CN113232509A - Rail transit vehicle and load power supply control circuit and method thereof under emergency working condition - Google Patents
Rail transit vehicle and load power supply control circuit and method thereof under emergency working condition Download PDFInfo
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- CN113232509A CN113232509A CN202110667634.2A CN202110667634A CN113232509A CN 113232509 A CN113232509 A CN 113232509A CN 202110667634 A CN202110667634 A CN 202110667634A CN 113232509 A CN113232509 A CN 113232509A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L1/00—Supplying electric power to auxiliary equipment of vehicles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C17/00—Arrangement or disposition of parts; Details or accessories not otherwise provided for; Use of control gear and control systems
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2200/00—Type of vehicles
- B60L2200/26—Rail vehicles
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
Abstract
The invention discloses a rail transit vehicle and a load power supply control circuit and method thereof under an emergency condition, which relate whether power is supplied to a part of auxiliary loads with the starting of an auxiliary power supply, relate whether power is supplied to the part of the auxiliary loads in a delayed manner with the starting of the auxiliary power supply, and directly supply power to the part of the auxiliary loads (any auxiliary power supply can supply power to the part of the auxiliary loads when being started), so that the auxiliary loads are started and put into use in batches, thereby not only ensuring that all the auxiliary power supplies and the auxiliary loads are normally started under a network fault or a dormancy condition, but also avoiding the problem that the auxiliary loads require large capacity of a single auxiliary inverter when being all put into use at one time, and reducing the whole vehicle weight and the equipment arrangement difficulty.
Description
Technical Field
The invention belongs to the field of rail transit, and particularly relates to a rail transit vehicle and a load power supply control circuit and method thereof under an emergency working condition.
Background
With the vigorous development of the motor train units in the rail transit industry in the last 20 years, the operation lines of the motor train units basically cover all cities in the country, and thousands of motor train units are operated on line every day. The auxiliary power supply system is an important system of the motor train unit and bears the responsibility of providing power for passenger comfort loads such as a vehicle key system, a traction system, a passenger room air conditioning system, a bar counter and the like. Under any working condition, once the auxiliary power supply system breaks down, the passenger complains slightly, and the passenger is cleared to the production line seriously, so how to guarantee the safe and reliable operation of the vehicle, and the comfort of the passenger becomes the key management and control problem of vehicle design.
At present, the auxiliary load control of the motor train unit, particularly the long-grouping motor train unit, is divided into two modes, wherein one mode is normal network, and the load is controlled by the network to be put into batch; the other mode is network failure, the load is put into all at one time, and under the working condition, the capacity of a single auxiliary inverter is required to be large, so that the weight of the whole vehicle and the equipment arrangement difficulty are increased.
Disclosure of Invention
The invention aims to provide a rail transit vehicle and a load power supply control circuit and method thereof under an emergency working condition, and aims to solve the problems that the existing auxiliary load control mode requires a single auxiliary inverter to have large capacity, the whole vehicle weight is increased, and the equipment arrangement difficulty is increased.
The invention solves the technical problems through the following technical scheme: a load power supply control circuit under the emergency working condition of a rail transit vehicle comprises an auxiliary power supply module formed by connecting a plurality of auxiliary power supplies in parallel; part of auxiliary loads are connected with the auxiliary power supply module through contactor contacts, part of auxiliary loads are connected with the auxiliary power supply module through time delay relay contacts, and part of auxiliary loads are directly connected with the auxiliary power supply module; a contactor coil corresponding to an auxiliary load powered by the same auxiliary power supply is connected in parallel with a time delay relay coil corresponding to the auxiliary load to form a first branch circuit; the first branch circuit, a normally open contact of the emergency traction relay and a starting switch contact of the auxiliary power supply corresponding to the first branch circuit are connected in series to form a second branch circuit; the second branch is connected to a DC110V power supply.
