Two-way Driving Control System for Touring Cars Based on Dual-Power Redundancy

Abstract

The present invention relates to a control system with advanced performance, low cost, high safety and reliability, and high applicability, and realizes the bidirectional driving switching function of a sightseeing vehicle and the power redundancy configuration, improving the practicability, reliability and safety of the control circuit of the sightseeing vehicle. The bidirectional driving control system of the sightseeing vehicle based on dual power redundancy includes a large sightseeing vehicle. It is characterized in that: a bidirectional driving control circuit is provided in the driver's cab electrical cabinets at the front and rear ends of the large sightseeing vehicle, and an uninterruptible power supply (UPS) is configured in each of the driver's cab electrical cabinets at the front and rear ends. The output ends of the two UPSs are connected in series. When the control system is awakened and activated at the console at either end, the two UPSs will simultaneously output AC 220V power to achieve power redundancy and power capacity expansion. When there is a fault in the equipment in the power distribution circuit of either driver's cab, the power supply circuit of the other driver's cab will take on the vehicle power that was originally borne by the two power supply circuits together, realizing the dual power redundancy configuration.

Description

Technical Field

[0001] The present invention relates to a control system with advanced performance, low cost, safety, reliability and high applicability, and realizes a two-way driving switching function and power supply redundancy configuration of a tour bus, thereby improving the practicality, reliability and safety of a tour bus control circuit, and a two-way driving control system for a tour bus based on dual power supply redundancy. Background Art

[0002] At present, there are relatively few project cases for large-scale tour buses. From the existing projects, the control systems can be roughly divided into three categories: control systems based on urban rail vehicles, control systems based on industrial controllers, and control systems based on pure hard lines of engines.

[0003] The control voltage of the control system based on urban rail vehicles is mostly 110V DC power provided by the onboard auxiliary battery. The control system is powered on by connecting the battery through the switch button of the driver's console, and then the driver's console at the operating end is activated through the key switch, while the driver's console at the other end will be temporarily in an inactive state. Most of the equipment in this type of control system is special equipment in the field of urban rail transportation. The system cost is high and the circuit is complex, which is not suitable for the drive control of large tour buses.

[0004] The control voltage of the pure hard-wire control system based on the engine is mostly a DC 24V power supply. By starting the engine, the small generator built into the engine outputs power to energize the control circuit, and then the basic control of the vehicle is achieved through the switch button on the driver's console. This type of control circuit is mostly used in engineering rescue vehicles, and rarely has a two-way driving control switching function.

[0005] The control voltage of the control system based on the industrial controller is mostly the DC 24V power supply provided by the switching power supply. The control system is powered on and then connected to the drive power supply through the switch button on the driver's console. Advantages: The system cost is low and it is the mainstream control method for large tour buses. Disadvantages: This type of control system is basically based on one-way driving, does not have a two-way driving control switching function, and the power supply has no redundant configuration, so the safety and reliability are insufficient. Summary of the invention

[0006] Design purpose: To avoid the shortcomings of the background technology, design a control system with advanced performance, low cost, safety, reliability and high applicability, and to realize the two-way driving switching function and power supply redundancy configuration of the tour bus, which can greatly improve the practicality, reliability, safety and market competitiveness of the tour bus control circuit based on dual power supply redundancy.

[0007] Design solution: To achieve the above design objectives, the control system of the present invention is based on the industrial controller control system. By optimizing and improving its deficiencies and absorbing the control strategies and circuit advantages of the urban rail vehicle control system, a highly applicable two-way driving control system for large tourist vehicles with dual-power redundancy, high reliability, low cost, and strong practicability is formed.

[0008] 1. In response to the control requirements of two-way driving of large tourist vehicles, a control right switching circuit for the front and rear driver consoles is designed to enable the control system to be started (wake-up function) at any one of the driver consoles. When the operation key switch of the driver console at the control end is operated, the control authority of this driver console will be activated (activation function), and no operation can be performed on the other driver console. At the same time, the system is also provided with an emergency traction mode, a rescue mode, and a brake forced release function to enable any one of the driver consoles to start the emergency traction mode, the rescue mode, and the brake forced release, enhancing the safety and controllability of the tourist vehicle control system.

[0009] 2. In response to the situation where the industrial controller control system is not configured with power redundancy, an uninterruptible power supply (UPS) is configured in the electrical cabinets of the driver's cabs at the front and rear ends of the vehicle. The output ends of the two UPSs are connected in series. When the control system is woken up and activated at any one of the driver consoles, the two UPSs will simultaneously output AC 220V power, achieving power redundancy and power capacity expansion, and enhancing the reliability of the tourist vehicle control system.

