils of the emergency stop electromagnetic valve is set as an emergency stop electromagnetic valve main coil VC1, and the other group is set as an emergency stop electromagnetic valve standby coil VC2.

The rated current of the first current-type relay coil KI11 is set to be equal to the minimum holding current of the main coil VC1 of the emergency stop solenoid valve; the rated current of the second current-type relay coil KI21 is set to be equal to the maximum allowable current of the main coil VC1 of the emergency stop solenoid valve.

The maximum current allowed to flow by the first voltage type relay bidirectional contact KV12, the second voltage type relay normally open contact KV22 and the third voltage type relay normally closed contact KV33 are all equal to or larger than the rated current of the parking power supply DC1.

The minimum holding current of the main coil VC1 of the emergency stop solenoid valve described above refers to: the minimum current flowing through the main coil VC1 of the emergency stop solenoid valve is ensured when the emergency stop solenoid valve works normally.

The maximum allowable current of the main coil VC1 of the emergency stop solenoid valve is as follows: the normal work of the emergency stop electromagnetic valve is ensured, and the maximum working current of the main coil VC1 of the emergency stop electromagnetic valve is not burnt out.

When the switching tube 100 and the switching tube 200 are N-type MOS tubes, the gate of the N-type MOS tube is the control end of the switching tube 100 and the switching tube 200, the drain of the N-type MOS tube is the high potential end of the switching tube 100 and the switching tube 200, and the source of the N-type MOS tube is the low potential end of the switching tube 100 and the switching tube 200; when the switching tube 100 and the switching tube 200 are NPN-type triodes, bases of the NPN-type triodes are control ends of the switching tube 100 and the switching tube 200, collectors of the NPN-type triodes are high potential ends of the switching tube 100 and the switching tube 200, and emitters of the NPN-type triodes are low potential ends of the switching tube 100 and the switching tube 200.

The diode D1, the diode D2, the diode D3, the diode D4, the diode D5 and the diode D6 are all switching diodes; the N-type MOS tube is an N-channel enhanced MOS tube; the NPN type triode is an NPN type switching triode.

In order to achieve the above object, another technical solution of the present invention is:

a method for realizing an emergency stop circuit of a diesel engine comprises the following steps:

first, the switching process between the parking power DC1 and the standby power DC2

1) When the output of the parking power supply DC1 is normal, the first voltage type relay coil KV11 is electrified, and the contact of the first voltage type relay acts:

firstly, a common end of a first voltage type relay bidirectional contact KV12 is connected with a normally open end, a parking power supply DC1 supplies power to a parking loop,

the first voltage type relay normally-closed contact KV13 is disconnected, and the third fault indicator light MIL3 is turned off;

2) when the parking power supply DC1 fails, the first voltage type relay coil KV11 loses power, and the contact of the first voltage type relay is restored to be static:

the common end of a first voltage type relay bidirectional contact KV12 is connected with a normally closed end, the power supply is switched to a standby power supply DC2 to supply power to a parking loop,

secondly, the normally closed contact KV13 of the first voltage type relay is switched on, and the third fault indicator lamp MIL3 is lightened to prompt a user that the parking power supply DC1 fails;

3) when the output of the power supply DC1 to be stopped is recovered to be normal during the period that the standby power supply DC2 supplies power to the parking loop, the first voltage type relay coil KV11 is powered on, and the contact of the first voltage type relay acts:

the common end of a first voltage type relay bidirectional contact KV12 is communicated with a normally open end, a parking power supply DC1 is recovered to supply power to a parking loop,

the normally closed contact KV13 of the first voltage type relay is disconnected, and the lighted third fault indicator lamp MIL3 is turned off;

second, process for controlling parking loop

1) The second switch module K2 is considered intact and the first switch module K1 is set as unknown:

when the diesel engine main control module outputs an emergency stop control signal to the first switch module K1 and the second switch module K2, the switch of the second switch module K2 is turned on, whether the switch of the first switch module K1 is turned on is unknown,

when the diesel engine main control module does not send out an emergency stop control signal to the first switch module K1 and the second switch module K2, the switch of the second switch module K2 is turned off, and whether the switch of the first switch module K1 is turned off or not is unknown;

2) when the switch of the second switch module K2 is in the on state, i.e. during an emergency stop, the switch tube 100 is turned off, the switch tube 200 is turned off:

when the switching tube 100 is turned off, the contact of the fourth voltage type relay is in a static state, the control signal is not generated to the third voltage type relay, and the fourth fault indicating lamp MIL4 is turned off,

secondly, the switch tube 200 is cut off, the contact of the fifth voltage type relay is in a static state, the fifth fault indicator lamp MIL5 is off,

when the second voltage type relay normally-open contact KV22 is disconnected:

firstly, if the emergency stop electromagnetic valve standby coil VC2 is in a non-broken state, the emergency stop electromagnetic valve standby coil VC2 in the standby emergency stop standby loop is pre-electrified through a resistor R3, the pre-electrified current is enabled to be between three fifths to one third of the minimum maintaining current of the emergency stop electromagnetic valve standby coil VC2 through setting the resistance value of the resistor R3, when a second voltage type relay normally open contact KV22 is switched on, the emergency stop electromagnetic valve standby coil VC2 rapidly enters a normal through current to be magnetized, the emergency stop electromagnetic valve rapidly acts to close a controlled valve to carry out emergency stop,

if the emergency stop solenoid valve standby coil VC2 is in a broken circuit state, the emergency stop solenoid valve standby coil VC2 has no current to pass through, when the second voltage type relay normally-open contact KV22 is switched on, the emergency stop solenoid valve standby coil VC2 still has no current to pass through, and the emergency stop solenoid valve cannot close a controlled valve;

3) when the switch of the second switch module K2 is in the open state, i.e. during non-emergency stops:

if the switch of the first switch module K1 is turned off, the switching tube 100 is turned off, the contact of the fourth voltage type relay is in a static state, the control signal is not generated to the third voltage type relay, the fourth fault indicating lamp MIL4 is turned off,

secondly, if the switch of the first switch module K1 is on, the switch tube 100 is in conduction saturation, and the contact of the fourth voltage type relay is in dynamic:

a. the normally open contact KV42 of the fourth voltage type relay is switched on to generate a control signal for the third voltage type relay, if the third voltage type relay is in power-on self-locking state, the third voltage type relay keeps power-on self-locking state, otherwise, the third voltage type relay is triggered to be powered on and self-locking,

b. the normally open contact KV43 of the fourth voltage type relay is switched on, a fourth fault indicator lamp MIL4 is lightened, a user is prompted to short circuit when the switch of the first switch module K1 fails during non-emergency stop,

thirdly, if the emergency stop solenoid valve standby coil VC2 is in a non-open state, the switching tube 200 is conducted and saturated, the fifth voltage type relay coil KV51 is electrified, namely, the contact of the fifth voltage type relay is in a dynamic state, the fifth voltage type relay normally open contact KV52 is in an on state, the fifth fault indicator lamp MIL5 is lightened,

fourth, if the emergency stop solenoid valve standby coil VC2 is in an open circuit state, the switching tube 200 is turned off, the fifth voltage type relay coil KV51 is not energized, that is, the contact of the fifth voltage type relay is in a static state, the fifth voltage type relay normally open contact KV52 is in an open state, the fifth fault indicator lamp MIL5 is turned off, and the user is prompted to open the emergency stop solenoid valve standby coil VC2,

fifthly, no matter whether the normally closed contact KI12 of the first current type relay is connected or not, the coil KV21 of the second voltage type relay is not electrified, the contact of the second voltage type relay is in a static state, and the first fault indicator lamp MIL1 is turned off;

4) when a switch of the second switch module K2 is in a switch-on state, namely during emergency stop, and the current passing through the main coil VC1 of the emergency stop solenoid valve is larger than the maximum allowable current, the contact of the second current type relay is in a dynamic state, namely the normally open contact KI22 of the second current type relay is switched on, a control signal is generated for the third voltage type relay, if the third voltage type relay is in power-on self-locking, the third voltage type relay keeps power-on self-locking, and otherwise, the third voltage type relay is triggered to be powered on and self-locked;

5) when the switch of the second switch module K2 is in an on state, that is, during emergency stop, and the current passing through the main coil VC1 of the emergency stop solenoid valve is less than or equal to the maximum allowable current, the contact of the second current type relay is in a static state, that is, the normally open contact KI22 of the second current type relay is turned off, and no control signal is generated to the third voltage type relay;

6) when the third voltage source relay is energized, i.e., the contacts of the third voltage source relay are in a dynamic state:

the normally closed contact KV33 of a third voltage type relay connected in series in an emergency stop main circuit is disconnected to perform physical cut-off protection on the emergency stop main circuit,

the public end of the bidirectional contact KV34 of the third voltage type relay is connected with the normally open end, a second fault indicator lamp MIL2 is lightened, and the main loop overcurrent or/and the switch failure short circuit of the first switch module of the emergency stop of the user are prompted:

when the second fault indicating lamp MIL2 is lighted by being extinguished during the emergency stop of the diesel engine, indicating that the main loop of the emergency stop is overcurrent,