Furthermore, each auxiliary power supply corresponds to each vehicle section one by one, part of auxiliary loads of each vehicle section are connected with the auxiliary power supply module through contactor contacts, part of auxiliary loads of each vehicle section are connected with the auxiliary power supply module through delay relay contacts, and part of auxiliary loads of each vehicle section are directly connected with the auxiliary power supply module; and a first branch circuit formed by connecting a contactor coil and a time delay relay coil in parallel, a normally open contact of an emergency traction relay and a starting switch contact of the auxiliary power supply are connected in series to form a second branch circuit.
Furthermore, the starting switch contact is a starting relay contact, and the power on/off of the starting relay coil is controlled by whether the corresponding auxiliary power supply is started or not.
The invention also provides a method for controlling load power supply by using the load power supply control circuit under the rail transit vehicle emergency working condition, which comprises the following steps:
step 1: judging whether the vehicle is in an emergency traction mode, if so, closing a normally open contact of an emergency traction relay, and turning to the step 2;
step 2: judging whether the first auxiliary power supply is started, if not, disconnecting a starting switch contact of the first auxiliary power supply, stopping the first auxiliary power supply, and turning to the step 3;
otherwise, a starting switch contact of the first auxiliary power supply is closed, a contactor coil and a delay relay coil corresponding to the first auxiliary power supply are electrified, a contactor contact corresponding to an auxiliary load powered by the first auxiliary power supply is closed, a delay relay contact corresponding to an auxiliary load powered by the first auxiliary power supply is closed in a delayed manner, power is supplied to a part of auxiliary loads powered by the first auxiliary power supply, a part of auxiliary loads are powered in a delayed manner, and a part of auxiliary loads are directly powered; and turning to step 3;
and step 3: judging whether the next auxiliary power supply is started, if not, disconnecting a starting switch contact of the auxiliary power supply, and stopping the auxiliary power supply;
otherwise, the starting switch contact of the auxiliary power supply is closed, the contactor coil and the time delay relay coil corresponding to the auxiliary power supply are electrified, the contactor contact corresponding to the auxiliary load powered by the auxiliary power supply is closed, the time delay relay contact corresponding to the auxiliary load powered by the auxiliary power supply is closed in a time delay manner, power is supplied to part of auxiliary loads powered by the auxiliary power supply, part of auxiliary loads are powered in a time delay manner, and part of auxiliary loads are directly powered;
and 4, step 4: and (5) repeating the step (3) until all the auxiliary power supplies are started and supplying power to the corresponding auxiliary loads.
The invention also provides a rail transit vehicle which comprises the load power supply control circuit under the emergency working condition.
Advantageous effects
Compared with the prior art, the invention has the advantages that:
the invention relates to a rail transit vehicle and a load power supply control circuit and method thereof under an emergency condition, which relate whether power is supplied to a part of auxiliary loads with the starting of an auxiliary power supply, relate whether power is supplied to the part of the auxiliary loads in a delayed manner with the starting of the auxiliary power supply, and directly supply power to the part of the auxiliary loads (any auxiliary power supply can supply power to the part of the auxiliary loads when being started), so that the auxiliary loads are started in batches, normal starting of all the auxiliary power supplies and the auxiliary loads is ensured under a network fault or a dormancy condition, the problem that the auxiliary loads require large capacity of a single auxiliary inverter for one-time full input is avoided, and the whole vehicle weight and the equipment arrangement difficulty are reduced.
Drawings
In order to more clearly illustrate the technical solution of the present invention, the drawings needed to be used in the description of the embodiments are briefly introduced below, and it is obvious that the drawings in the following description are only one embodiment of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on the drawings without creative efforts.
