CN209938600U - Lighting control system of railway vehicle - Google Patents
Lighting control system of railway vehicle Download PDFInfo
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- CN209938600U CN209938600U CN201920059135.3U CN201920059135U CN209938600U CN 209938600 U CN209938600 U CN 209938600U CN 201920059135 U CN201920059135 U CN 201920059135U CN 209938600 U CN209938600 U CN 209938600U
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- cab
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- control switch
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Abstract
The utility model discloses a rail vehicle's lighting control system. Wherein, this system includes: the lighting lamp control switch is used for controlling the lighting lamp in the cab to be turned on or off; the delay relay is connected with the illuminating lamp control switch and is used for being disconnected after the preset time of power supply; the cab detection position is used for determining whether the cab is in a non-occupied position; the first coil of the first relay is connected with the cab detection position, and the contact of the first relay is connected between the storage battery and the second coil of the delay relay, so that the delay relay is powered on by closing the contact of the first relay under the condition that the cab detection position is detected to be not in the occupied position. The utility model provides an among the prior art lamp in the driver's cabin close the technical problem who leads to extravagant battery power.
Description
Technical Field
The utility model relates to a light control field particularly, relates to a rail vehicle's lighting control system.
Background
At present, a standard motor train unit cab lamp control scheme controls the on and off of a lamp only through a switch, and fig. 1 is a motor train unit cab lamp control scheme in the prior art. Referring to fig. 1, the cab light is a light control switch, and the driver adjusts the cab light by adjusting the gear of the switch of the cab light.
The disadvantages of this approach are: if the driver only closes the cab lamp switch of the occupied position and neglects the cab lamp of the unoccupied position, the cab lamp of the unoccupied position can be consistently turned on, so that the storage battery always supplies power to the cab lamp until the electric quantity of the storage battery is exhausted or even the electric quantity is insufficient, the service life of the storage battery is consumed, and the normal operation of the train is influenced.
To the problem that the lamp in the driver's cabin does not close among the prior art and leads to extravagant battery power, effective solution has not been proposed yet at present.
SUMMERY OF THE UTILITY MODEL
The embodiment of the utility model provides a rail vehicle's lighting control system to at least, solve among the prior art technical problem that the lamp in the driver's cabin does not close and leads to extravagant battery power.
According to an aspect of the embodiments of the present invention, there is provided a lighting control system for a rail vehicle, including: the lighting lamp control switch is used for controlling the lighting lamp in the cab to be turned on or off; the delay relay is connected with the illuminating lamp control switch and is used for being disconnected after the preset time of power supply; the cab detection position is used for determining whether the cab is in a non-occupied position; the first coil of the first relay is connected with the cab detection position, and the contact of the first relay is connected between the storage battery and the second coil of the delay relay, so that the delay relay is powered on by closing the contact of the first relay under the condition that the cab detection position is detected to be not in the occupied position.
Further, the cab detection position is connected with the storage battery control switch and used for determining whether the cab is in the non-occupied position or not according to the state of the storage battery control switch.
Further, when the cab is in the occupied position and the lighting lamp control switch is in the on state, the contact of the first relay is disconnected, so that the delay relay is powered off and closed.
Further, light control switch includes the opening gear and closes the gear, and the system still includes: and a third coil of the second relay is connected with a contact of a closed gear of the illuminating lamp control switch, and the contact of the second relay is arranged between the contact of the first relay and a second coil of the delay relay.
Further, when the cab is located at a non-occupied position and the lighting lamp control switch is located at an opening gear, the contacts of the first relay and the second relay are powered off and closed, so that the time delay relay is powered on.
Further, the open gear includes: the first opening gear and the second opening gear are arranged, wherein the illumination brightness of an illuminating lamp in the cab under the first opening gear is larger than that under the second opening gear.
Further, the first relay and the time delay relay are both normally closed relays.
Further, the second relay is a normally closed relay.
Further, the preset time is 60 minutes.