② when the second malfunction indicating lamp MIL2 is lighted by being extinguished during the non-emergency stop of the diesel engine, it means that the switch of the first switch module K1 is failed to be short-circuited,

thirdly, when the fourth fault indicating lamp MIL4 is kept in the off state all the time during the emergency stop and the non-emergency stop of the diesel engine, the second fault indicating lamp MIL2 which is lighted shows that the main loop of the emergency stop is overcurrent,

fourthly, when the second fault indicating lamp MIL2 is lightened by being extinguished during the emergency stop of the diesel engine, the fourth fault indicating lamp MIL4 is lightened during the non-emergency stop, and the second fault indicating lamp MIL2 which is subsequently lightened shows that the main loop of the emergency stop is over-current and the switch of the first switch module K1 is failed to be short-circuited,

when the second fault indicator lamp MIL2 is lightened by being extinguished during the non-emergency stop of the diesel engine, the second fault indicator lamp MIL2 which is subsequently lightened shows that the switch of the first switch module K1 is in a failure short circuit;

7) when a switch of the second switch module K2 is in a switch-on state, namely during emergency stop, when the current passing through a main coil VC1 of a solenoid valve for emergency stop is smaller than the minimum maintaining current, a contact of a first current type relay is in a static state, a normally closed contact KI12 of the first current type relay is switched on, a coil KV21 of a second voltage type relay is electrified, a contact of the second voltage type relay enters a dynamic state, an emergency stop standby loop is adopted to control emergency stop, and if a contact of a third voltage type relay is in a static state, a first fault indicator MIL1 is lightened to prompt a user of undercurrent of the main loop of the emergency stop without physical cut-off protection, otherwise, the first fault indicator MIL1 is extinguished;

8) when the current flowing through the main coil VC1 of the emergency stop electromagnetic valve is less than or equal to the maximum allowable current and greater than or equal to the minimum maintenance current, the main emergency stop loop controls the diesel engine to stop emergently;

9) when the third voltage type relay is electrified and self-locked, the contact of the third voltage type relay is restored to be static state from dynamic state after the parking power supply DC1 and the standby power supply DC2 are removed.

The minimum holding current of the emergency stop solenoid valve standby coil VC2 described above is: the minimum current flowing through the emergency stop solenoid standby coil VC2 is ensured when the emergency stop solenoid valve works normally.

Has the beneficial effects that:

the invention relates to a diesel engine emergency stop circuit and a realization method thereof, which are mainly characterized in that:

in the whole process of the diesel engine in the emergency stop period and the non-emergency stop period, once a stop power supply fails, the standby power supply is switched to work, and a third fault indicator lamp MIL3 is lightened to prompt a user that the stop power supply fails; and automatically returning to the parking power supply for supplying power when the parking power supply is recovered to be normal.

Secondly, in the emergency stop period of the diesel engine, if the first fault indicator lamp MIL1 is lighted, the undercurrent of the emergency stop main circuit without physical cutoff protection is prompted to a user, namely the undercurrent of the emergency stop main circuit under the condition that the third voltage type relay normally-closed contact KV33 is connected is prompted to the user in the emergency stop period.

During the emergency stop of the diesel engine, if the emergency stop main circuit is detected to be overcurrent, the emergency stop main circuit is physically cut off, the emergency stop main circuit is subjected to short-circuit protection, the second fault indicator lamp MIL2 is lightened, a user is prompted that the emergency stop main circuit is overcurrent, and the emergency stop main circuit is switched to the emergency stop standby circuit for emergency stop by means of the emergency stop main circuit undercurrent switching control circuit.

And fourthly, when the switch in the main loop of the emergency stop of the diesel engine is failed and short-circuited during non-emergency stop, the fourth fault indicator lamp MIL4 is lightened to prompt a user that the switch in the main loop of the emergency stop is failed and short-circuited, if the main loop of the emergency stop is not in a physical cutting protection state, the main loop of the emergency stop is physically cut off to protect, and the emergency stop is prevented from being mistakenly stopped.

And fifthly, when the diesel engine is subjected to overcurrent or/and switch failure short-circuit protection before emergency stop, switching to an emergency stop standby loop for emergency stop.

Sixthly, when the diesel engine is not in an emergency stop, if the fifth fault indicator lamp MIL5 is turned off, prompting a user that a standby coil VC2 of the emergency stop electromagnetic valve is in an open circuit state.

Before the emergency stop standby circuit is started during emergency stop of the diesel engine, the emergency stop solenoid valve standby coil VC2 in the emergency stop standby circuit is pre-electrified, when the emergency stop main circuit is switched to the emergency stop standby circuit to work due to failure, the emergency stop solenoid valve standby coil VC2 can quickly enter a normal through flow to be magnetized, the emergency stop solenoid valve can quickly act to close a controlled valve, and emergency stop is carried out.

Drawings

FIG. 1 is a schematic block diagram of an emergency shutdown circuit for a diesel engine according to the present invention;

in the figure: KV11. first voltage type relay coil, KV12. first voltage type relay bidirectional contact, KV13. first voltage type relay normally closed contact, KV21. second voltage type relay coil, KV22, KV23. second voltage type relay normally open contact, KV31. third voltage type relay coil, KV32. third voltage type relay normally open contact, KV33. third voltage type relay normally closed contact, KV34. third voltage type relay bidirectional contact, KV41. fourth voltage type relay coil, KV42, KV43. fourth voltage type relay normally open contact, KV51. fifth voltage type relay coil, KV52. fifth voltage type relay normally open contact, KI11. first current type relay coil, KI12. first current type relay normally closed contact, KI21. second current type relay coil, KI22. second current type relay normally open contact, 100. switching tube, 200. switching tube, D1, 48332, 385D 3875, 3875D 2, 3875D, the intelligent parking system comprises resistors R1, R2, R3, R4 and R5., a parking power supply, a backup power supply, a warning power supply, VC1, an emergency parking solenoid valve main coil, a backup coil of an emergency parking solenoid valve, MIL1, a first fault indicator lamp, MIL2, a second fault indicator lamp, MIL3, a third fault indicator lamp, MIL4, a fourth fault indicator lamp, MIL5, a fifth fault indicator lamp, a K1. first switch module and a K2. second switch module.