Fig. 1 is a diagram showing a connection relationship between an auxiliary load and an auxiliary power supply module in embodiment 1 of the present invention;
fig. 2 is a power supply control circuit diagram of an auxiliary load in embodiment 1 of the present invention, where each auxiliary power supply controls the start and delayed start of the corresponding auxiliary load through the power supply control circuit shown in fig. 2;
fig. 3 is a flowchart of a load power supply control method under an emergency condition of a rail transit vehicle in embodiment 1 of the present invention;
fig. 4 is a diagram showing a connection relationship between an auxiliary load and an auxiliary power supply module in embodiment 2 of the present invention;
the system comprises 1-a first auxiliary load, 11-a first contactor contact, 12-a first contactor coil, 2-a second auxiliary load, 21-a first time delay relay contact, 22-a second time delay relay coil, 3-a third auxiliary load, 31-a second contactor contact, 4-a fourth auxiliary load, 41-a second time delay relay contact, 5-a fifth auxiliary load, 51-a third contactor contact, 6-a sixth auxiliary load, 61-a third time delay relay contact, 7-a seventh auxiliary load, 8-a starting switch contact of an auxiliary power supply and 9-a normally open contact of an emergency traction relay.
Detailed Description
The technical solutions in the present invention are clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
Example 1
The load power supply control circuit under the rail transit vehicle emergency condition provided by the embodiment comprises an auxiliary power supply module formed by connecting 4 auxiliary power supplies in parallel, wherein the auxiliary power supply module supplies power to 7 auxiliary loads. As shown in fig. 1, a first auxiliary load 1 is connected to the auxiliary power supply module through a first contactor contact 11, a third auxiliary load 3 is connected to the auxiliary power supply module through a second contactor contact 31, a fifth auxiliary load 5 is connected to the auxiliary power supply module through a third contactor contact 51, a second auxiliary load 2 is connected to the auxiliary power supply module through a first delay relay contact 21, a fourth auxiliary load 4 is connected to the auxiliary power supply module through a second delay relay contact 41, a sixth auxiliary load 6 is connected to the auxiliary power supply module through a third delay relay contact 61, and a seventh auxiliary load 7 is directly connected to the auxiliary power supply module.
As shown in fig. 2, if the start control of the auxiliary power supply 1 is to supply power to the first auxiliary load 1 and the second auxiliary load 2, the first contactor coil 12 corresponding to the first auxiliary load 1 and the first delay relay coil corresponding to the second auxiliary load 2 are connected in parallel to form a first branch; the first branch circuit, a normally open contact 9 of the emergency traction relay and a starting switch contact of the auxiliary power supply 1 are connected in series to form a second branch circuit; the second branch is connected to a DC110V power supply. Similarly, if the start control of the auxiliary power supply 2 is to supply power to the third auxiliary load 3 and the fourth auxiliary load 4, the second contactor coil corresponding to the third auxiliary load 3 and the second delay relay coil 22 corresponding to the fourth auxiliary load 4 are connected in parallel to form a first branch; the first branch circuit, a normally open contact 9 of the emergency traction relay and a starting switch contact of the auxiliary power supply 2 are connected in series to form a second branch circuit; the second branch is connected to a DC110V power supply. Similarly, if the start control of the auxiliary power supply 3 is to supply power to the fifth auxiliary load 5 and the sixth auxiliary load 6, the third contactor coil corresponding to the fifth auxiliary load 5 and the third delay relay coil corresponding to the sixth auxiliary load 6 are connected in parallel to form a first branch; the first branch circuit, a normally open contact 9 of the emergency traction relay and a starting switch contact of the auxiliary power supply 3 are connected in series to form a second branch circuit; the second branch is connected to a DC110V power supply.
The working principle of the load power supply control circuit in the emergency condition is described by taking the example that whether the starting control of the auxiliary power supply 1 supplies power to the first auxiliary load 1 and the second auxiliary load 2.