According to an aspect of the embodiments of the present invention, there is provided a rail vehicle, the rail vehicle comprising the above-mentioned rail vehicle's lighting control system.
The embodiment of the utility model provides an in, on the basis through cab lamp control scheme at rail vehicle, increase ordinary relay and time delay relay, and detect the position with the cab with the control of cab light and be correlated with, realize that the light in the cab can be automatically extinguished in the time delay time that sets up when the position is not taken up to the cab, thereby ensure that the light that does not take the cab forgets under the condition of closing switch at navigating mate, also can close the light self-closing in the back cab at battery control switch, the emergence of the battery insufficient voltage condition that has avoided leading to from this.
From this, the above-mentioned embodiment of this application has solved the technical problem that the lamp in the driver's cabin does not close and leads to extravagant battery power among the prior art.
Drawings
The accompanying drawings, which are included to provide a further understanding of the invention and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the invention and together with the description serve to explain the invention without undue limitation to the invention. In the drawings:
FIG. 1 is a control scheme of a cab light of a motor train unit in the prior art;
fig. 2 is a schematic diagram of a lighting control system of a rail vehicle according to an embodiment of the present invention;
fig. 3 is a schematic diagram of a lighting control system of a rail vehicle according to an embodiment of the present invention; and
fig. 4 is a control schematic of CabRrLpR1 in the example of fig. 3.
Detailed Description
In order to make the technical solution of the present invention better understood, the technical solution of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments in the present invention, all other embodiments obtained by a person skilled in the art without creative efforts shall belong to the protection scope of the present invention.
It should be noted that the terms "first," "second," and the like in the description and claims of the present invention and in the drawings described above are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used is interchangeable under appropriate circumstances such that the embodiments of the invention described herein are capable of operation in sequences other than those illustrated or otherwise described herein. Furthermore, the terms "comprises" and "comprising," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a system, article, or apparatus that comprises a list of elements is not necessarily limited to those elements explicitly listed, but may include other elements not expressly listed or inherent to such system, article, or apparatus.
Example 1
According to the embodiment of the utility model provides a rail vehicle's lighting control system's embodiment is provided, fig. 2 is according to the utility model discloses a rail vehicle's lighting control system's schematic diagram, as shown in fig. 2, this system includes:
and the illuminating lamp control switch is used for controlling the opening or closing of an illuminating lamp in the cab.
Specifically, the illumination lamp control switch is connected to the illumination lamp and used for controlling the illumination lamp to be turned on or off.
And the delay relay is connected with the illuminating lamp control switch and is used for being disconnected after the preset time of power supply.
And the cab detection position is used for determining whether the cab is in the non-occupied position.
Specifically, the cab detection position is used for detecting whether a driver is in the cab, and for example, the cab detection position may be a pressure applied to a driver seat, a battery control switch, or the like.
The first coil of the first relay is connected with the cab detection position, and the contact of the first relay is connected between the storage battery and the second coil of the delay relay, so that the delay relay is powered on by closing the contact of the first relay under the condition that the cab detection position is detected to be not in the occupied position.
In the above scheme, both the first relay and the time delay relay can be normally closed relays, that is, the relays are closed when power is lost and are opened when power is obtained. The delay relay is different from the first relay in that the first relay is immediately disconnected under the condition of power supply, and the delay relay is disconnected after delaying the preset time according to the preset delay time.
In an alternative embodiment, as shown in fig. 2, taking the cab detection position as the battery control switch as an example, the cab is in the non-occupied position, and the battery control switch is turned off when the driver leaves. At this time, the battery control switch 100 is de-energized, and the first coil 101 is de-energized, so that the contact 102 of the first relay is closed. The closing of the contact 102 of the first relay makes the second coil 301 of the delay relay energized, and then the contact 302 of the delay relay opens after a preset delay time. At this time, even if the illumination lamp control switch 40 is in an on state, the path between the battery 20 and the illumination lamp 50 is disconnected after a preset time, so that the illumination lamp 50 can be turned off after the preset time.