Detailed Description

As shown in fig. 1, a diesel engine emergency stop circuit includes a stop power supply DC1, a backup power supply DC2, an alarm power supply DC3, a first voltage type relay, a second voltage type relay, a third voltage type relay, a fourth voltage type relay, a fifth voltage type relay, a first current type relay, a second current type relay, an emergency stop solenoid valve, a first fault indicator lamp MIL1, a second fault indicator lamp MIL2, a third fault indicator lamp MIL3, a fourth fault indicator lamp MIL4, a fifth fault indicator lamp MIL5, a first switch module K1, a second switch module K2, a switch tube 100, a switch tube 200, a diode D1, a diode D2, a diode D3, a diode D4, a diode D5, a diode D6, a resistor R1, a resistor R2, a resistor R3, a resistor R4, a resistor R5; the emergency stop electromagnetic valve is a double-coil emergency stop electromagnetic valve, namely, the coil of the emergency stop electromagnetic valve consists of a main coil and a standby coil; the first voltage type relay coil KV11 is directly connected with the parking power supply DC1 in parallel, the anode of the parking power supply DC1 is connected with the normally open end of the first voltage type relay bidirectional contact KV12, the anode of the standby power supply DC2 is connected with the normally closed end of the first voltage type relay bidirectional contact KV12, and the cathode of the standby power supply DC2 is connected with the cathode of the parking power supply DC 1; after a first current type relay coil KI11 is sequentially connected in series with switches of a second current type relay coil KI21, a third voltage type relay normally-closed contact KV33, an emergency stop solenoid valve main coil VC1 and a first switch module K1, the other end of the first current type relay coil KI11 is connected with the common end of the first voltage type relay normally-closed contact KV12, the other end of the switch of the first switch module K1 is connected with the negative electrode of a stop power supply DC1, and forms a first stop loop with the stop power supply DC1 or a standby power supply DC2, wherein the first stop loop is an emergency stop main loop, namely an emergency stop solenoid valve main coil loop; after the emergency stop solenoid valve standby coil VC2 is sequentially connected in series with the switches of the second voltage type relay normally-open contact KV22 and the second switch module K2, the other end of the emergency stop solenoid valve standby coil VC2 is connected with the common end of the first voltage type relay bidirectional contact KV12, the other end of the switch of the second switch module K2 is connected with the negative electrode of the stop power supply DC1, and forms a second stop loop with the stop power supply DC1 or the standby power supply DC2, wherein the second stop loop is an emergency stop standby loop, namely an emergency stop solenoid valve standby coil loop; after the second current type relay normally-open contact KI22, the third voltage type relay normally-open contact KV32 and the fourth voltage type relay normally-open contact KV42 are mutually connected in parallel, one end of the second current type relay normally-open contact KI22 is connected in series with a third voltage type relay coil KV31 and then is connected to the public end of the first voltage type relay bidirectional contact KV12, the other end of the second current type relay normally-open contact KI is connected to the negative electrode of the parking power supply DC1, and the second current type relay normally-open contact KI, the third current type relay normally-open contact KI 3578 and the parking power supply DC1 or the standby power supply DC2 form a third parking loop, and the third parking loop is an emergency parking main loop overcurrent and switch failure short circuit control loop of the first switch module; one end of a first current type relay normally closed contact KI12 is connected with the common end of a first voltage type relay bidirectional contact KV12, the other end of the first current type relay normally closed contact KI12 is connected with a second voltage type relay coil KV21 in series and then is connected to a connecting line of a second voltage type relay normally open contact KV22 and a second switch module K2 switch, and the connecting line and a parking power supply DC1 or a standby power supply DC2 form a fourth parking loop, and the fourth parking loop is an emergency parking main loop undercurrent switching control loop; one end of a fourth voltage type relay coil KV41 is connected with the common end of a first voltage type relay bidirectional contact KV12, the other end of the fourth voltage type relay coil KV41 is connected with the high-potential end of a switch tube 100, the low-potential end of the switch tube 100 is connected to a connecting line of an emergency stop solenoid valve main coil VC1 and a switch of a first switch module K1, one end of a resistor R1 is connected with the common end of a first voltage type relay bidirectional contact KV12, the other end of the resistor R1 is connected with the anode of a diode D1 and the anode of a diode D3 in parallel, the cathode of a diode D3 is connected to a connecting line of a second voltage type relay normally-open contact KV22 and a switch of a second switch module K2, the cathode of a diode D1 is connected with the anode of a diode D2, the cathode of the diode D2 is connected with the control end of the switch tube 100 and one end of a resistor R2 in parallel, the other end of the resistor R2 is connected with the cathode of a parking power supply DC1, and forms a fifth parking loop with the DC1 or a standby parking power supply DC2, the fifth parking loop is a switch failure short circuit detection loop of the first switch module in the emergency parking main loop; one end of a resistor R3 is connected to a connecting line of an emergency stop solenoid valve standby coil VC2 and a second voltage type relay normally-open contact KV22, the other end of the resistor R3 is connected with the anode of a diode D4 and the anode of a diode D6 in parallel, the cathode of the diode D4 is connected to a connecting line of a second voltage type relay normally-open contact KV22 and a switch of a second switch module K2, the cathode of the diode D6 is connected with the anode of a diode D5, the cathode of a diode D5 is connected with one end of a resistor R4, the other end of the resistor R4 is connected with a control end of a switch tube 200 and one end of a resistor R5 in parallel, the other end of the resistor R5 is connected with the cathode of a stop power supply DC1, the low-potential end of the switch tube 200 is connected with the cathode of the stop power supply DC1, the high-potential end of the switch tube 200 is connected with a fifth voltage type relay coil KV51 in series and then connected with a common end of a first voltage type relay bidirectional KV12, the emergency shutdown control circuit and a shutdown power supply DC1 or a standby power supply DC2 form a sixth shutdown loop, and the sixth shutdown loop is a pre-electrifying and open-circuit detection loop of a standby coil of an emergency shutdown electromagnetic valve in an emergency shutdown standby loop; the normally closed contact KV13 of the first voltage type relay is connected in series with the third fault indicator lamp MIL3 and then is connected in parallel with the alarm power supply DC3, and forms a parking power failure alarm loop with the alarm power supply DC 3; the common end of a bidirectional contact KV34 of the third voltage type relay is connected with the anode of an alarm power supply DC3, the normally open end of the bidirectional contact KV34 of the third voltage type relay is connected with a second fault indicator lamp MIL2 in series and then is connected with the cathode of an alarm power supply DC3, and the normally open end of the bidirectional contact KV 8956 of the third voltage type relay and the second fault indicator lamp MIL2 form an emergency stop main loop overcurrent and first switch module failure alarm loop with an alarm power supply DC 3; the normally closed end of the third voltage type relay bidirectional contact KV34 is connected in series with the second voltage type relay normally open contact KV23 and the first fault indicator lamp MIL1, then is connected with the negative electrode of the alarm power supply DC3, and forms an emergency stop main loop undercurrent alarm loop with the alarm power supply DC 3; a fourth voltage type relay normally-open contact KV43 is connected in series with a fourth fault indicator lamp MIL4 and then is connected in parallel with an alarm power supply DC3, and forms a switch failure short circuit alarm loop of the first switch module with the alarm power supply DC 3; a fifth voltage type relay normally-open contact KV52 is connected in series with a fifth fault indicator lamp MIL5 and then is connected in parallel with an alarm power supply DC3, and forms an emergency stop electromagnetic valve standby coil circuit breaking alarm loop with the alarm power supply DC 3; and the control end of the first switch module K1 and the control end of the second switch module K2 are mutually connected in parallel and then are connected with the output of the diesel engine main control module.

The emergency stop electromagnetic valve is a double-coil emergency stop electromagnetic valve, namely, the coil of the emergency stop electromagnetic valve consists of a main coil and a standby coil, and the emergency stop electromagnetic valve can magnetically act to close a gas-cut or oil-cut valve controlled by the emergency stop electromagnetic valve as long as any one coil in the two groups of coils is electrified or the two groups of coils are simultaneously electrified, so that the emergency stop of the diesel engine is realized; when the two groups of coils are in a power-off state, the emergency stop electromagnetic valve is in a power-off state, and a valve for controlling the emergency stop electromagnetic valve to cut off gas or oil is opened. In the invention, one of two groups of coils of the emergency stop electromagnetic valve is set as an emergency stop electromagnetic valve main coil VC1, and the other group is set as an emergency stop electromagnetic valve standby coil VC2.

The first switch module K1 and the second switch module K2 described above, when in sound condition: when an emergency stop (engine) control signal sent out by a diesel engine main control module is received, a switch controlled correspondingly is switched on, namely the switch of the first switch module K1 is switched on, and the switch of the second switch module K2 is switched on; when an emergency stop (engine) control signal sent out by the diesel engine main control module is not received, the correspondingly controlled switch is in an off state, that is, the switch of the first switch module K1 is in the off state, and the switch of the second switch module K2 is in the off state.

The emergency stop control signal sent out by the diesel engine main control module is received, that is, the diesel engine emergency stop circuit receives the emergency stop control signal sent out by the diesel engine main control module, and at the moment, the diesel engine emergency stop circuit works to control the diesel engine to stop emergently.

The emergency stop control signal sent by the diesel engine main control module is not received, that is, the emergency stop circuit of the diesel engine does not receive the emergency stop control signal sent by the diesel engine main control module, and at this time, the emergency stop circuit of the diesel engine works in the emergency stop of the non-control diesel engine.

But in actual operation: the emergency stop solenoid valve standby coil VC2 is not high in use frequency, so that the switch of the second switch module K2 is not easy to damage; however, compared with the emergency stop solenoid valve standby coil VC2, the emergency stop solenoid valve main coil VC1 is: the use frequency is high, for example, when the main coil VC1 of the emergency stop solenoid valve is used for multiple times, the coil of the main coil is short-circuited, the switch of the first switch module K1 is easy to be short-circuited, the emergency stop solenoid valve loop also has overcurrent during the emergency stop of the non-control diesel engine, and the error emergency stop is caused due to the failure short-circuit of the switch of the first switch module K1 during the non-emergency stop. Therefore, the second switch module K2 is considered to be in a good state and the first switch module K1 is considered to be in an unknown state.

In the working process of the diesel engine, as long as the main loop of the emergency stop is normal, the emergency stop standby loop is always in an idle state, namely the emergency stop solenoid valve standby coil VC2 is always in an idle state, and in the idle state, whether the emergency stop solenoid valve standby coil VC2 is open or not cannot be known by a user. When emergency stop is carried out, the main emergency stop loop is detected to identify overcurrent or undercurrent, the emergency stop loop is switched to the emergency stop standby loop to carry out emergency stop, and if the emergency stop solenoid valve standby coil VC2 is in an open circuit state at the moment, the diesel engine emergency stop circuit cannot enable the emergency stop solenoid valve standby coil VC2 to be electrified and magnetized through the emergency stop standby loop to carry out emergency stop.

The diodes D1, D2 and D3 are switching diodes, the diodes D1 and D2 are silicon switching diodes, and the diode D3 is a silicon switching diode or a germanium switching diode.

