Dual control end vehicle control end selection circuit and dual control end vehicle

Abstract

The application provides a control terminal selection circuit of a double control terminal vehicle and the double control terminal vehicle. The control terminal selection circuit comprises a first control terminal occupation circuit, a first near-end occupation relay, a first near-end contact, a first far-end contact, a second far-end occupation relay arranged at a second control terminal, wherein the first near-end contact is closed in response to the energization of the first near-end occupation relay, and the second far-end occupation relay is powered to disconnect the second control terminal occupation circuit of the second control terminal occupation, and the first far-end contact is disconnected in response to the energization of the first far-end occupation relay of the second control terminal to disconnect the first control terminal occupation circuit; and a first control terminal retention circuit comprising a controller, a first vehicle speed relay and a first vehicle speed contact, wherein the controller powers the first vehicle speed relay according to the speed of the vehicle, and controls the first vehicle speed contact to be closed to power the first near-end occupation relay, so as to keep the first control terminal occupation circuit on.

Description

Technical Field

[0001] This invention relates to the field of vehicle control, and specifically to a control terminal selection circuit for a dual-control-terminal vehicle and a dual-control-terminal vehicle including the control terminal selection circuit. Background Technology

[0002] As global warming gains increasing attention, carbon neutrality has become a new trend. New energy vehicles are also receiving more and more attention. At the same time, to address urban traffic congestion and other problems, multi-unit, bidirectional new energy electric vehicles have emerged.

[0003] Multi-unit bidirectional new energy trolleybuses can meet the small-capacity transportation needs of urban traffic and solve road congestion problems. They can also adapt to the requirements of existing urban surface roads and can directly travel on public surface roads, sharing the right-of-way with other road vehicles. However, due to the characteristics of multi-unit trolleybuses, their long body, and large load capacity, they cannot turn around directly like ordinary cars and commercial vehicles. Therefore, multi-unit new energy trolleybuses are mostly designed with driver's cabs at both ends, thus enabling bidirectional driving.

[0004] Multi-unit new energy trolleybuses adopt a bidirectional drivable design. During operation, only one driver's cab can be authorized to operate the vehicle, and the driver's cab occupancy cannot be arbitrarily changed. If the driver's cab occupancy signal changes during operation, the vehicle will be unable to determine its direction, leading to loss of control and a road accident.

[0005] To address the aforementioned problems in existing technologies, there is an urgent need in the field for a vehicle control technology that maintains the control terminal in an unchanged state when the vehicle is in motion to ensure driving safety; and allows switching of the control terminal when the vehicle is stationary to facilitate changes in the driving direction of multi-unit vehicles. Summary of the Invention

[0006] The following provides a brief overview of one or more aspects to offer a basic understanding of them. This overview is not an exhaustive summary of all conceived aspects, nor is it intended to identify key or decisive elements of all aspects, nor to define the scope of any or all aspects. Its sole purpose is to present some concepts of one or more aspects in a simplified form as a prelude to the more detailed descriptions that follow.

[0007] To address the aforementioned problems in the prior art, one aspect of the present invention provides a control terminal selection circuit for a dual-control terminal vehicle, comprising: a first control terminal occupancy circuit, including a first proximal occupancy relay, a first proximal contact, a first distal contact, and a second distal occupancy relay disposed on a second control terminal, wherein the first proximal contact closes in response to energizing the first proximal occupancy relay, supplying power to the second distal occupancy relay to disconnect the second control terminal occupancy circuit occupied by the second control terminal, and the first distal contact disconnects the first control terminal occupancy circuit in response to energizing the first distal occupancy relay on the second control terminal; and a first control terminal holding circuit, including a controller, a first vehicle speed relay, and a first vehicle speed contact, wherein the controller supplies power to the first vehicle speed relay according to the vehicle speed, and controls the first vehicle speed contact to close to supply power to the first proximal occupancy relay, thereby maintaining the first control terminal occupancy circuit on.

[0008] In one embodiment, the control terminal selection circuit further includes: a second control terminal occupancy circuit, including a second proximal occupancy relay, a second proximal contact, a second distal contact, and a first distal occupancy relay disposed on the first control terminal, wherein the second proximal contact closes in response to the energization of the second proximal occupancy relay, supplying power to the first distal occupancy relay to disconnect the first control terminal occupancy circuit, and the second distal contact disconnects the second control terminal occupancy circuit in response to the energization of the second distal occupancy relay; and a second control terminal holding circuit, including the controller, a second vehicle speed relay, and a second vehicle speed contact, wherein the controller supplies power to the second vehicle speed relay according to the vehicle speed, and controls the second vehicle speed contact to close to supply power to the second proximal occupancy relay, thereby keeping the second control terminal occupancy circuit on.