Therefore, according to the scheme, on the basis of the cab lamp control scheme of the railway vehicle, the common relay and the time delay relay are added, the control of the cab illuminating lamp is associated with the cab detection position, the purpose that the illuminating lamp in the cab can be automatically turned off within the set time delay when the cab does not occupy the position is achieved, the condition that the driver forgets to turn off the switch is ensured for the illuminating lamp in the cab, the illuminating lamp in the cab can be automatically turned off after the storage battery control switch is turned off, and the condition that the storage battery is short of electricity caused by the condition is avoided.
From this, the above-mentioned embodiment of this application has solved the technical problem that the lamp in the driver's cabin does not close and leads to extravagant battery power among the prior art.
As an alternative embodiment, the cab detection position is connected to the battery control switch, and is used for determining whether the cab is in the non-occupied position according to the state of the battery control switch.
Specifically, the storage battery control switch is used for detecting whether the cab is occupied or not. In an alternative embodiment, the battery control switch is turned off before the driver leaves the cab, so that whether the cab is occupied can be determined by detecting the state of the battery control switch. If the storage battery control switch is turned on, the cab is occupied, and if the storage battery control switch is turned off, the cab is determined to be in a non-occupied position.
The control of the cab illuminating lamp is associated with the storage battery control switch by the scheme, so that the lamp in the cab can be automatically turned off within the set delay time when the cab is not in the occupied position.
As an alternative embodiment, when the cab of the rail vehicle is in the occupied position and the lighting lamp control switch is in the on state, the contact of the first relay is opened, so that the time delay relay is closed in a power-off state.
In an alternative embodiment, as shown in fig. 2, the cab is in the occupied position, in which the battery control switch 100 is powered and the first coil 101 is powered, so that the contact 102 of the first relay is opened. The opening of the contact 102 of the first relay causes the second coil 301 of the delay relay to be de-energized, which in turn causes the contact 302 of the delay relay to be in a closed state. At this time, if the illumination lamp control switch 40 is in an on state, the battery 20 normally supplies power to the illumination lamp 50.
As an alternative embodiment, the lighting lamp control switch includes an on position and an off position, and the system further includes: and a third coil of the second relay is connected with a contact of a closed gear of the illuminating lamp control switch, and the contact of the second relay is arranged between the contact of the second relay and a second coil of the time delay relay.
Fig. 3 is a schematic diagram of a lighting control system of a rail vehicle according to an embodiment of the present invention, and fig. 4 is a control schematic diagram of CabRrLpR1 in the example of fig. 3. Referring to fig. 3 and 4 (the rectangle in the figures represents a coil, and the switch represents a contact), the first relay is CabRrLpR1, the second relay is CabRrLpR3, the delay relay is CabRrLpR-TD, the lighting lamp control switch is CabRrLpS, the lighting lamp is a cab lighting lamp, and the cab lighting lamp can be connected with the next cab lighting lamp.
CabRrLpR1 is connected with a storage battery control switch through 103A (line number), when the cab occupies a position, 103A is electrified, and a CabRrLpR1 normally closed contact is electrified and disconnected, so that the CabRrLp-TD time delay relay is deenergized, a normally closed electric shock is closed, and the cab lamp can be normally used.
When the cab is in the unoccupied position, 103A is powered off, and the CabRrLpR1 normally-closed contact cannot be electrically closed. Because the CabRrLpR3 is connected with the contact of the closing gear of the control switch, if the cab lamp switch is in a strong light or weak light position, the CabRrLpR3 normally closed contact cannot be electrically closed, so that the CabRrLp-TD time delay relay is electrically connected, the normally closed contact is disconnected after 60min, and the cab lamp is turned off.