When the vehicle is in an emergency traction mode, a normally open contact 9 of an emergency traction relay is closed, if the auxiliary power supply 1 is started, a starting switch contact of the auxiliary power supply 1 is closed, a first contactor coil 12 and a first delay relay coil are electrified, a first contactor contact 11 is closed, a first delay relay contact 21 is delayed to be closed, the auxiliary power supply 1 supplies power to a first auxiliary load 1 and a second auxiliary load 2, the first auxiliary load 1 is controlled to be started, the second auxiliary load 2 is controlled to be started in a delayed mode, a seventh auxiliary load 7 is directly started, no matter which auxiliary power supply is started, the seventh auxiliary load 7 is directly started, a part of auxiliary loads corresponding to the started auxiliary power supplies are controlled to be started, and the part of auxiliary loads are started in a delayed mode (for example, the first auxiliary load 1 corresponding to the auxiliary power supply 1 is controlled to be started, and the second auxiliary load 2 corresponding to the auxiliary power supply 1 is controlled to be started in a delayed mode), the auxiliary load is put into batch, and the problem that the capacity of a single auxiliary inverter is large when the auxiliary load is put into batch is avoided.
In this embodiment, the starting switch of the auxiliary power supply is a relay (or called a starting relay), that is, the starting switch contact is a starting relay contact, and the power gain and loss of the starting relay coil are controlled by whether the corresponding auxiliary power supply is started or not. For example, the power on/off of the starting relay coil of the auxiliary power supply 1 is controlled by whether the auxiliary power supply 1 is started, and when the auxiliary power supply 1 is started, the starting relay coil is powered on, and the starting relay contact is closed; when the auxiliary power supply 1 is not started, the coil of the starting relay loses power, and the contact of the starting relay is disconnected.
In this embodiment, the first auxiliary load 1, the second auxiliary load 2, the third auxiliary load 3, the fourth auxiliary load 4, the fifth auxiliary load 5, the sixth auxiliary load 6, and the seventh auxiliary load 7 may be a single load or a plurality of loads. The first auxiliary load 1 and the second auxiliary load 2 may be in the same vehicle section as the auxiliary power supply 1 or in different vehicle sections; the third auxiliary load 3 and the fourth auxiliary load 4 may be in the same vehicle section as the auxiliary power supply 2 or in different vehicle sections; the fifth auxiliary load 5 and the sixth auxiliary load 6 may be in the same vehicle section as the auxiliary power supply 3 or in different vehicle sections. The specific auxiliary loads are connected with the auxiliary power supply module through contactor contacts, the specific auxiliary loads are connected with the auxiliary power supply module through delay relay contacts, and the specific auxiliary loads are directly connected with the auxiliary power supply module and are determined according to specific requirements of customers.
In this embodiment, the first contactor, the second contactor and the third contactor are the same contactors, and the first delay relay, the second delay relay and the third delay relay are the same delay relays, and the specific delay time is set as required.
As shown in fig. 3, this embodiment further provides a method for controlling load power supply by using the load power supply control circuit in the rail transit vehicle in the embodiment 1 under the emergency condition, including the following steps:
step 1: and (3) judging whether the vehicle is in an emergency traction mode, if so, closing a normally open contact 9 of the emergency traction relay, and turning to the step 2.
The driver activates the vehicle, presses the emergency traction button, the vehicle enters an emergency traction working condition, the network is in a dormant state, the coil of the emergency traction relay is electrified, and the normally open contact 9 of the emergency traction relay is closed.
Step 2: judging whether the auxiliary power supply 1 is started, if not, disconnecting a starting switch contact of the auxiliary power supply 1, stopping the auxiliary power supply 1, and turning to the step 3; if the auxiliary power supply 1 is started, a starting switch contact of the auxiliary power supply 1 is closed, a first contactor coil 12 and a first delay relay coil corresponding to the auxiliary power supply 1 are electrified, a first contactor contact 11 corresponding to a first auxiliary load 1 powered by the auxiliary power supply 1 is closed, a second delay relay contact 41 corresponding to a second auxiliary load 2 powered by the auxiliary power supply 1 is closed in a delayed manner to supply power to the first auxiliary load 1, supply power to the second auxiliary load 2 in a delayed manner, and directly supply power to a seventh auxiliary load 7, so that the first auxiliary load 1 and the seventh auxiliary load are controlled to be started in an auxiliary manner, and the second auxiliary load 2 is controlled to be started in a delayed manner; and proceeds to step 3.