[0009] In one embodiment, the first control terminal occupancy circuit in the above-mentioned control terminal selection circuit further includes a first power supply and a first occupancy switch, wherein the first power supply, the first occupancy switch, the first distal contact, and the first proximal occupancy relay are electrically connected to form a first proximal occupancy loop, wherein in response to the energization of the first distal occupancy relay, the first distal contact disconnects the first proximal occupancy loop, and the first power supply, the first occupancy switch, the first distal contact, the first proximal contact, and the second distal occupancy relay are electrically connected to form a first distal isolation loop, wherein in response to the closure of the first occupancy switch, the first distal contact, and the first proximal contact, the second distal occupancy relay is energized to disconnect the second proximal occupancy loop of the second control terminal.

[0010] In one embodiment, the controller in the control terminal selection circuit is configured to: acquire the vehicle speed data and monitor the output signal of the first occupancy switch; and in response to the vehicle speed being greater than a preset speed threshold and the output signal changing, provide the first control terminal with a prompt message indicating loss of occupancy signal or a prompt message indicating conflict of occupancy signal based on the output signal.

[0011] In one embodiment, the controller in the control terminal selection circuit is further configured to: monitor the output signal of the second occupancy switch of the second control terminal; and, in response to the fact that the output signals of the first occupancy switch and the second occupancy switch are both valid, provide occupancy signal conflict prompt information to the first control terminal and the second control terminal respectively.

[0012] In one embodiment, the controller in the control terminal selection circuit is configured to: acquire vehicle speed data; in response to the vehicle speed being greater than a preset speed threshold, not supply power to the first speed relay to close the first speed contact, the first proximal occupancy relay receiving power through the closed first speed contact to keep the first control terminal occupancy circuit on; and in response to the vehicle speed being less than or equal to the preset speed threshold, supply power to the first speed relay to open the first speed contact, blocking the power supply loop for the first proximal occupancy relay to keep the first control terminal occupancy circuit off.

[0013] In one embodiment, the first control terminal holding circuit in the control terminal selection circuit further includes a third proximal contact, wherein the third proximal contact closes in response to the energization of the first proximal occupancy relay, the first proximal occupancy relay obtains power through the closed first vehicle speed contact and the closed third proximal contact to keep the first control terminal occupancy circuit on, and the third proximal contact opens in response to the de-energization of the first proximal occupancy relay, blocking the power supply circuit of the first proximal occupancy relay to keep the first control terminal occupancy circuit off.

[0014] In one embodiment, the first control terminal holding circuit in the control terminal selection circuit further includes a second power supply, wherein, in response to the power-on of the vehicle, the second power supply supplies power to the first proximal occupancy relay via the closed first vehicle speed contact and the closed third proximal contact to keep the first control terminal occupancy circuit on, and in response to the power-off of the vehicle, the second power supply stops supplying power to keep the first control terminal occupancy circuit off.

[0015] To address the aforementioned problems, another aspect of the present invention provides a dual-control-end vehicle, comprising: a first driver's cab, equipped with a first control-end occupancy circuit and a first control-end holding circuit as described above; and a second driver's cab, equipped with a second control-end occupancy circuit and a second control-end holding circuit as described above.

[0016] In one implementation, the aforementioned dual-control vehicles include rail vehicles, virtual rail vehicles, and trackless vehicles. The rail vehicles include trains, subways, and / or maglev trains. The virtual rail vehicles include multi-unit vehicles that travel along virtual tracks on public roads. The trackless vehicles include multi-unit vehicles that are manually operated by drivers on public roads.

[0017] In summary, this invention provides a control terminal selection circuit for a dual-control-terminal vehicle and a dual-control-terminal vehicle including the control terminal selection circuit. By employing the control terminal selection circuit described above, this invention can maintain the control terminal occupancy state unchanged when the vehicle is in motion, thus ensuring driving safety; and allows switching of control terminals when the vehicle is stationary, facilitating changes in the driving direction of multi-unit vehicles. Attached Figure Description

[0018] The above-described features and advantages of the present invention will be better understood after reading the following detailed description of embodiments of the present disclosure in conjunction with the accompanying drawings. In the drawings, components are not necessarily drawn to scale, and components having similar related characteristics or features may have the same or similar reference numerals.

[0019] Figure 1 A schematic diagram of the control terminal selection circuit for a dual-control terminal vehicle according to one aspect of the present invention is shown.

[0020] Figure label:

[0021] K1: First proximal end possession relay;

[0022] K101: First proximal contact;

[0023] K201: First distal contact;

[0024] K2: First remote terminal occupied relay;

[0025] K102: Third proximal contact;

[0026] K1': Second proximal end occupied relay;

[0027] K101': Second proximal contact;

[0028] K201': Second distal contact;

[0029] K2': Second remote terminal occupied relay;

[0030] K102': Fourth proximal contact;

[0031] K3: First speed relay;

[0032] K301: First vehicle speed contact point;

[0033] K3': Second speed relay;

[0034] K301': Second vehicle speed contact point;

[0035] D1, D1': Diodes;

[0036] S0: First possession switch; and

[0037] S0': Second possession switch. Detailed Implementation

[0038] The following specific embodiments illustrate the implementation of the present invention. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. Although the description of the present invention is presented in conjunction with preferred embodiments, this does not mean that the features of the invention are limited to these embodiments. On the contrary, the purpose of describing the invention in conjunction with embodiments is to cover other options or modifications that may be derived based on the claims of the present invention. To provide a thorough understanding of the invention, many specific details will be included in the following description. The invention may also be implemented without using these details. Furthermore, to avoid confusion or obscuring the focus of the invention, some specific details will be omitted in the description.