It should be noted that, if the cab light needs to be turned on again, the switch needs to be first turned off, and at this time, the electrical contact of the CabRrLp 3 is turned off when the normally closed contact is closed, and the electrical contact of the CabRrLp-TD time-delay relay is turned off when the normally closed contact is closed. And then, when the lamp switch is placed at a strong light or weak light level, the CabRrLpR3 normally closed contact is closed after power failure, the CabRrLp-TD time delay relay is electrified, the normally closed contact is disconnected after 60min, and the cab lamp is turned off.
The driver's cab lamp can be conveniently maintained by operators, after the driver's cab lamp is automatically turned off for 60min, the driver's cab lamp is turned to the off position and then is turned to the strong light/weak light position again, and the driver's cab lamp can work for 60min and can be used repeatedly. The scheme avoids the condition that the electric quantity of the storage battery is exhausted because a driver does not manually turn off the lamp switch, ensures that the cab lamp is repeatedly used, and improves the reliability of the product.
As an optional embodiment, when the cab is in the unoccupied position and the lighting lamp control switch is in the on gear, the contacts of the first relay and the second relay are powered off and closed, so that the time delay relay is powered on.
In the scheme, after the contacts of the first relay and the second relay are switched off, the delay relay is powered on, and the delay relay is switched off after being powered on for the preset time, so that the illuminating lamp of the cab is turned off.
As an alternative embodiment, the starting position comprises: the first opening gear and the second opening gear are arranged, wherein the illumination brightness of an illuminating lamp in the cab under the first opening gear is larger than that under the second opening gear.
In an alternative embodiment, the first and second opening gear positions may be a high gear position, a low gear position, or a strong gear position and a weak gear position, respectively. Referring to fig. 3, the lighting control switch is CabRrLpS, and the CabRrLpS includes three shift positions, i.e., off, low light, and high light.
According to the scheme, when the lighting lamp control switch is in the on state, the lighting control system of the railway vehicle at least provides two lighting modes with different brightness.
As an alternative embodiment, when the cab is in the non-occupied position and the lighting lamp control switch is in the off gear, the contact of the second relay is opened.
Still referring to fig. 3, when the cab is in the unoccupied position, 103A is de-energized and the CabRrLpR1 normally closed contact must not be electrically closed. If the lighting lamp control switch is in an off state, the power on of the contact of the CabRrLpR3 is disconnected, the CabRrLp-TD is powered off and closed, and the lighting lamp of the cab is still turned off because the lighting lamp control switch is in an off state.
As an alternative embodiment, the first relay and the time delay relay are both normally closed relays.
In the above scheme, both the first relay and the time delay relay can be normally closed relays, that is, the relays are closed when power is lost and are opened when power is obtained. The delay relay is different from the first relay in that the first relay is immediately disconnected under the condition of power supply, and the delay relay is disconnected after delaying for a certain time according to the preset delay time.
As an alternative embodiment, the second relay is a normally closed relay.
The second relay is a normally closed relay, namely, the second relay is closed when power is lost and is opened when power is obtained.
As an alternative embodiment, the predetermined time is 60 minutes.
In an alternative embodiment, the preset time is 60 minutes, that is, when the cab is in the vacant position, but the lighting lamp control switch is turned on, the turned-on lighting lamp is turned off after the driver turns off the storage battery control switch for 60 minutes, so that the lighting lamp in the cab in the unoccupied position is turned on all the time, which results in the waste of electric energy.
Example 2
According to the embodiment of the utility model provides a rail vehicle is provided, rail vehicle includes embodiment 1 rail vehicle's lighting control system.
The rail vehicle in this embodiment is on the basis of cab lamp control scheme, increase ordinary relay and delay relay, and the control of cab light is correlated with cab detection position, realize that the light in the cab can extinguish in the time delay of setting up when the position is not taken up in the cab, thereby ensure that the light of taking up the cab not forgets under the condition of closing switch at navigating mate, also can close the light automatic shutdown in the cab after battery control switch closes, the emergence of the battery insufficient voltage condition that has avoided leading to from this.