The switching tube 100 is an N-type MOS tube or an NPN-type triode, the N-type MOS tube is an N-channel enhancement type MOS tube, and the NPN-type triode is an NPN-type switching triode; when the switching tube 100 is an N-type MOS tube, the gate (G) of the N-type MOS tube is the control end of the switching tube 100, the drain (D) of the N-type MOS tube is the high potential end of the switching tube 100, the source (S) of the N-type MOS tube is the low potential end of the switching tube 100, and when the switch of the second switching module K2 is turned off and the switch of the first switching module K1 is turned on (short), the gate-source voltage is adjusted through the resistor R1 and the resistor R2, so that the switching tube 100 is turned on and saturated; when the switching tube 100 is an NPN transistor, a base of the NPN transistor is a control terminal of the switching tube 100, a collector of the NPN transistor is a high potential terminal of the switching tube 100, an emitter of the NPN transistor is a low potential terminal of the switching tube 100, and a switch of the second switching module K2 is turned off, and when a switch of the first switching module K1 is turned on (short-circuited), a base current is adjusted through the resistor R1 and the resistor R2, so that the switching tube 100 is in on saturation. When the switch of the second switch module K2 is turned on, i.e. the diode D3 is turned on, the potential from the anode of the diode D3 to the cathode of the parking power supply DC1 is clamped to a level below about 0.7V, so that the potential from the anode of the diode D1 whose anode is connected to the anode of the diode D3 to the cathode of the parking power supply DC1 is equal to the potential from the anode of the diode D3 to the cathode of the parking power supply DC1, i.e. the potential from the anode of the diode D1 to the cathode of the parking power supply DC1 is clamped to a level below about 0.7V, so that the diodes D1 and D2 in forward series are turned off, no conduction control signal is sent to the control terminal of the switch tube 100, and at this time, the switch of the first switch module K1 is turned on, and the switch tube 100 is turned off or not. When the switch of the first switch module K1 is turned off, the switch tube 100 is an N-type MOS tube, and no voltage exists between the gate and the source of the N-type MOS tube no matter whether the switch of the second switch module K2 is turned on or not, and the N-type MOS tube is turned off; when the switch of the first switch module K1 is turned off, the switch tube 100 is an NPN transistor, and no matter whether the switch of the second switch module K2 is turned on or not, no current flows through the base of the NPN transistor, and the NPN transistor is turned off.

For the switching tube 100 to be an NPN transistor: when the switch of the second switch module K2 is off, that is, the diode D3 is off, if the switch of the first switch module K1 is on (short), the parking power DC1 or the backup power DC2 shunts to the base current of the NPN transistor through the resistor R1, the diode D1, and the diode D2, so as to meet the requirement of the NPN transistor on saturation, and the NPN transistor is on saturation, otherwise, the parking power DC1 or the backup power DC2 shunts to the base current of the NPN transistor through the resistor R1, the diode D1, and the diode D2, so that the base current is zero NPN, and the NPN transistor is off; when the switch of the second switch module K2 is turned on, i.e., the diode D3 is turned on, the potential from the anode of the diode D3 to the parking power DC1 is clamped to a level below about 0.7V, so that the potential from the anode of the diode D1 having its anode connected to the anode of the diode D3 to the cathode of the parking power DC1 is equal to the clamped potential from the anode of the diode D3 to the parking power DC1, i.e., the potential from the anode of the diode D1 to the cathode of the parking power DC1 is clamped to a level below about 0.7V, so that the diode D1 and the diode D2 in the forward string are not turned on, and no current flows to the base of the NPN transistor, and at this time, the NPN transistor is turned off regardless of whether the switch of the first switch module K1 is turned on or not.

For the switching tube 100 being an N-type MOS tube: when the switch of the second switch module K2 is off, that is, the diode D3 is off, if the switch of the first switch module K1 is on (short), the parking power supply DC1 or the standby power supply DC2 divides the voltage between the gates and the sources of the N-type MOS transistors through the resistor R1, the diode D1, the diode D2 and the resistor R2, so that the conduction saturation requirement of the N-type MOS transistors is met, and the N-type MOS transistors are in conduction saturation, otherwise, the parking power supply DC1 or the standby power supply DC2 divides the voltage between the gates and the sources of the N-type MOS transistors through the resistor R1, the diode D1, the diode D2 and the resistor R2 to be zero, and the N-type MOS transistors are off; when the switch of the second switch module K2 is turned on, i.e., the diode D3 is turned on, the potential from the anode of the diode D3 to the parking power DC1 is clamped to a level below about 0.7V, so that the potential from the anode of the diode D1 having its anode connected to the anode of the diode D3 to the cathode of the parking power DC1 is equal to the clamped potential from the anode of the diode D3 to the parking power DC1, i.e., the potential from the anode of the diode D1 to the cathode of the parking power DC1 is clamped to a level below about 0.7V, so that the diode D1 and the diode D2 in the forward string are not turned on, and no voltage is applied to the gate of the N-type MOS transistor, and at this time, the N-type MOS transistor is turned off regardless of whether the switch of the first switch module K1 is turned on or not.

When the switch tube 100 is in the off state, no current flows through the fourth voltage type relay coil KV41, the fourth voltage type relay does not work, and the contact of the fourth voltage type relay is in the static state.

When the switching tube 100 is in conduction saturation, the fourth voltage type relay coil KV41 has current passing through, the fourth voltage type relay works, and the contact of the fourth voltage type relay is in dynamic state.

When the second switch module K2 is asserted as intact, during the switch off period of the second switch module K2: when the switching tube 100 is turned off, that is, the contact of the fourth voltage type relay is in a static state, it indicates that the switch of the first switch module K1 is also in a good state; the switch tube 100 is in saturation, i.e. the contact of the fourth voltage type relay is in dynamic state, and the switch of the first switch module K1 is considered to be in on (short circuit) state as damage.

When the second switch module K2 is asserted as sound, during the switch-on of the second switch module K2: the switch tube 100 is turned off and the contacts of the fourth voltage type relay are in a static state regardless of whether the switch of the first switch module K1 is turned on, i.e. during the on-period of the switch of the second switch module K2, the switch failure short-circuit detection loop does not detect and identify whether the switch of the first switch module K1 is damaged.

The diodes D4, D5, and D6 are switching diodes, the diodes D5 and D6 are silicon switching diodes, and the diode D4 is a silicon switching diode or a germanium switching diode.

The switching tube 200 is an N-type MOS tube or an NPN-type triode, the N-type MOS tube is an N-channel enhancement type MOS tube, and the NPN-type triode is an NPN-type switching triode; when the switching tube 200 is an N-type MOS tube, the gate (G) of the N-type MOS tube is the control end of the switching tube 200, the drain (D) of the N-type MOS tube is the high potential end of the switching tube 200, and the source (S) of the N-type MOS tube is the low potential end of the switching tube 200; when the switch 200 is an NPN transistor, a base of the NPN transistor is a control terminal of the switch 200, a collector of the NPN transistor is a high potential terminal of the switch 200, and an emitter of the NPN transistor is a low potential terminal of the switch 200. When the switch of the second switch module K2 is on: if the second voltage type relay normally open contact KV22 is disconnected and the emergency stop solenoid valve standby coil VC2 is in a non-disconnected state, the diode D4 is turned on, and the potential from the anode of the diode D4 to the cathode of the stop power supply DC1 is clamped to a level of about 0.7V or less, so that the potential from the anode of the diode D6, which is connected with the anode of the diode D4, to the cathode of the stop power supply DC1 is equal to the potential from the anode of the diode D4 to the cathode of the stop power supply DC1, that is, the potential from the anode of the diode D6 to the cathode of the stop power supply DC1 is clamped to a level of about 0.7V or less, so that the forward-series diode D6 and the diode D5 are cut off, no conduction control signal is sent to the control end of the switching tube 200, and the switching tube 200 is cut off; secondly, when the normally open contact KV22 of the second voltage type relay is switched on, no matter what state the emergency stop solenoid valve standby coil VC2 is in, the potential from the anode of the diode D6 to the cathode of the stop power supply DC1 is clamped to about 0V by the switch of the second switch module K2, so that the diode D6 and the diode D5 which are connected in series in the forward direction are cut off, no conduction control signal is sent to the control end of the switch tube 200, and the switch tube 200 is cut off; if the normally open contact KV22 of the second voltage type relay is disconnected and the emergency stop solenoid valve standby coil VC2 is in a disconnected state, the stop power supply DC1 and the standby power supply DC2 cannot be sent to the anodes of the diode D4 and the diode D6 through the emergency stop solenoid valve standby coil VC2 and the resistor R3, the potential from the anode of the diode D6 to the cathode of the stop power supply DC1 is 0V, no conduction control signal is sent to the control end of the switch tube 200, and the switch tube 200 is cut off; the novel hydraulic power generating device has the advantages that: when the switch of the second switch module K2 is on, no conducting control signal is sent to the control terminal of the switch tube 200, and the switch tube 200 is turned off. When the switch of the second switching module K2 is open: if the second voltage type relay normally open contact KV22 is disconnected and the emergency stop solenoid valve standby coil VC2 is in a non-disconnected state, the diode D4 is turned off, the stop power supply DC1 or the standby power supply DC2 sends a conduction control signal of the switching tube 200 to the control end of the switching tube 200 through the emergency stop solenoid valve standby coil VC2 via the resistor R3, the diode D6, the diode D5, and the resistor R4, and the switching tube 200 is saturated in conduction; if the second voltage type relay normally-open contact KV22 is disconnected and the emergency stop solenoid valve standby coil VC2 is in a disconnected state, the parking power supply DC1 and the standby power supply DC2 cannot be sent to the anode of the diode D6 through the emergency stop solenoid valve standby coil VC2 through the resistor R3, the potential from the anode of the diode D6 to the cathode of the parking power supply DC1 is 0V, therefore, no conduction control signal is sent to the control end of the switch tube 200, and the switch tube 200 is cut off; if the normally open contact KV22 of the second voltage type relay is switched on and the emergency stop solenoid valve standby coil VC2 is in a non-off state, the diode D4 is cut off, the stop power supply DC1 or the standby power supply DC2 sends a conduction control signal of the switching tube 200 to the control end of the switching tube 200 through the emergency stop solenoid valve standby coil VC2 through the resistor R3, the diode D6, the diode D5 and the resistor R4, and the switching tube 200 is conducted and saturated; fourthly, if the normally-open contact KV22 of the second voltage type relay is switched on and the emergency stop solenoid valve standby coil VC2 is in a disconnected state, the stop power supply DC1 and the standby power supply DC2 cannot be transmitted to the anode of the diode D6 through the emergency stop solenoid valve standby coil VC2 and the resistor R3, the potential from the anode of the diode D6 to the cathode of the stop power supply DC1 is 0V, therefore, no conduction control signal is transmitted to the control end of the switch tube 200, and the switch tube 200 is cut off; comprehensive the anticipating is found in the way of the aforesaid: firstly, when the switch of the second switch module K2 is in an off state and the emergency stop solenoid valve standby coil VC2 is in a non-off state, a conduction control signal is sent to the control end of the switch tube 200, and the switch tube 200 is conducted and saturated; when the switch of the second switch module K2 is off and the emergency stop solenoid valve standby coil VC2 is in an off state, no conduction control signal is sent to the control end of the switch tube 200, and the switch tube 200 is cut off; in fact, in the present invention: when the switch of the second switch module K2 is in the off state, the condition that the normally open contact KV22 of the second voltage type relay is on does not exist.