And step 3: judging whether the next auxiliary power supply is started, if not, disconnecting a starting switch contact 8 of the auxiliary power supply, and stopping the auxiliary power supply;
otherwise, the starting switch contact 8 of the auxiliary power supply is closed, the contactor coil and the time delay relay coil corresponding to the auxiliary power supply are electrified, the contactor contact corresponding to the auxiliary load powered by the auxiliary power supply is closed, the time delay relay contact corresponding to the auxiliary load powered by the auxiliary power supply is closed in a time delay manner, power is supplied to part of auxiliary loads powered by the auxiliary power supply, part of auxiliary loads are powered in a time delay manner, and part of auxiliary loads are directly powered;
and 4, step 4: and (3) repeating the step (3) until all the auxiliary power supplies finish starting, supplying power to the corresponding auxiliary loads, and controlling the corresponding auxiliary loads to start so that all the auxiliary loads of the whole train are started and put into operation in batches.
When the pantograph rises and closes the main circuit breaker, the contact between the pantograph and the contact network enables the auxiliary power supplies to be started in sequence. Since the auxiliary power supplies are sequentially started, the order of judging whether the auxiliary power supplies are started is consistent with the order of sequentially starting the auxiliary power supplies. For example, if the auxiliary power supplies are started in the sequence of the auxiliary power supplies 1 to 4, the sequence of determining whether the auxiliary power supplies are started in the steps 2 to 4 is also the sequence of the auxiliary power supplies 1 to 4. For example, if the auxiliary power supplies are started in the sequence of 4 to 1, the sequence of judging whether the auxiliary power supplies are started in steps 2 to 4 is also 4 to 1.
Example 2
The embodiment adopts the vehicle asnThe vehicle-saving device is used for saving the vehicle,nthe example of the auxiliary power source module formed by connecting the auxiliary power sources in parallel is that the load power supply control circuit under the emergency condition of the rail transit vehicle provided by the embodiment comprisesnThe auxiliary power supply module is formed by connecting auxiliary power supplies in parallel, each auxiliary power supply corresponds to each vehicle, part of auxiliary loads of each vehicle are connected with the auxiliary power supply module through contactor contacts, part of auxiliary loads of each vehicle are connected with the auxiliary power supply module through time delay relay contacts, and part of auxiliary loads of each vehicle are directly connected with the auxiliary power supply module; a first branch circuit formed by connecting the contactor coil and the time delay relay coil in parallel, a normally open contact 9 of the emergency traction relay and a starting switch contact 8 of the auxiliary power supply are connected in series to form a second branch circuit; the second branch is connected to a DC110V power supply.
As shown in fig. 4, the auxiliary power supply 1 is corresponding to a first vehicle, a first auxiliary load 1 of the first vehicle is connected with the auxiliary power supply module through a first contactor contact 11, a second auxiliary load 2 of the first vehicle is connected with the auxiliary power supply module through a first time delay relay contact 21, and a seventh auxiliary load 7 of the first vehicle is directly connected with the auxiliary power supply module; by a first contactorThe coil of the emergency traction relay is connected with the coil of the first time delay relay in parallel to form a first branch circuit, the normally open contact 9 of the emergency traction relay and the starting switch contact of the auxiliary power supply 1 are connected in series to form a second branch circuit (as shown in fig. 2). Similarly, the auxiliary power supplyiCorresponds to the firstiSave the vehicle toiThe first auxiliary load 1 of the saving car is connected with the auxiliary power supply module through a contactor contact, the second auxiliary loadiThe second auxiliary load 2 of the saving car is connected with the auxiliary power supply module through a contact of the time delay relayiThe seventh auxiliary load 7 of the throttle is directly connected with the auxiliary power supply module; a first branch circuit formed by connecting the coil of the contactor with the coil of the time delay relay in parallel, a normally open contact 9 of the emergency traction relay and a starting switch contact of the auxiliary power supply 1 are connected in series to form a second branch circuit, and the number of the starting switch contacts is not less than 1i≤nAnd is anditaking an integer.