[0010] 3. The two UPSs configured in the redundant circuit of the present invention output simultaneously, and their output ends are connected in series. When a device in the power distribution circuit of any one of the driver's cabs fails, the power supply circuit of the other driver's cab will assume the vehicle power that was originally shared by the two power supply circuits, achieving a dual-power redundant configuration. On the other hand, connecting the output ends of the two UPSs at both ends of the vehicle can also increase the power supply capacity of the power supply and reduce the voltage drop of the power supply on the control wire harness.

[0011] 4. In the control cabinets of each carriage of the vehicle, two switching power supplies are configured. The switching power supplies convert the alternating current output by the two UPSs into direct current, and the output ends of the two switching power supplies are connected in series to achieve redundant configuration of the switching power supplies. The redundancy idea is the same as that of the UPS redundancy. When any one of the switching power supplies fails, the other switching power supply will assume the DC power of this carriage that was originally shared by the two switching power supplies, achieving redundant configuration of the switching power supplies. On the other hand, connecting the output ends of the two switching power supplies in series can also increase the power supply capacity of the DC power supply.

[0012] 5. In the two-way driving control circuit, a two-step operation control process of wake-up and activation is set. The vehicle can be woken up at any end console, and then the control system starts to run. However, when the vehicle needs to be activated, only the control console at the operating end can activate the control right of its own console, and the console at the other end will not be able to be activated temporarily. Only after the control right of the vehicle is activated can the drive high-voltage power supply be connected, and the control system can also receive the operation instruction to drive the vehicle.

[0013] 6. To ensure the running safety of the vehicle, no matter which end of the vehicle is activated, as long as the mushroom-shaped emergency stop switch on any end console is pressed, the main power contactor will lose power and disconnect. When restoring, the control right of the console needs to be re-activated.

[0014] 7. To improve the system reliability, an emergency traction mode, a rescue mode and a braking forced release function are also set. The emergency traction mode is to directly send the vehicle operation instruction to the driver through the hard-wired circuit in the case of a communication network failure of the vehicle control system to realize the emergency traction of the vehicle. The rescue mode is in the case of a complete failure of the vehicle power supply circuit and the failure of the emergency traction mode. The rescue vehicle provides the control power to the faulty vehicle to realize the basic control and braking release of the vehicle, which is convenient for the rescue vehicle to tow. The braking forced release function is when the rescue mode cannot relieve the braking, the brake is forced to open through the independently set braking release circuit, and the faulty vehicle can be towed away by the rescue vehicle.

[0015] Technical solution: A two-way driving control system for a sightseeing vehicle based on dual-power redundancy, including a large sightseeing vehicle. A two-way driving control circuit is set in the driver's cab electrical cabinets at the front and rear ends of the large sightseeing vehicle, and an uninterruptible power supply (UPS) is configured in each of the driver's cab electrical cabinets at the front and rear ends. The output ends of the two UPSs are connected in series. When the control system is woken up and activated at any end console, the two UPSs will simultaneously output AC 220V power to achieve power redundancy and power expansion. When the equipment in the power distribution circuit of any end control room fails, the power supply circuit of the other end control room will undertake the vehicle power originally borne by the two power supply circuits together, realizing the dual-power redundant configuration.

[0016] Compared with the background technology, the present invention, first, adopts the design idea of dual-power redundancy to improve the power supply reliability of the system; second, the redundant power supply device has the function of battery energy storage to meet the short-term power supply after the power supply system fails; third, aiming at the two-way driving control requirements of the sightseeing vehicle, a set of simple and practical dual-driving control right switching circuit is designed; fourth, rescue power sockets are configured at both ends of the vehicle, and the rescue mode can be activated at any end console; fifth, the circuit socket for braking forced release is reserved to improve the reliability of the braking control circuit; sixth, a set of drive control method based on hard-wired control is set to realize the emergency traction after the vehicle network fails. Description of the Drawings

[0017] Figure 1 This is the system redundant power supply configuration diagram of the present invention.

[0018] Figure 2 This is the circuit diagram of the redundant power supply controlled by MC1.

[0019] Figure 3 This is the circuit diagram of the redundant power supply controlled by MC2.

[0020] Figure 4 This is the circuit diagram of the redundant power supply for the middle carriage control.