[0039] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0040] Furthermore, the terms "upper," "lower," "left," "right," "top," "bottom," "horizontal," and "vertical" used in the following description should be understood as the orientations shown in the relevant paragraphs and accompanying drawings. These relative terms are for illustrative purposes only and do not imply that the described apparatus must be manufactured or operated in a specific orientation, and therefore should not be construed as limiting the invention.

[0041] It is understood that although terms such as "first," "second," and "third" may be used herein to describe various components, regions, layers, and / or parts, these components, regions, layers, and / or parts should not be limited by these terms, and these terms are only used to distinguish different components, regions, layers, and / or parts. Therefore, the first components, regions, layers, and / or parts discussed below may be referred to as second components, regions, layers, and / or parts without departing from some embodiments of the present invention.

[0042] As mentioned above, multi-unit new energy trolleybuses adopt a bidirectional drivable design. During trolleybus operation, only one driver's cab can be authorized to operate the vehicle, and the driver's cab occupancy cannot be arbitrarily changed. If the driver's cab occupancy signal changes during trolleybus operation, the vehicle will be unable to determine its direction, leading to loss of control and a road accident.

[0043] To address the aforementioned problems in the prior art, this invention provides a control terminal selection circuit for a dual-control-terminal vehicle, and a dual-control-terminal vehicle incorporating this control terminal selection circuit. By employing the aforementioned control terminal selection circuit for a dual-control-terminal vehicle, this invention can maintain the control terminal occupancy state unchanged when the vehicle is in motion, thus ensuring driving safety; and allows switching of the control terminal when the vehicle is stationary, facilitating changes in the driving direction for multi-unit vehicles.

[0044] In some embodiments of the present invention, the aforementioned dual-control vehicle may include a rail vehicle, a virtual rail vehicle, and a trackless vehicle.

[0045] Specifically, the aforementioned rail vehicles may include vehicles that rely on physical tracks to run, such as trains, subways, and / or maglev trains.

[0046] The aforementioned virtual rail vehicles can include multi-car trains that travel along virtual tracks on public roads. These virtual rail vehicles are controlled by a sensor system to follow designated traffic markings on the ground. A ground traffic line recognition system is also installed on the underside or beneath the vehicle body to remind the driver not to deviate from the predetermined route, thus achieving an effect similar to railway transportation. The aforementioned public roads include ordinary urban roads, urban expressways, interchanges, tunnels, highways, expressways, and other types of roads where other vehicles share the road.

[0047] The aforementioned trackless vehicles can include multi-unit vehicles manually operated by a driver on public roads. Trackless vehicles are a type of public transportation vehicle that is typically powered by an overhead contact line and driven by an electric motor, and does not rely on fixed tracks. The body and chassis of trackless vehicles are generally the same as ordinary buses or trains, but a pair of power receiving poles are required on the roof to receive electricity from a pair of contact wires in the overhead contact line and form a current path.

[0048] Because multi-car trolleybuses are inherently longer and have a larger carrying capacity, they need to be able to travel in both directions to allow for quick U-turns. This means that two driver's cabs are required at each end of the vehicle, and both cabs are equipped with systems to control the vehicle's operation. Please refer to [link / reference needed] for details. Figure 1 , Figure 1 A schematic diagram of the control terminal selection circuit for a dual-control terminal vehicle according to one aspect of the present invention is shown.

[0049] like Figure 1 As shown, in some embodiments of the present invention, the control terminal selection circuit 100 of a dual-control-end vehicle can be disposed in the first and second driver's cabs at both ends of the dual-control-end vehicle. In some embodiments, the circuits of the control terminal selection circuit 100 in the first and second driver's cabs can be configured with the same structure, so that the driver can control the operation of the vehicle from either driver's cab.

[0050] exist Figure 1 In the illustrated embodiment, the control terminal in the first driver's cab is the first control terminal, and the control terminal in the second driver's cab is the second control terminal. The control terminal selection circuit 100 of the aforementioned dual-control terminal vehicle mainly includes a first control terminal occupancy circuit and a first control terminal holding circuit in the first control terminal. The control terminal selection circuit 100 of the dual-control terminal vehicle mainly includes a second control terminal occupancy circuit and a second control terminal holding circuit in the second control terminal.