The method for controlling the load power supply by using the load power supply control circuit in the rail transit vehicle in the embodiment 2 under the emergency condition includes the following steps:
step 1: and (3) judging whether the vehicle is in an emergency traction mode, if so, closing a normally open contact 9 of the emergency traction relay, and turning to the step 2.
The driver activates the vehicle, presses the emergency traction button, the vehicle enters an emergency traction working condition, the network is in a dormant state, the coil of the emergency traction relay is electrified, and the normally open contact 9 of the emergency traction relay is closed.
Step 2: the pantograph is lifted, and is combined with the main circuit breaker,nsequentially starting the auxiliary power supplies, judging whether the auxiliary power supply 1 is started, if not, disconnecting a starting switch contact of the auxiliary power supply 1, stopping the auxiliary power supply 1, and turning to the step 3; if the auxiliary power supply 1 is started, the starting switch contact of the auxiliary power supply 1 is closed, the first contactor coil 12 and the first time delay relay coil corresponding to the auxiliary power supply 1 are electrified, the first contactor contact 11 corresponding to the first auxiliary load 1 of the first car is closed, the second time delay relay contact 41 corresponding to the second auxiliary load 2 of the first car is closed in a time delay manner, the first auxiliary load 1 of the first car is supplied with power, the second auxiliary load 2 supplies power in a time delay manner, the seventh auxiliary loads 7 of all the cars are directly supplied with power, and the auxiliary power supply 1 is started from the power supply 1 to the second auxiliary load 2And the first auxiliary load 1 of the first vehicle and the seventh loads of all the vehicles are controlled to be started in an auxiliary mode, and the second auxiliary load 2 of the first vehicle is started in a delayed mode.
And step 3: judging whether the next auxiliary power supply is started, if not, disconnecting a starting switch contact 8 of the auxiliary power supply, and stopping the auxiliary power supply;
otherwise, the starting switch contact 8 of the auxiliary power supply is closed, the first contactor coil 12 and the first delay relay coil corresponding to the auxiliary power supply are electrified, the first contactor contact 11 corresponding to the first auxiliary load 1 of the vehicle corresponding to the auxiliary power supply is closed, the first delay relay contact 21 corresponding to the second auxiliary load 2 of the vehicle corresponding to the auxiliary power supply is closed in a delay manner, power is supplied to the first auxiliary load 1 of the vehicle section, and power is supplied to the second auxiliary load 2 in a delay manner;
and 4, step 4: repeating the step 3 untilnThe auxiliary power supply finishes starting, supplies power to the corresponding first auxiliary load 1 and the second auxiliary load 2 in sequence, controls the corresponding first auxiliary load 1 to start in sequence, and delays the starting of the second auxiliary load 2 to start all the auxiliary loads of the whole train in batches.
The above disclosure is only for the specific embodiments of the present invention, but the scope of the present invention is not limited thereto, and any person skilled in the art can easily conceive of changes or modifications within the technical scope of the present invention, and shall be covered by the scope of the present invention.
Claims (5)
1. The utility model provides a load power supply control circuit under rail transit vehicle emergency condition which characterized in that: the auxiliary power supply module is formed by connecting a plurality of auxiliary power supplies in parallel; part of auxiliary loads are connected with the auxiliary power supply module through contactor contacts, part of auxiliary loads are connected with the auxiliary power supply module through time delay relay contacts, and part of auxiliary loads are directly connected with the auxiliary power supply module; a contactor coil corresponding to an auxiliary load powered by the same auxiliary power supply is connected in parallel with a time delay relay coil corresponding to the auxiliary load to form a first branch circuit; the first branch circuit, a normally open contact of the emergency traction relay and a starting switch contact of the auxiliary power supply corresponding to the first branch circuit are connected in series to form a second branch circuit; the second branch is connected to a DC110V power supply.