[0021] Figure 5 This is the control circuit diagram of the driver's console of MC1.

[0022] Figure 6 This is the control circuit diagram of the driver's console of MC2. Specific implementation mode

[0023] Example 1: Refer to the appendix Figure 1-6 . A two-way driving control system for a sightseeing vehicle based on dual-power redundancy includes a large sightseeing vehicle. A two-way driving control circuit is provided in the electrical cabinets of the driver's cabs at the front and rear ends of the large sightseeing vehicle, and an uninterruptible power supply (UPS) is configured in each of the electrical cabinets of the driver's cabs at the front and rear ends. The output ends of the two UPSs are connected in series. When the control system is awakened and activated at any one of the driver's consoles, the two UPSs will simultaneously output AC 220V power to achieve power redundancy and power expansion. When there is a fault in the equipment in the power distribution circuit of any one of the driver's cabs, the power supply circuit of the other driver's cab will take on the vehicle power that was originally shared by the two power supply circuits together, realizing the dual-power redundant configuration.

[0024] That is: The realization of the redundant AC control power supply for the whole vehicle is to configure a control transformer T1 (input AC 380V, output AC 220V), an uninterruptible power supply UPS1 (input AC 220V, output AC 220V), a battery BAT1 (DC 24V), and control contactors KM1, KM2, KM3, etc. in the power distribution cabinet of the driver's cab MC1 at the front end of the vehicle. A set of equipment identical to that of MC1 is configured in the driver's cab MC2 at the rear end of the vehicle. For the detailed circuit connection relationship, see Figure 1As can be seen from the figure, the control transformers T1 and T2 transform the 380V AC power collected by the front-end and rear-end current collectors JSQ1 and JSQ2 of the vehicle into 220V AC power. Then, through two uninterruptible power supplies UPS1 and UPS2, an AC 220V power supply with power-off holding function is output for the whole vehicle, realizing the redundant configuration of the AC control power supply for the whole vehicle. The output ends of the two uninterruptible power supplies UPS1 and UPS2 in this redundant circuit are connected in series, and diodes V1 and V2 with one-way power conduction are added. When equipment such as control transformers, uninterruptible power supplies, and control contactors in the control room circuit at either end fails, the power distribution circuit in the control room at the other end will take on the AC 220V power supply for the whole vehicle that was originally supplied by the front-end and rear-end two-way power distribution circuits together. Connecting the output ends of the two uninterruptible power supplies UPS1 and UPS2 at the front-end and rear-end of the vehicle can also increase the power supply capacity of the AC 220V power supply and reduce the voltage drop of the control power supply on the control wire harness. In addition, the batteries BAT1 and BAT2 connected to the uninterruptible power supplies UPS1 and UPS2 can ensure that the uninterruptible power supplies can still output AC 220V power for the whole vehicle control circuit after the power supply at the input end of the uninterruptible power supplies UPS1 and UPS2 is cut off, until the battery power is exhausted.

[0025] In the control cabinet of each carriage of the large tourist vehicle, two switching power supplies are configured. The switching power supplies convert the AC power output by the two UPSs into DC power, and the output ends of the two switching power supplies are connected in series to achieve the redundant configuration of the switching power supplies. The redundant idea is the same as that of the UPS redundancy. When any one of the switching power supplies fails, the other switching power supply will take on the DC power supply for the original carriage that was borne by the two switching power supplies together, realizing the redundant configuration of the switching power supplies. At the same time, the output ends of the two switching power supplies are connected in series to increase the power supply capacity of the DC power supply.

[0026] That is: The realization of the redundancy of the DC control power supply for each carriage is to configure two switching power supplies U11 and U12 (input AC220V, output DC24V) in the control cabinet of each carriage of the vehicle. For the detailed circuit connection relationship, see Figure 2 ( Figure 3 、 Figure 4 ). As can be seen from the figure, the switching power supplies U11 and U12 convert the AC 220V power supply jointly output by the two uninterruptible power supplies UPS1 and UPS2 into DC 24V power. The output ends of the two switching power supplies U11 and U12 are connected in series to achieve the redundant configuration of the DC control power supply for each carriage. The redundant idea is the same as that of the uninterruptible power supply redundancy, that is, when any one of the switching power supplies fails, the other switching power supply will take on the DC 24V power supply for the original carriage that was supplied by the two switching power supplies together. Connecting the output ends of the two switching power supplies in series can also increase the power supply capacity of the DC 24V power supply.