[0051] In the first driver's cab, the control terminal selection circuit 100 of the dual-control vehicle includes a first proximal occupancy relay K1, a first proximal contact K101, a third proximal contact K102, a controller 1, a first vehicle speed relay K3, a first vehicle speed contact K301, and a first remote occupancy relay K2.

[0052] In the second cab, the control terminal selection circuit 100 of the dual-control vehicle includes a second proximal occupancy relay K1', a second proximal contact K101', a fourth proximal contact K102', a controller 2, a second vehicle speed relay K3', a second vehicle speed contact K301', and a second remote occupancy relay K2'. In other words, the structure of the control terminal selection circuit 100 in the second cab is equal to and symmetrical to the circuit structure in the first cab.

[0053] In some embodiments of the present invention, the first proximal occupancy relay K1, the first proximal contact K101, the first distal contact K201 in the first driver's cab, and the second distal occupancy relay K2' disposed on the second control terminal together constitute the first control terminal occupancy circuit.

[0054] In this embodiment, the first proximal contact K101 is the normally open contact of the first proximal occupying relay K1. When the first proximal occupying relay K1 is in its normal state (not energized), the first proximal contact K101 is in the open state. When the coil of the first proximal occupying relay K1 is energized, the normally open first proximal contact K101 will close. The normally open third proximal contact K102 is an auxiliary switch linked to the first proximal contact K101 of the main switch; when the first proximal contact K101 is closed, the third proximal contact K102 of the auxiliary switch also closes.

[0055] The first distal contact K201 is a normally closed contact of the first distal occupied relay K2. When the first distal occupied relay K2 is in its normal (unenergized) state, the first distal contact K201 is closed. When the coil of the first distal occupied relay K2 is energized, the normally closed first distal contact K201 will open.

[0056] The first control terminal holding circuit in the first driver's cab includes a controller 1, a first vehicle speed relay K3, and a first vehicle speed contact K301.

[0057] In this embodiment, the first vehicle speed contact K301 is a normally closed contact of the first vehicle speed relay K3. When the first vehicle speed relay K3 is in its normal (unenergized) state, the first vehicle speed contact K301 is in a closed state. When the coil of the first vehicle speed relay K3 is energized, the normally closed first vehicle speed contact K301 will open.

[0058] The controller 1 can be a vehicle control and monitoring unit used to monitor and control the vehicle's speed. In some embodiments of the present invention, the controller 1 is mainly used to acquire the vehicle's speed data and monitor the output signal of the first occupancy switch S0. The first occupancy switch S0 is a normally open contact that selects the occupancy of the first control terminal. When the first occupancy switch S0 is pressed and closed, it indicates that the first control terminal is occupied, that is, the vehicle will be controlled by the first control terminal located in the first driver's cab.

[0059] Similarly, in some embodiments of the present invention, the second control terminal occupancy circuit in the second cab includes a second proximal occupancy relay K1', a second proximal contact K101', a second distal contact K201', and a first distal occupancy relay K2 disposed at the first control terminal.

[0060] In this embodiment, the second proximal contact K101' is the normally open contact of the second proximal occupying relay K1'. When the second proximal occupying relay K1' is in its normal (unenergized) state, the second proximal contact K101' is in the open state. When the coil of the second proximal occupying relay K1' is energized, the normally open second proximal contact K101' will close. The normally open fourth proximal contact K102' is an auxiliary switch linked to the second proximal contact K101' of the main switch; when the second proximal contact K101' is closed, the fourth proximal contact K102' of the auxiliary switch also closes.

[0061] The second remote contact K201' is a normally closed contact of the second remote occupied relay K2'. When the second remote occupied relay K2' is in its normal (unenergized) state, the second remote contact K201' is closed. When the coil of the second remote occupied relay K2' is energized, the normally closed second remote contact K201' will open.

[0062] The second control terminal holding circuit in the second cab includes controller 2, second speed relay K3' and second speed contact K301'.

[0063] In this embodiment, the second vehicle speed contact K301' is a normally closed contact of the second vehicle speed relay K3'. When the second vehicle speed relay K3' is normally de-energized, the second vehicle speed contact K301' is in a closed state. When the coil of the second vehicle speed relay K3' is energized, the normally closed second vehicle speed contact K301' will open.

[0064] Controller 2 can also be a vehicle control and monitoring unit for monitoring and controlling the vehicle's speed. In some embodiments of the present invention, controller 2 is mainly used to acquire the vehicle's speed data and monitor the output signal of the second occupancy switch S0'. The second occupancy switch S0' is a normally open contact that selects the occupancy of the second control terminal. When the second occupancy switch S0' is pressed and closed, it indicates that the second control terminal is occupied, that is, the vehicle will be controlled by the second control terminal located in the second driver's cab.

[0065] Preferably, in some embodiments of the present invention, the first control terminal occupancy circuit and the second control terminal occupancy circuit in the control terminal selection circuit 100 of the dual-control terminal vehicle further include a first power supply. This first power supply can be a constantly powered (24V) power source such as a vehicle battery, that is, a power source that is permanently in a power supply state.