2. The rail transit vehicle emergency condition load power supply control circuit of claim 1, wherein: each auxiliary power supply corresponds to each vehicle, part of auxiliary loads of each vehicle are connected with the auxiliary power supply module through contactor contacts, part of auxiliary loads of each vehicle are connected with the auxiliary power supply module through delay relay contacts, and part of auxiliary loads of each vehicle are directly connected with the auxiliary power supply module; and a first branch circuit formed by connecting a contactor coil and a time delay relay coil in parallel, a normally open contact of an emergency traction relay and a starting switch contact of the auxiliary power supply are connected in series to form a second branch circuit.
3. The rail transit vehicle emergency condition load power supply control circuit of claim 1 or 2, wherein: the starting switch contact is a starting relay contact, and the power on/off of the starting relay coil is controlled by whether the corresponding auxiliary power supply is started or not.
4. A method for controlling load power supply by using the load power supply control circuit of any one of claims 1 to 3 under the emergency condition of the rail transit vehicle is characterized by comprising the following steps:
step 1: judging whether the vehicle is in an emergency traction mode, if so, closing a normally open contact of an emergency traction relay, and turning to the step 2;
step 2: judging whether the first auxiliary power supply is started, if not, disconnecting a starting switch contact of the first auxiliary power supply, stopping the first auxiliary power supply, and turning to the step 3;
otherwise, a starting switch contact of the first auxiliary power supply is closed, a contactor coil and a delay relay coil corresponding to the first auxiliary power supply are electrified, a contactor contact corresponding to an auxiliary load powered by the first auxiliary power supply is closed, a delay relay contact corresponding to an auxiliary load powered by the first auxiliary power supply is closed in a delayed manner, power is supplied to a part of auxiliary loads powered by the first auxiliary power supply, a part of auxiliary loads are powered in a delayed manner, and a part of auxiliary loads are directly powered; and turning to step 3;
and step 3: judging whether the next auxiliary power supply is started, if not, disconnecting a starting switch contact of the auxiliary power supply, and stopping the auxiliary power supply;
otherwise, the starting switch contact of the auxiliary power supply is closed, the contactor coil and the time delay relay coil corresponding to the auxiliary power supply are electrified, the contactor contact corresponding to the auxiliary load powered by the auxiliary power supply is closed, the time delay relay contact corresponding to the auxiliary load powered by the auxiliary power supply is closed in a time delay manner, power is supplied to part of auxiliary loads powered by the auxiliary power supply, part of auxiliary loads are powered in a time delay manner, and part of auxiliary loads are directly powered;
and 4, step 4: and (5) repeating the step (3) until all the auxiliary power supplies are started and supplying power to the corresponding auxiliary loads.
5. A rail transit vehicle characterized by: the emergency work condition load power supply control circuit comprises the emergency work condition load power supply control circuit according to any one of claims 1-3.
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| CN103935246A (en) * | 2014-02-28 | 2014-07-23 | 青岛四方车辆研究所有限公司 | Auxiliary power supply system for motor train unit and fault load reducing method |
| CN204506572U (en) * | 2015-03-25 | 2015-07-29 | 湘潭电机股份有限公司 | A kind of railcar accessory feed expansion feed circuit |
| CN105680557A (en) * | 2016-03-31 | 2016-06-15 | 大唐贵州发耳发电有限公司 | CEMS dual-power-supply switching control loop |
| CN205853893U (en) * | 2016-07-29 | 2017-01-04 | 西门子（中国）有限公司 | The secondary power system of rail vehicle |
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| CN113232509B (en) | 2022-07-19 |
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