[0027] In the two-way driving control circuit, a two-step operation control process of wake-up and activation is set. The vehicle can be woken up at any end console, and then the control system starts to run. However, when the vehicle needs to be activated, the control right of the console at the operating end can only be activated, and the console at the other end will not be able to be activated temporarily. Only after the control right of the vehicle is activated can the drive high-voltage power supply be connected, and the control system can also receive the operation instruction to drive the vehicle to run.

[0028] That is, in the two-way driving control circuit, a two-step operation control process of wake-up and activation is set. For the detailed circuit connection relationship, see Figure 1 (system redundant power supply configuration), Figure 5 (MC1 console circuit) and Figure 6 (MC2 console circuit). It can be seen from the figure that when the wake-up switch (S110 or S310) is turned on at any end console, the wake-up relays (K101, K301) and control power contactors (KM2, KM6) at both ends are successively energized and attracted, and the two uninterruptible power supplies UPS1 and UPS2 start and output AC 220V power. The vehicle control system and the control devices in each carriage start and perform self-check on the vehicle state. After the self-check is completed and it is detected that the switch buttons at both end consoles are placed in the safe position, the vehicle control system controls the 0-position protection relays (K111, K311) at both ends of the vehicle to be attracted. Thus, the vehicle completes the wake-up operation. At the console in the vehicle running direction (here taking MC1 as an example), when the activation key switch S111 is turned on, the activation relay K102 at the MC1 end is attracted, and then the main power contactor KM1 at the MC1 end and the main power contactor KM5 at the MC2 end are attracted. The AC 380V power collected by the current collectors JSQ1 and JSQ2 at the front and rear ends of the vehicle passes through the main power contactors KM1 and KM5 and is transmitted to the drive cabinets, vehicle high-voltage auxiliary equipment and drive equipment in each carriage to be powered on and start. Thus, the control right of the MC1 end of the vehicle has been activated, and the MC2 end will not be able to be activated temporarily.

[0029] No matter which end of the vehicle is activated, as long as the mushroom-shaped emergency stop switch at any end console is pressed, the main power contactor will lose power and disconnect. When restoring, the control right of the console needs to be re-activated.

[0030] That is, to ensure the safe operation of the vehicle, no matter which end of the vehicle is activated, as long as the mushroom-shaped emergency stop switch (S107 or S307) on the console at any end is pressed, the main power contactor KM1 at the MC1 end and the main power contactor KM5 at the MC2 end will lose power and disconnect. At the same time, the vehicle control system controls the zero-position protection relays (K111, K311) at both ends of the vehicle to lose power and disconnect. When restoring, first place the switch buttons on the consoles at both ends of the vehicle in the safe position (including activating the key switch S111 or S311), then reset the pressed mushroom-shaped emergency stop switch (S107 or S307), and finally, operate according to the normal vehicle activation process.

[0031] Emergency traction modes are set at the front and rear ends of the large sightseeing vehicle. That is, in the case of a vehicle control system communication network failure, the vehicle operation instruction is directly sent to the driver through a hard-wired circuit to achieve emergency traction of the vehicle. Rescue modes are set at the front and rear ends of the large sightseeing vehicle. That is, in the case of a complete failure of the vehicle power supply circuit and the invalidation of the emergency traction mode, the rescue vehicle provides control power to the faulty vehicle to achieve basic control and brake release of the vehicle, facilitating the traction of the faulty vehicle by the rescue vehicle. The brake forced release function is to forcibly open the brake through an independently set brake release circuit when the brake cannot be released even in the rescue mode, and then the faulty vehicle can be towed away by the rescue vehicle.