When the switch of the second switch module K2 is on, the second voltage type relay normally open contact KV22 is off, and the emergency stop solenoid valve backup coil VC2 is in a non-open state (considered intact), the diode D4 is turned on, the switch tube 200 is turned off, the parking power supply DC1 or the backup power supply DC2 forms a power-on loop through the emergency stop solenoid valve backup coil VC2 via the switch of the resistor R3, the diode D4, and the second switch module K2, and selects a proper resistance value of the resistor R3 to make the loop current be between three fifths to one third of the minimum holding current of the emergency stop solenoid valve backup coil VC2 required by the emergency stop solenoid valve, and include three fifths and one third, so that the emergency stop solenoid valve backup coil VC2 in the standby emergency stop backup loop is pre-energized by the resistor R3 during the emergency stop, and is to be switched to the emergency stop backup loop, namely, when the normally open contact KV22 of the second voltage type relay is switched on, the emergency stop solenoid valve standby coil VC2 in the emergency stop standby loop is quickly magnetized to close the controlled valve, so that emergency stop is performed.

When the switch of the second switch module K2 is off and the emergency stop solenoid backup coil VC2 is in an open-circuit state (considered intact), the branch of the diode D4 is not turned on, and the resistances of the resistors R4 and R5 are selected, so that the on-state control signal sent to the control end of the switching tube 200 by the parking power supply DC1 or the backup power supply DC2 through the emergency stop solenoid backup coil VC2 via the resistor R3, the diode D6, the diode D5 and the resistor R4 meets the on-state saturation requirement of the switching tube 200. The preferred switch tube 200 of the present invention is an N-type MOS tube.

When the switching tube 200 is cut off, the fifth voltage type relay coil KV51 is not energized, that is, the contact of the fifth voltage type relay is in a static state, the fifth voltage type relay normally open contact KV52 is in an off state, and the fifth fault indicator lamp MIL5 is off.

When the switching tube 200 is conducted and saturated, the coil KV51 of the fifth voltage type relay is electrified, namely, the contact of the fifth voltage type relay is in a dynamic state, the normally open contact KV52 of the fifth voltage type relay is in a connected state, and the fifth fault indicator lamp MIL5 is lightened.

The emergency stop main loop undercurrent switching control loop is used for: when an under-current control signal emitted by a main coil circuit of an emergency stop solenoid valve is received during emergency stop, the emergency stop solenoid valve is controlled to be switched to an emergency stop standby circuit for emergency stop; the emergency stop electromagnetic valve undercurrent switching control loop is used for controlling and switching to an emergency stop standby loop for emergency stop when the main loop of the emergency stop is in overcurrent.

The emergency stop main circuit overcurrent and switch failure short circuit control circuit of the first switch module comprises: when the emergency shutdown main circuit is used for overcurrent of the emergency shutdown main circuit during emergency shutdown and switch failure short circuit of the first switch module during non-emergency shutdown, the physical cutoff protection is carried out on the emergency shutdown main circuit, the alarm prompt of the second fault indicator lamp MIL2 is carried out through the overcurrent of the emergency shutdown main circuit and the failure alarm circuit of the first switch module, the physical cutoff protection on the emergency shutdown main circuit is stopped (released) when the shutdown power supply DC1 and the standby power supply DC2 are to be removed, otherwise, the physical cutoff protection on the emergency shutdown main circuit is kept in the emergency shutdown period and the non-emergency shutdown period after the diesel engine, namely, the physical cutoff protection on the emergency shutdown main circuit is kept in the whole execution process after the diesel engine. When an overcurrent control signal sent out by the main emergency parking loop is received during emergency parking, the main emergency parking loop is physically cut off and protected, and the main emergency parking loop is kept in the whole later execution process of the diesel engine and is terminated (released) when the parking power supply DC1 and the standby power supply DC2 are removed; when a switch failure short-circuit control signal of the first switch module is received during non-emergency parking, the emergency parking main loop is subjected to physical cut-off/cut-off maintaining protection, and is kept in the whole later execution process of the diesel engine, and the emergency parking main loop is terminated (released) when the parking power supply DC1 and the standby power supply DC2 are removed; when the switch failure short circuit of the first switch module is detected during the non-emergency stop, the physical cut-off protection is carried out on the main loop of the emergency stop, and the problem of false emergency stop caused by the switch failure short circuit of the first switch module during the non-emergency stop is solved. When the main loop of the emergency stop is in an overcurrent state and the switch failure short-circuit control loop of the first switch module is in a physical cut-off protection state, the emergency stop is carried out by directly switching to the emergency stop standby loop through the main loop undercurrent switching control loop of the emergency stop when the diesel engine is in emergency stop.

The first fault indicating lamp MIL1 is used for indicating an undercurrent when the main loop of the emergency stop is not physically cut off during the emergency stop, that is, indicating an undercurrent when the normally closed contact KV33 of the third voltage type relay is not opened, and when the first fault indicating lamp MIL1 is lit, it indicates that the main loop of the emergency stop may have increased contact failure resistance or the main loop VC1 of the emergency stop is opened or the other places of the main loop are opened, such as the switch failure open of the first switch module, and of course, the supplied power source may be damaged to cause insufficient supplied current.

The emergency stop main circuit overcurrent and switch failure short-circuit control circuit of the first switch module receives an overcurrent or switch failure short-circuit control signal of the first switch module, the third voltage type relay is electrified and self-locked/kept self-locked, and a contact of the third voltage type relay is in an action state.

When the contact of the third voltage type relay is in an action state, the second fault indicator lamp MIL2 is used for lighting the second fault indicator lamp MIL2, and the second lighted fault indicator lamp MIL2 shows that the main loop of the emergency stop is overcurrent or/and the switch of the first switch module is failed and short-circuited:

when the second fault indicator lamp MIL2 is lightened by being extinguished during the emergency stop of the diesel engine, the overcurrent of a main loop of the emergency stop vehicle is indicated;

when the second fault indicator lamp MIL2 is turned on by being turned off during the non-emergency stop of the diesel engine, the short circuit of the first switch module is indicated to be failed;

thirdly, when the fourth fault indicating lamp MIL4 is kept in an off state all the time during the emergency stop and the non-emergency stop of the diesel engine, the second fault indicating lamp MIL2 which is lightened shows that the main loop of the emergency stop is in overcurrent;

fourthly, when the second fault indicator lamp MIL2 is lightened by being extinguished during the emergency stop of the diesel engine, the fourth fault indicator lamp MIL4 is lightened during the non-emergency stop, and the second fault indicator lamp MIL2 which is subsequently lightened shows that the main loop of the emergency stop is over-current and the switch of the first switch module is failed and short-circuited;

and when the second fault indicator lamp MIL2 is lightened by being extinguished during the non-emergency stop of the diesel engine, the second fault indicator lamp MIL2 which is subsequently lightened indicates that the switch of the first switch module is in failure and short circuit.