[0066] Within the first control terminal, the first power supply, the first occupancy switch S0, the first remote contact K201, and the first near-end occupancy relay K1 are electrically connected to form a first near-end occupancy circuit, which is used to indicate the state in which the first control terminal is occupied.

[0067] The first power supply, the first occupancy switch S0, the first remote contact K201, the first near contact K101, and the second remote occupancy relay K2' are electrically connected to form a first remote isolation circuit, which is used to disconnect the second near occupancy circuit of the second control terminal.

[0068] Similarly, within the second control terminal, the first power supply, the second occupancy switch S0', the second remote contact K201', and the second near-end occupancy relay K1' are electrically connected to form a second near-end occupancy circuit, which is used to indicate the state in which the second control terminal is occupied.

[0069] The first power supply, the second occupancy switch S0', the second remote contact K201', the second near contact K101', and the first remote occupancy relay K2 are electrically connected to form a second remote isolation circuit, which is used to disconnect the first near occupancy circuit of the first control terminal.

[0070] Preferably, in other embodiments of the present invention, the first control terminal holding circuit and the second control terminal holding circuit in the control terminal selection circuit 100 of the dual-control terminal vehicle further include a second power supply. This second power supply can be configured as an activation power supply, that is, a power supply that is activated only after the vehicle is powered on.

[0071] To better understand the control terminal selection circuit 100 and the dual-control terminal vehicle provided by this invention, the working principle of the control terminal selection circuit 100 and the dual-control terminal vehicle will be described below in conjunction with some circuit control methods. Those skilled in the art will understand that these circuit control methods are merely non-limiting embodiments provided by this invention, intended to clearly demonstrate the main concept of this invention and provide some specific solutions convenient for public implementation, rather than limiting all functions and all operating modes of the control terminal selection circuit 100 and the dual-control terminal vehicle. Similarly, the control terminal selection circuit 100 and the dual-control terminal vehicle are also merely a non-limiting embodiment provided by this invention, and do not constitute a limitation on the executing entity of each step in these control methods.

[0072] Please continue reading. Figure 1 In some embodiments of the present invention, when a driver needs to drive a dual-control vehicle, he / she can enter the cab of one of the control terminals of the dual-control vehicle (e.g., the first cab) according to the target driving direction and perform vehicle operation control in that cab.

[0073] After the driver enters the first cab, he / she can press the first occupancy switch S0 on the first control terminal to activate the control terminal selection circuit 100. Specifically, when the first occupancy switch S0 is pressed and closed, the normally powered (24V) power supply of the first power source will supply power to the first near-end occupancy relay K1 through the normally closed first far-end contact K201. At this time, the first near-end occupancy circuit is energized, and the driver can operate the vehicle through the first cab.

[0074] Furthermore, when the first proximal occupancy relay K1 is energized, the normally open first proximal contact K101 closes, thereby supplying power from the first control terminal to the second distal occupancy relay K2' located on the second control terminal. In response to the closure of the first occupancy switch S0, the first distal contact K201, and the first proximal contact K101, the first distal isolation circuit is energized, causing the coil of the second distal occupancy relay K2' to engage, thus disconnecting the second distal contact K201' located on the second control terminal, thereby disconnecting the second proximal occupancy circuit of the second control terminal. At this time, the second control terminal occupancy circuit of the second control terminal will become ineffective as the second proximal occupancy circuit is disconnected. In other words, when the first cab is occupied, any operation on the second cab will be invalid.

[0075] Optionally, in other embodiments, when the driver chooses to enter the second cab instead of the first cab and presses the second occupancy switch S0' on the second control terminal first, the normally powered (24V) power supply of the first power source will supply power to the second near-end occupancy relay K1' through the normally closed second far-end contact K201'. At this time, the second near-end occupancy circuit is energized, and the driver can operate the vehicle through the second cab.

[0076] Furthermore, when the second proximal occupancy relay K1' is energized, the normally open second proximal contact K101' closes, thereby allowing the second control terminal to supply power to the first distal occupancy relay K2 located at the first control terminal. In response to the closure of the second switch S0', the second distal contact K201', and the second proximal contact K101', the second distal isolation circuit is energized, causing the coil of the first distal occupancy relay K2 to engage, thus disconnecting the first distal contact K201 located at the first control terminal, thereby disconnecting the first proximal occupancy circuit of the first control terminal. At this time, the first control terminal occupancy circuit of the first control terminal will become ineffective as the first proximal occupancy circuit is disconnected. In other words, when the second cab is occupied, any operation on the first cab will be invalid.

[0077] Continuing with the example of the first driver's cab being occupied, in order to prevent the driver from accidentally operating the first occupancy switch S0 while the vehicle is in motion, and to prevent the signal of the first occupancy switch S0 from being lost while the vehicle is in motion, the controller 1 in the first control terminal holding circuit will supply power to the first vehicle speed relay K3 according to the vehicle speed, and control the first vehicle speed contact K301 to close to supply power to the first proximal occupancy relay K1, thereby keeping the first control terminal occupancy circuit on.