[0032] That is, to improve the system reliability, the system is also provided with an emergency traction mode, a rescue mode and a brake forced release function. The emergency traction mode is to directly give the vehicle operation instruction to the driver through a hard-wired connection in the case of a vehicle control system network failure. When the emergency traction switch is turned on at the console at the MC1 end, the emergency traction relay K120 is energized. When the emergency traction switch is turned on at the console at the MC2 end, the emergency traction relay K320 is energized. Whether the emergency traction switch is turned on at either end console, it will cause the main power contactor KM1 at the MC1 end and the main power contactor KM5 at the MC2 end to be energized, and the vehicle high-voltage auxiliary equipment and drive equipment will start, realizing the emergency traction of the vehicle. The rescue mode is in the case of a vehicle circuit failure and the emergency traction mode fails. The rescue vehicle transmits the YJAC220 and YJDC24 power supplies to the vehicle through the rescue interface set at the vehicle end. When the rescue switch (S112 or S312) is turned on at the console at either end of the vehicle, the rescue power contactor KM3 at the MC1 end and the rescue power contactor KM7 at the MC2 end are energized. At the same time, the main power contactor KM1 at the MC1 end and the main power contactor KM5 at the MC2 end will lose power and disconnect. The two uninterruptible power supplies UPS1 and UPS2 start and output AC 220V power, and the vehicle control system and the control equipment of each carriage start, and at this time, the basic control of the vehicle (except for high-voltage equipment) can be realized. The brake forced release function is when the brake still cannot be released in the rescue mode, the brake forced release (S113 or S313) is turned on at the console at either end of the faulty vehicle, the brake forced release contactor KM4 at the MC1 end and KM8 at the MC2 end are energized and closed, the brake is forced to open, and the faulty vehicle can be towed by the rescue vehicle.

[0033] It should be understood that: Although the above embodiments have made a relatively detailed written description of the design concept of the present invention, these written descriptions are only simple written descriptions of the design concept of the present invention, rather than limitations on the design concept of the present invention. Any combination, addition or modification that does not exceed the design concept of the present invention falls within the protection scope of the present invention.

Claims

1. A two-way driving control system for a sightseeing vehicle based on dual-power redundancy, including a large sightseeing vehicle, characterized in that: A two-way driving control circuit is provided in the driver's cab electrical cabinets at the front and rear ends of the large sightseeing vehicle. And an uninterruptible power supply (UPS) is configured in each of the driver's cab electrical cabinets at the front and rear ends. The output terminals of the two UPSs are connected in series. When the control system is woken up and activated at any one end console, the two UPSs will simultaneously output AC 220V power, realizing power redundancy and power expansion. When there is a failure in the equipment in the power distribution circuit of any one end control room, the power supply circuit of the other end control room will take on the vehicle power supply that was originally shared by the two power supply circuits together, achieving a dual-power redundant configuration; In each carriage control cabinet of the large sightseeing vehicle, two switching power supplies are configured. The switching power supplies convert the alternating current output by the two UPSs into direct current, and the output terminals of the two switching power supplies are connected in series. The redundancy idea is the same as that of the UPS redundancy. When any one of the switching power supplies fails, the other switching power supply will take on the DC power supply of this carriage that was originally borne by the two switching power supplies, realizing the redundant configuration of the switching power supply. At the same time, the output terminals of the two switching power supplies are connected in series to increase the power supply capacity of the DC power supply; The front and rear ends of the large sightseeing vehicle are provided with a rescue mode, that is, when the vehicle power supply circuit completely fails and the emergency traction mode also fails, the rescue vehicle provides control power to the faulty vehicle to achieve basic control and brake release of the vehicle, facilitating the towing of the vehicle by the rescue vehicle.

2. The two-way driving control system for a sightseeing vehicle based on dual-power redundancy according to claim 1, wherein: In the two-way driving control circuit, a two-step operation control process of waking up and activating is set. The vehicle can be woken up at any one end console, and then the control system starts to run; but when the vehicle needs to be activated, the control right of the console at this end can only be activated at the control end, and the console at the other end cannot be activated temporarily. Only after the control right of the vehicle is activated, the drive high-voltage power supply can be turned on, and the control system can also receive the operation instruction to drive the vehicle to travel.

3. The two-way driving control system for a sightseeing vehicle based on dual-power redundancy according to claim 2, characterized in that: Regardless of which end of the vehicle is activated, as long as the mushroom head emergency stop switch on any one end console is pressed, the main power contactor will lose power and disconnect. When restoring, the control right of the console needs to be reactivated.

4. The two-way driving control system for a sightseeing vehicle based on dual-power redundancy according to claim 1, characterized in that: The front and rear ends of the large sightseeing vehicle are provided with an emergency traction mode, that is, in the case of a failure in the communication network of the vehicle control system, the vehicle operation instruction is directly sent to the driver through a hard-wired circuit to achieve the emergency traction of the vehicle.

5. The two-way driving control system for a sightseeing vehicle based on dual-power redundancy according to claim 1, characterized in that: The brake release function is that when the brake cannot be released even in the rescue mode, the brake is forcibly opened through an independently set brake release circuit, and the faulty vehicle can be towed away by the rescue vehicle.

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