The fourth fault indicating lamp MIL4 is used for short-circuit indication when the switch of the first switch module K1 fails during non-emergency stop of the diesel engine, and if the switch of the first switch module K1 fails and is short-circuited during non-emergency stop of the diesel engine, the fourth fault indicating lamp MIL4 is turned on, otherwise, the fourth fault indicating lamp MIL4 is kept turned off. In the present invention, since the second switch module K2 is determined to be in a good state, the fourth malfunction indicator lamp MIL4 is in an off state during an emergency stop of the diesel engine.

The third fault indicator lamp MIL3 is used for prompting when the parking power supply DC1 fails, and when the parking power supply third fault indicator lamp MIL3 is lit, it indicates that the output voltage of the parking power supply DC1 is lower than the maintaining voltage of the first voltage type relay coil KV11 or equal to zero, and here, when the output voltage of the parking power supply DC1 is lower than the maintaining voltage of the first voltage type relay coil KV11 or equal to zero, it is determined that the parking power supply DC1 fails (or the parking power supply DC1 is called to lose power or lose voltage).

The fifth fault indicating lamp MIL5 is used for lighting the fifth fault indicating lamp MIL5 to prompt a user that the emergency stop solenoid valve standby coil VC2 is in good contact if the emergency stop solenoid valve standby coil VC2 is in a non-open-circuit state during a non-emergency stop period of the diesel engine, that is, when the switch of the second switch module K2 is in an open state, or else, turning off the fifth fault indicating lamp MIL5 to prompt the user that the emergency stop solenoid valve standby coil VC2 is in an open circuit state.

The rated voltage of the first voltage type relay coil KV11 is greater than the rated voltage of the parking power supply DC1, so that the first voltage type relay coil KV11 can maintain the voltage close to the rated voltage of the parking power supply DC1, and the contact of the first voltage type relay is ensured to be changed from static state to dynamic state, and the rated voltage of the first voltage type relay coil KV11 is selected to be 106% of the rated voltage of the parking power supply DC1.

The maximum current allowed to flow by the first voltage-type relay bidirectional contact KV12, the second voltage-type relay normally-open contact KV22 and the third voltage-type relay normally-closed contact KV33 is larger than or equal to the rated current of the stop power supply DC1.

The first current-type relay coil KI11 described above: when the flowing current is larger than or equal to the rated current, the contact of the first current type relay acts, namely a normally open contact is connected, and the normally closed contact is disconnected; when the flowing current is smaller than the rated current, the contact of the first current type relay is in a static state, namely the normally open contact is opened, and the normally closed contact is closed.

The above-described second current-type relay coil KI 21: when the current flowing through the second current type relay is larger than the rated current, the contact of the second current type relay acts, namely the normally open contact is connected, and the normally closed contact is disconnected; when the flowing current is less than or equal to the rated current, the contact of the second current type relay is in a static state, namely the normally open contact is disconnected, and the normally closed contact is connected.

The rated current of the first current-type relay coil KI11 is set to be equal to the minimum holding current of the main coil VC1 of the emergency stop solenoid; the rated current of the second current-type relay coil KI21 is set to be equal to the maximum allowable current of the main coil VC1 of the scram solenoid.

The minimum holding current of the main coil VC1 of the emergency stop solenoid valve is the minimum current that can ensure that the emergency stop solenoid valve normally works and flows through the main coil VC1 of the emergency stop solenoid valve.

The maximum allowable current of the main coil VC1 of the emergency stop solenoid valve is the maximum working current which can ensure the normal work of the emergency stop solenoid valve and can not burn out the main coil VC1 of the emergency stop solenoid valve.

When the current flowing through the main coil VC1 of the emergency stop solenoid valve is between the minimum holding current and the maximum allowable current during emergency stop, the main coil VC1 of the emergency stop solenoid valve is determined to be in a normal working state, and otherwise, the main loop of the emergency stop solenoid valve is determined to have a fault.

The minimum maintaining current of the emergency stop solenoid valve standby coil VC2 is the minimum current which can ensure that the emergency stop solenoid valve works normally and flows through the emergency stop solenoid valve standby coil VC2.

The output of the parking power supply DC1 is determined to be a normal output when the contact of the first voltage type relay is attracted (operated).

The switching process between the stopping power supply DC1 and the standby power supply DC2 of the diesel engine emergency stopping circuit is as follows:

the common end of a first voltage type relay bidirectional contact KV12 is connected with a normally open end, and a parking power supply DC1 supplies power to a parking loop;

the common end of a first voltage type relay bidirectional contact KV12 is connected with a normally closed end, and is switched to a standby power supply (DC2) to supply power to a parking loop;

3) when the standby power supply DC2 supplies power to the parking loop and the output of the power supply DC1 to be parked is recovered to be normal, the first voltage type relay coil KV11 is powered on, and the contact of the first voltage type relay acts:

the common end of a first voltage type relay bidirectional contact KV12 is connected with a normally open end, and a parking power supply DC1 is recovered to supply power to a parking loop;

and the normally closed contact KV13 of the first voltage type relay is disconnected, and the lighted third fault indicator lamp MIL3 is extinguished.

In the invention: because the resistance values of the bias resistors R4 and R5 are very large, once the emergency stop is carried out by switching to an emergency stop standby loop during emergency stop, after the switch of the second switch module K2 is disconnected, the path current formed by the second voltage type relay coil KV21 through the closed second voltage type relay normally-open contact KV22 is very small, so that the current flowing through the second voltage type relay coil KV21 is far smaller than the requirement that the second voltage type relay keeps pull-in, namely after the switch of the second switch module K2 is disconnected, the contact of the second voltage type relay is restored to be static.