The above embodiment numbers of the present invention are only for description, and do not represent the advantages and disadvantages of the embodiments.
In the above embodiments of the present invention, the descriptions of the respective embodiments have respective emphasis, and for parts that are not described in detail in a certain embodiment, reference may be made to the related descriptions of other embodiments.
The foregoing is only a preferred embodiment of the present invention, and it should be noted that, for those skilled in the art, a plurality of modifications and decorations can be made without departing from the principle of the present invention, and these modifications and decorations should also be regarded as the protection scope of the present invention.
Claims (10)
1. A lighting control system for a rail vehicle, comprising:
the lighting lamp control switch is used for controlling the lighting lamp in the cab to be turned on or off;
the delay relay is connected with the illuminating lamp control switch and is used for being disconnected after the preset time of power supply;
the cab detection position is used for determining whether the cab is in a non-occupied position;
the first relay, the first coil of first relay with cab detects the position and connects, the contact of first relay is connected between battery and the second coil of time delay relay, is used for detecting cab detects the position and is in under the condition of not occuping the position, makes through the closure the contact of first relay the time delay relay is electrified.
2. The control system of claim 1, wherein the cab detection location is coupled to a battery control switch for determining whether the cab is in the unoccupied location based on a state of the battery control switch.
3. The control system according to claim 1 or 2, wherein when the cab is in the occupied position and the lighting lamp control switch is in the on state, the delay relay is de-energized and closed by opening the contact of the first relay.
4. The control system of claim 1 or 2, wherein the light control switch comprises an on position and an off position, the system further comprising:
and a third coil of the second relay is connected with a contact of a closing gear of the illuminating lamp control switch, and a contact of the second relay is arranged between the contact of the first relay and the second coil of the time delay relay.
5. The control system of claim 4, wherein when the cab is in the unoccupied position and the light control switch is in the on position, the contacts of the first and second relays are de-energized and closed, such that the delay relay is energized.
6. The control system of claim 4, wherein the starting gear comprises: the lighting device comprises a first starting gear and a second starting gear, wherein the lighting brightness of a lighting lamp in a cab under the first starting gear is larger than the lighting brightness of the lighting lamp in the cab under the second starting gear.
7. The control system of claim 1, wherein the first relay and the time delay relay are both normally closed relays.
8. The control system of claim 4, wherein the second relay is a normally closed relay.
9. The control system of claim 3, wherein the preset time is 60 minutes.
10. A rail vehicle, characterized in that it comprises a lighting control system of a rail vehicle according to any one of claims 1 to 9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201920059135.3U CN209938600U (en) | 2019-01-14 | 2019-01-14 | Lighting control system of railway vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201920059135.3U CN209938600U (en) | 2019-01-14 | 2019-01-14 | Lighting control system of railway vehicle |
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| CN209938600U true CN209938600U (en) | 2020-01-14 |
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| CN201920059135.3U Active CN209938600U (en) | 2019-01-14 | 2019-01-14 | Lighting control system of railway vehicle |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113859289A (en) * | 2021-11-03 | 2021-12-31 | 中车南京浦镇车辆有限公司 | Multi-element control circuit of cab lamp of unmanned rail transit vehicle |
| FR3115247A1 (en) * | 2020-10-21 | 2022-04-22 | Alstom Transport Technologies | Vehicle light management device , vehicle and related method |
-
2019
- 2019-01-14 CN CN201920059135.3U patent/CN209938600U/en active Active
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR3115247A1 (en) * | 2020-10-21 | 2022-04-22 | Alstom Transport Technologies | Vehicle light management device , vehicle and related method |
| CN113859289A (en) * | 2021-11-03 | 2021-12-31 | 中车南京浦镇车辆有限公司 | Multi-element control circuit of cab lamp of unmanned rail transit vehicle |
| CN113859289B (en) * | 2021-11-03 | 2024-02-27 | 中车南京浦镇车辆有限公司 | Multi-element control circuit of unmanned rail transit vehicle cab lamp |
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