[0078] Specifically, controller 1 is responsible for monitoring the real-time speed of the vehicle. When the vehicle speed is greater than a preset speed threshold, controller 1 can determine that the vehicle is not suitable for changing driver's cabs at the moment, and therefore will not supply power to the first speed relay K3 to keep the first speed contact K301 normally closed.

[0079] For example, the first vehicle speed relay K3 can be selected as the vehicle zero-speed relay. When the current vehicle speed is detected to be greater than a preset speed threshold of 0.1 km / h, the controller 1 can determine that the vehicle is in motion and it is not suitable to switch driver's cabs. Therefore, the controller 1 can output a low level to the first vehicle speed relay K3, not supplying it with power so that the first vehicle speed contact K301 remains closed. In this way, the first proximal occupancy relay K1 can obtain power through the closed first vehicle speed contact K301 to keep the aforementioned first control terminal occupancy circuit conducting.

[0080] Furthermore, to maintain the current state of the first control terminal occupancy circuit, a normally open third proximal contact K102 of the first proximal occupancy relay K1 is connected in series in the first control terminal holding circuit. When the first control terminal occupancy circuit of the first control terminal is energized, the first proximal occupancy relay K1 is energized, causing the normally open third proximal contact K102 in the first control terminal holding circuit to close. Thus, the first proximal occupancy relay K1 can obtain power through the closed first vehicle speed contact K301 and the third proximal contact K102 to maintain the conduction of the aforementioned first control terminal occupancy circuit. Conversely, when the first control terminal occupancy circuit of the first control terminal is originally in an open state, the first proximal occupancy relay K1 is de-energized, causing the third proximal contact K102 in the first control terminal holding circuit to open. At this time, even if the first vehicle speed contact K301 is closed, the first proximal occupancy relay K1 still cannot obtain power through the open third proximal contact K102, thereby maintaining the aforementioned first control terminal occupancy circuit open.

[0081] Optionally, in other embodiments, when the monitored real-time speed of the vehicle is less than or equal to a preset speed threshold, the controller 1 will supply power to the first vehicle speed relay K3 to disconnect the first vehicle speed contact K301, thereby disconnecting the first control terminal holding circuit so that the driver can freely switch the cab.

[0082] Continuing with the above embodiment, the first vehicle speed relay K3 is still selected as the vehicle zero-speed relay. When the controller 1 detects that the current vehicle speed is less than or equal to a preset speed threshold (e.g., 0.1 km / h), the controller 1 can determine that the vehicle is in a stopped state. At this time, the controller 1 can output a high level to the first vehicle speed relay K3 to supply power, thereby disconnecting the first vehicle speed contact K301 to block the first control terminal holding circuit. In this way, the driver does not need to perform a power-off restart operation on the vehicle; they can conveniently cancel the occupation of the control terminal selection circuit 100 of the first control terminal by disconnecting the first occupation switch S0, so as to quickly switch the control terminal selection circuit 100 of the second control terminal to control the vehicle.

[0083] Preferably, the aforementioned first control terminal holding circuit may further include a vehicle activation power supply (i.e., a second power supply). This vehicle activation power supply starts in response to the vehicle's power-on and supplies power to the first proximal occupancy relay K1 via the closed first vehicle speed contact K301 and the closed third proximal contact K102, thereby maintaining the first control terminal occupancy circuit on. Therefore, when the vehicle is at normal speed or high speed, the control terminal selection circuit 100 provided by this invention can maintain the occupancy state of a selected control terminal unchanged. Furthermore, the vehicle activation power supply also enters sleep mode in response to the vehicle's power-off, and can disconnect the first control terminal holding circuit from the power supply terminal, thus effectively preventing various contact short circuits, controller malfunctions, coil induced current, and other factors from mistakenly triggering the first control terminal occupancy circuit.

[0084] It is understood that the second control terminal holding circuit of the second control terminal in the second cab has the same circuit structure and working principle as the first control terminal holding circuit of the first control terminal in the first cab. The controller 2 supplies power to the second vehicle speed relay K3' according to the vehicle's speed and controls the second vehicle speed contact K301' to close to supply power to the second proximal occupancy relay K1', thereby keeping the second control terminal occupancy circuit conducting. For a detailed explanation of the working principle, please refer to the above embodiment of the first cab being occupied; it will not be repeated here.

[0085] Based on the above description, the control terminal selection circuit provided by the present invention can determine whether switching control terminals is permitted according to the vehicle's state. Specifically, when the vehicle is in motion, the control terminal selection circuit 100 can maintain the occupancy state of each control terminal by activating the control terminal holding circuit, thereby improving the reliability of the control terminal selection circuit 100 and ensuring driving safety. When the vehicle is stationary, the control terminal selection circuit 100 can allow the driver to flexibly switch control terminals by blocking the control terminal holding circuit, thereby facilitating the driver to change the driving direction of multi-unit vehicles by switching control terminals.