Claims

1. A diesel engine emergency stop circuit comprises a stop power supply (DC1), a standby power supply (DC2), an alarm power supply (DC3), a first voltage type relay, a second voltage type relay, a third voltage type relay, a fourth voltage type relay, a fifth voltage type relay, a first current type relay, a second current type relay, an emergency stop solenoid valve, a first fault indicator lamp (MIL1), a second fault indicator lamp (MIL2), a third fault indicator lamp (MIL3), a fourth fault indicator lamp (MIL4), a fifth fault indicator lamp (MIL5), a first switch module (K1), a second switch module (K2), a switch tube (100), a switch tube (200), a diode D1, a diode D2, a diode D3, a diode D4, a diode D5, a diode D6, a resistor R1, a resistor R2, a resistor R3, a resistor R4, a resistor R5; the electromagnetic valve for emergency stop is a double-coil electromagnetic valve for emergency stop, namely, the coil of the electromagnetic valve for emergency stop consists of a main coil and a standby coil; the first voltage type relay coil (KV11) is directly connected with the parking power supply (DC1) in parallel, the anode of the parking power supply (DC1) is connected with the normally open end of the first voltage type relay bidirectional contact (KV12), the anode of the standby power supply (DC2) is connected with the normally closed end of the first voltage type relay bidirectional contact (KV12), and the cathode of the standby power supply (DC2) is connected with the cathode of the parking power supply (DC 1); after a first current type relay coil (KI11) is sequentially connected in series with a second current type relay coil (KI21), a third voltage type relay normally-closed contact (KV33), an emergency stop solenoid valve main coil (VC1) and a switch of a first switch module (K1), the other end of the first current type relay coil (KI11) is connected with the common end of the first voltage type relay bidirectional contact (KV12), the other end of the switch of the first switch module (K1) is connected with the negative electrode of a stop power supply (DC1) to form a first stop loop with the stop power supply (DC1) or a standby power supply (DC2), and the first stop loop is an emergency stop main loop, namely an emergency stop solenoid valve main coil loop; after an emergency stop solenoid valve standby coil (VC2) is sequentially connected in series with switches of a second voltage type relay normally-open contact (KV22) and a second switch module (K2), the other end of the emergency stop solenoid valve standby coil (VC2) is connected with the common end of a first voltage type relay bidirectional contact (KV12), the other end of the switch of the second switch module (K2) is connected with the negative electrode of a stop power supply (DC1), and forms a second stop loop with the stop power supply (DC1) or the standby power supply (DC2), wherein the second stop loop is an emergency stop standby loop, namely an emergency stop solenoid valve standby coil loop; after a second current type relay normally-open contact (KI22), a third voltage type relay normally-open contact (KV32) and a fourth voltage type relay normally-open contact (KV42) are mutually connected in parallel, one end of the second current type relay normally-open contact is connected with a third voltage type relay coil (KV31) in series and then connected with a public end of a first voltage type relay bidirectional contact (KV12), the other end of the second current type relay normally-open contact is connected with a negative electrode of a parking power supply (DC1), and the second current type relay normally-open contact, the third current type relay normally-open contact and the third voltage type relay normally-open contact form a third parking loop together with the parking power supply (DC1) or a standby power supply (DC2), wherein the third parking loop is an emergency parking main loop overcurrent and switch failure short circuit control loop of the first switch module; one end of a first current type relay normally closed contact (KI12) is connected with a common end of a first voltage type relay bidirectional contact (KV12), the other end of the first current type relay normally closed contact is connected with a second voltage type relay coil (KV21) in series and then is connected to a connecting line of a second voltage type relay normally open contact (KV22) and a second switch module (K2) switch, and the connecting line and a parking power supply (DC1) or a standby power supply (DC2) form a fourth parking loop, and the fourth parking loop is an emergency parking main loop undercurrent switching control loop; one end of a fourth voltage type relay coil (KV41) is connected with the common end of a first voltage type relay bidirectional contact (KV12), the other end of the fourth voltage type relay coil is connected with the high-potential end of a switch tube (100), the low-potential end of the switch tube (100) is connected to a connecting line of an emergency stop solenoid valve main coil (VC1) and a switch of a first switch module (K1), one end of a resistor R1 is connected with the common end of the first voltage type relay bidirectional contact (KV12), the other end of the resistor R1 is connected with the anode of a diode D1 and the anode of a diode D3 in parallel, the cathode of a diode D3 is connected to the connecting line of a second voltage type relay normally open contact (KV22) and a switch of a second switch module (K2), the cathode of a diode D1 is connected with the anode of a diode D2, the cathode of the diode D2 is connected with the control end of the switch tube (100) and one end of a resistor R2 in parallel, and the other end of the resistor R2 is connected with the cathode of a parking power supply (DC1), a fifth parking loop is formed by the emergency parking main loop and a parking power supply (DC1) or a standby power supply (DC2), and the fifth parking loop is a switch failure short-circuit detection loop of a first switch module in the emergency parking main loop; one end of a resistor R3 is connected to a connecting line of an emergency stop solenoid valve standby coil (VC2) and a second voltage type relay normally-open contact (KV22), the other end of the resistor R3 is connected with the anode of a diode D4 and the anode of a diode D6 in parallel, the cathode of the diode D4 is connected to the connecting line of a second voltage type relay normally-open contact (KV22) and a second switch module (K2) switch, the cathode of the diode D6 is connected with the anode of a diode D5, the cathode of a diode D5 is connected with one end of a resistor R4, the other end of the resistor R4 is connected with the control end of a switch tube (200) and one end of a resistor R5 in parallel, the other end of the resistor R5 is connected with the cathode of a stop power supply (DC1), the low potential end of the switch tube (200) is connected with the cathode of the stop power supply (DC1), the high potential end of the switch tube (200) is connected with a fifth voltage type relay coil (KV51) in series and then connected with the common end 12 of the first voltage type relay normally-open contact (KV12), a sixth parking loop is formed by the emergency parking solenoid valve and a parking power supply (DC1) or a standby power supply (DC2), and the sixth parking loop is an emergency parking solenoid valve standby coil pre-electrifying and open circuit detection loop in the emergency parking standby loop; the normally closed contact (KV13) of the first voltage type relay is connected with a third fault indicator lamp (MIL3) in series and then is connected with an alarm power supply (DC3) in parallel, and the normally closed contact and the alarm power supply (DC3) form a parking power supply failure alarm loop; the common end of the third voltage type relay two-way contact (KV34) is connected with the anode of an alarm power supply (DC3), the normally open end of the third voltage type relay two-way contact (KV34) is connected with a second fault indicator lamp (MIL2) in series and then is connected with the cathode of the alarm power supply (DC3), and the third voltage type relay two-way contact and the alarm power supply (DC3) form an emergency stop main loop overcurrent and first switch module failure alarm loop; the normally closed end of the third voltage type relay bidirectional contact (KV34) is connected in series with the second voltage type relay normally open contact (KV23) and the first fault indicator lamp (MIL1), then is connected with the negative electrode of the alarm power supply (DC3), and forms an emergency stop main loop undercurrent alarm loop with the alarm power supply (DC 3); a fourth voltage type relay normally open contact (KV43) is connected in series with a fourth fault indicator lamp (MIL4) and then is connected with an alarm power supply (DC3) in parallel, and forms a switch failure short circuit alarm loop of the first switch module with the alarm power supply (DC 3); a fifth voltage type relay normally-open contact (KV52) is connected in series with a fifth fault indicator lamp (MIL5) and then is connected with an alarm power supply (DC3) in parallel, and forms an emergency stop electromagnetic valve standby coil circuit breaking alarm loop with the alarm power supply (DC 3); the control end of the first switch module (K1) and the control end of the second switch module (K2) are connected in parallel and then connected with the output of the diesel engine main control module; the switch tube (100) is an N-type MOS tube, or the switch tube (100) is an NPN-type triode; the switch tube (200) is an N-type MOS tube, or the switch tube (200) is an NPN-type triode.

2. The emergency stop circuit of the diesel engine according to claim 1, wherein the emergency stop solenoid valve is a dual-coil emergency stop solenoid valve, that is, the coil of the emergency stop solenoid valve is composed of a main coil and a standby coil, any one of the two coils is electrified or the two coils are electrified simultaneously, and the emergency stop solenoid valve is magnetically operated to close a gas-cut or oil-cut valve controlled by the emergency stop solenoid valve, so that the emergency stop of the diesel engine is realized; when the two groups of coils are in a power-off state, the emergency stop electromagnetic valve is in a power-off state, and a valve for controlling the emergency stop electromagnetic valve to cut off gas or oil is opened; one of the two groups of coils of the emergency stop electromagnetic valve is set as a main coil (VC1) of the emergency stop electromagnetic valve, and the other group is set as a standby coil (VC2) of the emergency stop electromagnetic valve.

3. A diesel engine emergency stop circuit according to claim 1, characterized in that the rated current setting of the first current-type relay coil (KI11) is equal to the minimum holding current of the main coil (VC1) of the emergency stop solenoid; the rated current of the second current-type relay coil (KI21) is set to be equal to the maximum allowable current of a main coil (VC1) of the emergency stop solenoid valve.

4. The emergency stop circuit for diesel engine according to claim 1, wherein said first voltage type relay bidirectional contact (KV12), said second voltage type relay normally open contact (KV22), and said third voltage type relay normally closed contact (KV33) allow the maximum current to flow equal to or greater than the rated current of the stop power supply (DC 1).

5. A diesel engine emergency stop circuit according to claim 3, characterized in that the minimum holding current of the main winding (VC1) of the emergency stop solenoid valve is: and ensuring that the emergency stop solenoid valve works normally and the minimum current flows through a main coil (VC1) of the emergency stop solenoid valve.

6. A diesel engine emergency stop circuit according to claim 3, characterized in that the maximum allowable current of the main winding (VC1) of the emergency stop solenoid valve is: the normal work of the emergency stop electromagnetic valve is ensured, and the maximum working current of a main coil (VC1) of the emergency stop electromagnetic valve is not burnt out.

7. The emergency stop circuit for the diesel engine according to claim 1, wherein when the switching tube (100) and the switching tube (200) are N-type MOS tubes, gates of the N-type MOS tubes are control terminals of the switching tube (100) and the switching tube (200), drains of the N-type MOS tubes are high potential terminals of the switching tube (100) and the switching tube (200), and sources of the N-type MOS tubes are low potential terminals of the switching tube (100) and the switching tube (200); when the switching tube (100) and the switching tube (200) are NPN type triodes, the base electrodes of the NPN type triodes are the control ends of the switching tube (100) and the switching tube (200), the collector electrodes of the NPN type triodes are the high potential ends of the switching tube (100) and the switching tube (200), and the emitter electrodes of the NPN type triodes are the low potential ends of the switching tube (100) and the switching tube (200).

8. The emergency stop circuit for diesel engine of claim 1, wherein said diode D1, diode D2, diode D3, diode D4, diode D5 and diode D6 are all switching diodes; the N-type MOS tube is an N-channel enhanced MOS tube; the NPN type triode is an NPN type switching triode.