[0086] Continuing with the example of the first driver's cab being occupied, when the controller 1 inside the first driver's cab detects that the vehicle's speed exceeds a preset speed threshold, but if the output signal of the first occupancy switch S0 changes, it provides a prompt message indicating that the occupancy signal is lost or that there is an occupancy signal conflict to the first control terminal based on the output signal.

[0087] Specifically, in some embodiments of the present invention, when the controller 1 detects that the current vehicle speed is greater than 30 km / h, but the output signal of the first occupancy switch S0 changes from 1 to 0, the controller 1 can determine that the first occupancy switch S0 is lost. At this time, the controller 1 will send a prompt message indicating that the first occupancy signal is lost to the human-machine interface in the first driver's cab, to remind the driver to check whether the first occupancy switch S0 has been accidentally activated, or whether the first occupancy switch S0 has experienced a circuit malfunction.

[0088] In other embodiments of the present invention, when the first occupancy switch S0 is closed, the vehicle is still controlled by the first control terminal in the first driver's cab and is in a normal driving state. At this time, if the second occupancy switch S0' in the second driver's cab is also pressed, the output signal of the second occupancy switch S0' changes from 0 to 1. At this time, in response to the occupancy signals of both control terminals of the vehicle being pressed, the controller 2 will send a prompt message to the human-machine interface of the currently occupied first driver's cab indicating a conflict between the two occupancy signals, to remind the driver to check whether someone has accidentally touched the second occupancy switch S0', or whether the second occupancy switch S0' has a short circuit fault.

[0089] The above embodiments of the present invention provide an anomaly detection scheme for the control terminal selection circuit 100 of a dual-control terminal vehicle under normal or high-speed conditions. Specifically, it addresses situations where the occupancy signal of one control terminal is lost or malfunctions during vehicle operation, and situations where the occupancy signals of the two control terminals in a dual-control terminal vehicle conflict. The scheme prompts the driver not to switch control terminals under normal or high-speed conditions and promptly alerts the driver to signal occupancy loss faults.

[0090] Preferably, in one embodiment, when the vehicle is about to start, if the first occupancy switch S0 and the second occupancy switch S0' of the two control terminals in the two driver's compartments are pressed successively within a short period of time, that is, the occupancy switches of the two control terminals are almost simultaneously closed, the controllers 1 and 2 of the two control terminals will detect that the output signals of the first occupancy switch S0 of the first control terminal and the second occupancy switch S0' of the second control terminal both change from 0 to 1. At this time, the controllers 1 and 2 will respectively send a prompt message indicating an occupancy signal conflict to the human-machine interface of the first control terminal and the second control terminal.

[0091] The preferred embodiment of the present invention provides a conflict detection scheme for the control terminal selection circuit 100 of a dual-control terminal vehicle during startup. When the two control terminals of the vehicle experience a conflicting signal at almost the same time, a conflicting signal prompt message can be sent to require the driver to reconfirm the control terminal to be started and the driving direction before starting the vehicle, thereby ensuring the safe starting of the vehicle.

[0092] Preferably, the first control terminal occupancy circuit in the control terminal selection circuit 100 of the dual-control terminal vehicle described above may further include a diode D1. By setting this diode D1, the signal in the first control terminal occupancy circuit can be reversely blocked from being transmitted to the controller 1's DI in the first control terminal holding circuit, thus not affecting the controller 1's detection of the switching signal of the first occupancy switch S0. Similarly, the second control terminal can also be equipped with the same diode D1' to achieve the same technical effect.

[0093] This concludes the description of the control terminal selection circuit for a dual-control-terminal vehicle and a dual-control-terminal vehicle including the control terminal selection circuit, provided by one aspect of the present invention. By employing the control terminal selection circuit for the dual-control-terminal vehicle described above, the present invention can maintain the control terminal occupancy state unchanged when the vehicle is in motion, thereby ensuring driving safety; and allows switching of the control terminal when the vehicle is stationary, to facilitate changes in the driving direction of multi-unit vehicles.

[0094] The prior description of this disclosure is provided to enable any person skilled in the art to make or use this disclosure. Various modifications to this disclosure will be apparent to those skilled in the art, and the general principles defined herein may be applied to other variations without departing from the spirit or scope of this disclosure. Therefore, this disclosure is not intended to be limited to the examples and designs described herein, but should be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A control terminal selection circuit for a dual-control-terminal vehicle, characterized in that, include: A first control terminal occupancy circuit includes a first proximal occupancy relay, a first proximal contact, a first distal contact, and a second distal occupancy relay disposed at a second control terminal, a first power supply, and a first occupancy switch. The first proximal contact closes in response to energizing the first proximal occupancy relay, supplying power to the second distal occupancy relay to disconnect the second control terminal occupancy circuit. The first distal contact disconnects the first control terminal occupancy circuit in response to energizing the first distal occupancy relay at the second control terminal. The first power supply, the first occupancy switch, the first distal contact, and the first proximal occupancy relay are electrically connected to form a first proximal occupancy loop. In response to energizing the first distal occupancy relay, the first distal contact disconnects the first proximal occupancy loop. The first power supply, the first occupancy switch, the first distal contact, the first proximal contact, and the second distal occupancy relay are electrically connected to form a first distal isolation loop. In response to closing the first occupancy switch, the first distal contact, and the first proximal contact, the second distal occupancy relay is energized to disconnect the second proximal occupancy loop at the second control terminal. The first control terminal holding circuit includes a controller, a first vehicle speed relay, and a first vehicle speed contact. The controller supplies power to the first vehicle speed relay according to the vehicle speed and controls the first vehicle speed contact to close to supply power to the first proximal occupancy relay, thereby keeping the first control terminal occupancy circuit on.

2. The control terminal selection circuit as described in claim 1, characterized in that, Also includes: The second control terminal occupancy circuit includes a second proximal occupancy relay, a second proximal contact, a second distal contact, and a first distal occupancy relay disposed at the first control terminal. The second proximal contact closes in response to energizing the second proximal occupancy relay, supplying power to the first distal occupancy relay to disconnect the first control terminal occupancy circuit. The second distal contact disconnects the second control terminal occupancy circuit in response to energizing the second distal occupancy relay. The second control terminal holding circuit includes the controller, the second vehicle speed relay, and the second vehicle speed contact. The controller supplies power to the second vehicle speed relay according to the speed of the vehicle and controls the second vehicle speed contact to close to supply power to the second proximal occupancy relay, thereby keeping the second control terminal occupancy circuit on.

3. The control terminal selection circuit as described in claim 1, characterized in that, The controller is configured to: Acquire the vehicle's speed data and monitor the output signal of the first occupancy switch; and In response to the vehicle speed exceeding a preset speed threshold, the output signal changes, and a prompt message indicating a lost or conflicting possession signal is provided to the first control terminal based on the output signal.

4. The control terminal selection circuit as described in claim 3, characterized in that, The controller is also configured to: Monitor the output signal of the second occupancy switch at the second control terminal; and In response to the fact that the output signals of the first and second occupancy switches are both valid, a occupancy signal conflict prompt message is provided to the first control terminal and the second control terminal respectively.

5. The control terminal selection circuit as described in claim 1 or 3, characterized in that, The controller is configured to: Obtain the vehicle speed data; In response to the vehicle speed being greater than a preset speed threshold, no power is supplied to the first vehicle speed relay to close the first vehicle speed contact. The first proximal occupancy relay obtains power through the closed first vehicle speed contact to keep the first control terminal occupancy circuit on. as well as In response to the vehicle speed being less than or equal to a preset speed threshold, power is supplied to the first vehicle speed relay to disconnect the first vehicle speed contact, thereby blocking the power supply circuit for the first proximal occupancy relay to keep the first control terminal occupancy circuit disconnected.

6. The control terminal selection circuit as described in claim 5, characterized in that, The first control terminal holding circuit further includes a third proximal contact, wherein, The third proximal contact closes in response to the energization of the first proximal occupancy relay. The first proximal occupancy relay receives power through the closed first vehicle speed contact and the closed third proximal contact to maintain the conduction of the first control terminal occupancy circuit. The third proximal contact disconnects in response to the de-energization of the first proximal occupancy relay, blocking the power supply circuit for the first proximal occupancy relay, thereby keeping the first control terminal occupancy circuit disconnected.

7. The control terminal selection circuit as described in claim 6, characterized in that, The first control terminal holding circuit also includes a second power supply, wherein, In response to the vehicle being powered on, the second power supply supplies power to the first proximal occupancy relay via the closed first vehicle speed contact and the closed third proximal contact to maintain the first control terminal occupancy circuit on. In response to the power-off of the vehicle, the second power supply stops supplying power to keep the first control terminal occupied circuit disconnected.

8. A dual-control-end vehicle, characterized in that, include: The first driver's cab is equipped with a first control terminal occupying circuit and a first control terminal holding circuit for the control terminal selection circuit as described in any one of claims 1 to 7; as well as The second driver's cab is equipped with a second control terminal occupancy circuit and a second control terminal holding circuit as described in any one of claims 1 to 7.

9. The dual-control vehicle as described in claim 8, characterized in that, The dual-control vehicles include rail vehicles, virtual rail vehicles, and trackless vehicles, among which... The rail vehicles include trains, subways, and / or maglev trains. The virtual rail vehicles include multi-unit vehicles that travel along virtual tracks on public roads. The trackless vehicles include multi-unit vehicles manually operated by a driver on public roads.

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