9. A method for implementing an emergency stop circuit for a diesel engine as claimed in any one of claims 1 to 3, comprising the steps of:

first, parking power (DC1) and backup power (DC2) switching process

1) When the output of the parking power supply (DC1) is normal, a first voltage type relay coil (KV11) is electrified, and the contact of the first voltage type relay acts:

a common end of a first voltage type relay bidirectional contact (KV12) is connected with a normally open end, a parking power supply (DC1) supplies power to a parking loop,

the first voltage type relay normally-closed contact (KV13) is disconnected, and the third fault indicator lamp (MIL3) is turned off;

2) when the parking power supply (DC1) fails, the first voltage type relay coil (KV11) loses power, and the contact of the first voltage type relay is restored to be static:

a common end of a first voltage type relay bidirectional contact (KV12) is connected with a normally closed end, and is switched to a standby power supply (DC2) to supply power to a parking loop,

secondly, the first voltage type relay normally-closed contact (KV13) is connected, and a third fault indicator lamp (MIL3) is lightened to prompt a user that the parking power supply (DC1) fails;

3) when the output of the power supply (DC1) to be parked is recovered to be normal during the period that the standby power supply (DC2) supplies power to the parking loop, the first voltage type relay coil (KV11) is electrified, and the contact of the first voltage type relay acts:

the common end of a first voltage type relay bidirectional contact (KV12) is communicated with a normally open end, a parking power supply (DC1) is recovered to supply power to a parking loop,

the first voltage type relay normally-closed contact (KV13) is disconnected, and a lighted third fault indicator lamp (MIL3) is turned off;

second, process for controlling parking loop

1) The second switch module (K2) is considered intact, and the first switch module (K1) is set to unknown whether it is good or bad:

when the diesel engine main control module sends out an emergency stop control signal to the first switch module (K1) and the second switch module (K2), the switch of the second switch module (K2) is switched on, whether the switch of the first switch module (K1) is switched on or not is unknown,

when the diesel engine main control module does not send out an emergency stop control signal to the first switch module (K1) and the second switch module (K2), the switch of the second switch module (K2) is turned off, and whether the switch of the first switch module (K1) is turned off is unknown;

2) when the switch of the second switch module (K2) is in the on state, namely during the emergency stop, the switch tube (100) is cut off, and the switch tube (200) is cut off:

the switching tube (100) is turned off, the contact of the fourth voltage type relay is in a static state, a control signal is not generated for the third voltage type relay, and the fourth fault indicating lamp (MIL4) is turned off,

the switch tube (200) is cut off, the contact of the fifth voltage type relay is in a static state, the fifth fault indicator lamp (MIL5) is turned off,

when the second voltage type relay normally-open contact (KV22) is in an open state:

firstly, if the emergency stop electromagnetic valve standby coil (VC2) is in a non-broken state, the emergency stop electromagnetic valve standby coil (VC2) in the standby emergency stop standby loop is pre-electrified through a resistor R3, the pre-electrified current is enabled to be between three fifths to one third of the minimum maintaining current of the emergency stop electromagnetic valve standby coil (VC2) through setting the resistance value of the resistor R3, when a second voltage type relay normally open contact (KV22) is switched on, the emergency stop electromagnetic valve standby coil (VC2) quickly enters the normal through current to be magnetized, the emergency stop electromagnetic valve quickly acts to close a controlled valve to perform emergency stop,

if the emergency stop solenoid valve standby coil (VC2) is in a broken circuit state, no current passes through the emergency stop solenoid valve standby coil (VC2), when the second voltage type relay normally open contact (KV22) is switched on, no current still passes through the emergency stop solenoid valve standby coil (VC2), and the emergency stop solenoid valve cannot close a controlled valve;

3) when the switch of the second switch module (K2) is in the open state, i.e. during non-emergency stops:

if a switch of a first switch module (K1) is off, a switch tube (100) is turned off, a contact of a fourth voltage type relay is in a static state, a control signal is not generated for the third voltage type relay, a fourth fault indicating lamp (MIL4) is turned off,

secondly, if the switch of the first switch module (K1) is switched on, the switch tube (100) is conducted and saturated, and the contact of the fourth voltage type relay is in a dynamic state:

a. the normally open contact (KV42) of the fourth voltage type relay is switched on to generate a control signal for the third voltage type relay, if the third voltage type relay is electrified and self-locked, the third voltage type relay keeps electrified and self-locked, otherwise, the third voltage type relay is triggered to be electrified and self-locked,

b. the fourth voltage type relay normally open contact (KV43) is connected, a fourth fault indicator lamp (MIL4) is lightened, a user is prompted to short circuit when the switch of the first switch module (K1) fails during the non-emergency stop,

if the emergency stop solenoid valve standby coil (VC2) is in a non-broken state, the switching tube (200) is conducted and saturated, the fifth voltage type relay coil (KV51) is electrified, namely, the contact of the fifth voltage type relay is in a dynamic state, the normally open contact (KV52) of the fifth voltage type relay is in a connected state, and the fifth fault indicator lamp (MIL5) is lightened,

fourthly, if the emergency stop electromagnetic valve standby coil (VC2) is in an open circuit state, the switching tube (200) is cut off, the fifth voltage type relay coil (KV51) is not electrified, namely, the contact of the fifth voltage type relay is in a static state, the fifth voltage type relay normally open contact (KV52) is in an open state, the fifth fault indicator lamp (MIL5) is turned off, and a user is prompted to open the emergency stop electromagnetic valve standby coil (VC2),

no matter whether the normally closed contact (KI12) of the first current type relay is connected or not, the coil (KV21) of the second voltage type relay is not electrified, the contact of the second voltage type relay is in a static state, and the first fault indicator lamp (MIL1) is turned off;

4) when a switch of a second switch module (K2) is in a switch-on state, namely during emergency stop, when the current passing through a main coil (VC1) of an emergency stop solenoid valve is larger than the maximum allowable current, the contact of a second current type relay is in a dynamic state, namely the normally open contact (KI22) of the second current type relay is switched on, a control signal is generated for a third voltage type relay, if the third voltage type relay is in power-on self-locking state, the third voltage type relay keeps power-on self-locking state, otherwise, the third voltage type relay is triggered to be powered on and self-locked;

5) when the switch of the second switch module (K2) is in an on state, namely during emergency stop, the current passing through the main coil (VC1) of the emergency stop solenoid valve is less than or equal to the maximum allowable current, the contact of the second current type relay is in a static state, namely the normally open contact (KI22) of the second current type relay is disconnected, and a control signal is not generated for the third voltage type relay;

the normally closed contact (KV33) of a third voltage type relay connected in series in an emergency stop main circuit is disconnected to perform physical cut-off protection on the emergency stop main circuit,

the public end of a second voltage type relay bidirectional contact (KV34) is connected with the normally open end, a second fault indicator lamp (MIL2) is lightened, and the user is prompted to emergency stop the main loop of the emergency stop to be in an overcurrent state or/and the first switch module to be in a switch failure short circuit state:

when the second fault indicator lamp (MIL2) is lighted by off during the emergency stop of the diesel engine, indicating that the main loop of the emergency stop is overcurrent,

② when the second fault indicating lamp (MIL2) is lighted by off during the non-emergency stop of the diesel engine, the failure short circuit of the switch of the first switch module (K1) is explained,

thirdly, when the fourth fault indicating lamp (MIL4) keeps in a turn-off state all the time during the emergency stop and the non-emergency stop of the diesel engine, the lighted second fault indicating lamp (MIL2) indicates that the main loop of the emergency stop is overcurrent,

fourthly, when the second fault indicator lamp (MIL2) is lightened by being extinguished during the emergency stop of the diesel engine, the fourth fault indicator lamp (MIL4) is lightened during the non-emergency stop, and the second fault indicator lamp (MIL2) which is subsequently lightened shows that the main loop of the emergency stop is over-current and the switch of the first switch module (K1) is in a failure short-circuit state,

when the second fault indicator lamp (MIL2) is lightened by being extinguished during the non-emergency stop of the diesel engine, the second fault indicator lamp MIL2 which is subsequently lightened shows that the switch of the first switch module (K1) is in a failure short circuit;

7) when a switch of a second switch module (K2) is in a switch-on state, namely during emergency stop, when the current passing through a main coil (VC1) of an electromagnetic valve for emergency stop is smaller than the minimum maintaining current, a contact of a first current type relay is in a static state, a normally closed contact (KI12) of the first current type relay is switched on, a coil (KV21) of a second voltage type relay is electrified, a contact of the second voltage type relay enters a dynamic state, an emergency stop standby loop is adopted to control emergency stop, and if the contact of a third voltage type relay is in the static state, a first fault indicator lamp (MIL1) is lightened to prompt a user of undercurrent of the main loop of the emergency stop without physical cut-off protection, otherwise, the first fault indicator lamp (MIL1) is turned off;

8) when the current flowing through the main coil (VC1) of the emergency stop electromagnetic valve is less than or equal to the maximum allowable current and greater than or equal to the minimum maintenance current, the main emergency stop loop controls the diesel engine to stop emergently;

9) when the third voltage type relay is electrified and self-locked, the parking power supply (DC1) and the standby power supply (DC2) are to be removed, and the contact of the third voltage type relay is restored to be static from dynamic state.

10. The method for realizing the emergency stop circuit of the diesel engine as claimed in claim 9, wherein the minimum maintaining current of the emergency stop solenoid valve standby coil (VC2) is: the minimum current flowing through the emergency stop solenoid valve standby coil (VC2) is ensured when the emergency stop solenoid valve works normally.