Fully automated train and hibernating load control circuit and control method thereof

Abstract

The application discloses a full-automatic driving train and a hibernation load control circuit and a control method thereof, and belongs to the field of train control technology.The full-automatic driving train comprises a train power-off relay;the coil of the train power-off relay is connected with the first normally-open contact and the first normally-closed contact of a full-automatic driving mode switch;the first normally-open contact and the first normally-closed contact of the full-automatic driving mode switch are linkage contacts;the first normally-open contact of the full-automatic driving mode switch is connected with a hibernation / wakeup module first switch and a train hibernation / wakeup switch;the hibernation / wakeup module first switch is connected with a power supply through the normally-closed contact of a signal system cut-off relay;one end of the first normally-closed contact of the full-automatic driving mode switch is connected between the first normally-open contact of the full-automatic driving mode switch and the train hibernation / wakeup switch, and the other end is connected with the normally-closed contact of a network normal relay.The application solves the problem that the battery capacity is excessively dissipated when the full-automatic driving train is hibernated for a long time.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of low-voltage power supply control of rail transit, in particular to a full-automatic driving train and a hibernation load control circuit and control method thereof. BACKGROUND

[0002] The prior art does not distinguish between hibernation load and permanent load, and the function module for hibernation / wakeup can only be connected to the permanent load, and the battery undervoltage cannot disconnect the hibernation / wakeup module circuit, resulting in that the train cannot be remotely woken up, affecting the normal operation of the train. In addition, when the vehicle is overhauled, in order to make the train control circuit not exist DC110V voltage, only the train battery fuse is disconnected to make the vehicle completely lose voltage and start overhauling, resulting in inconvenience in overhauling. SUMMARY

[0003] The present application solves the technical problem of the prior art, and provides a full-automatic driving train and a hibernation load control circuit and control method thereof, which can avoid the situation that the train cannot be remotely woken up after the battery undervoltage.

[0004] To solve the above technical problems, the technical scheme adopted by the present application is as follows: a hibernation load control circuit of a full-automatic driving train, comprising a train power-off relay; a coil of the train power-off relay is connected with a first normally open contact and a first normally closed contact of a full-automatic driving mode switch; the first normally open contact and the first normally closed contact of the full-automatic driving mode switch are linked contacts; the first normally open contact of the full-automatic driving mode switch is connected with a first switch of a hibernation / wakeup module and a train hibernation / wakeup switch; the first switch of the hibernation / wakeup module is connected with a power source through a normally closed contact of a signal system cut-off relay; one end of the first normally closed contact of the full-automatic driving mode switch is connected between the first normally open contact of the full-automatic driving mode switch and the train hibernation / wakeup switch, and the other end is connected with a normally closed contact of a network normal relay; the normally closed contact of the network normal relay is connected with a coil of a network deep hibernation relay through a normally closed contact of a network deep hibernation relay; the normally closed contact of the network deep hibernation relay is linked with a normally open contact of the network deep hibernation relay, and the normally open contact of the network deep hibernation relay is connected with the power source.

[0005] The hibernation load control circuit of the present application can ensure that the train enters the hibernation mode in both manual hibernation mode and signal system remote hibernation mode, and increases the redundancy and controllability of the low-voltage power supply system. Whether the hibernation load can be successfully powered on has no certain relationship with the protection voltage of the current vehicle battery, as long as the minimum voltage of the battery meets the minimum attraction requirement of the relay, and the wakeup of the hibernation load does not consider the undervoltage protection of the battery.

[0006] The application allows the train to continue to work in a partial load in a sleep state, and provides a control power supply basis for automatic wake-up of a full-automatic driving load.

[0007] The coils of the train power-off relay are connected to the first normally open contact and the first normally closed contact of the full-automatic driving mode switch through the first diode and the second diode respectively.

[0008] The first normally open contact of the full-automatic driving mode switch is connected to the train sleep / wake-up switch and the sleep / wake-up module through the third diode and the fourth diode respectively.

[0009] The normally closed contact of the deep sleep relay is connected to the normally open contact of the sleep load contactor at one end, and is connected to the coil of the sleep load contactor through the normally open contact of the battery feeding relay and the normally closed contact of the network sleep load off relay in sequence at the other end.

[0010] The coil of the network deep sleep relay is connected to the output side of the TCMS network first IO module, and the input side of the TCMS network first IO module is connected to the power supply.

[0011] One end of the second switch of the sleep / wake-up module is connected to the power supply, and the other end is connected to the full-automatic driving mode switch.

[0012] The normally open contact of the train occupation relay is connected to the coil of the train power-on relay, the normally open contact of the train power-on relay is connected to the normally closed contact of the train power-off relay, and the normally closed contact of the train power-off relay is connected to the power supply.

[0013] The first normally open contact of the train power-on relay is connected in parallel with the normally open contact of the dormant load contactor; the first normally open contact of the train power-on relay and the normally open contact of the dormant load contactor are connected to the coil of the undervoltage detection relay; the normally open contact of the undervoltage detection relay is connected in parallel with the normally open contact of the battery power-on relay; the coil of the battery power-on relay is connected to the second normally open contact of the train power-on relay, and the second normally open contact of the train power-on relay is connected to the normally open contact of the undervoltage detection relay; one end of the battery power-on relay and one end of the normally open contact of the undervoltage detection relay are connected to the power supply, and the other end of the battery power-on relay is connected between the second normally open contact of the train power-on relay and the normally open contact of the undervoltage detection relay; the normally open contact of the battery power-on relay is connected to the coil of the battery feeding relay, and the coil of the battery feeding relay is connected to the input end of the coil of the battery power-on relay.

[0014] The application also provides a full-automatic driving train dormant load control method, which comprises the following steps:

[0015] When the train TCMS network state is available, the train is in a stationary state, the remaining loads of the train have been turned off, and a remote instruction of deep dormancy is received, the dormant load is turned off.

[0016] The dormant load refers to a load of a wake-up module, a wake-up circuit and a signal train-ground communication module connected to a signal system.

[0017] The application also provides a full-automatic driving train, which adopts the control circuit.

[0018] Compared with the prior art, the application has the following beneficial effects:

[0019] A、In the application, the dormant load needs to be woken up only when the train enters a deep dormancy state, and the dormant load is in a working state in other cases; the train is woken up from the deep dormancy only by a train wake-up knob on a driver's cab. The design of the deep dormancy is very beneficial to train circuit maintenance. If there is no deep dormancy mode, the dormant load of the train is always powered on, and at this time, the maintenance work can be carried out only when the fuse of the whole train battery is pulled out.

[0020] B、In the application, whether the dormant load can be successfully powered on has no necessary relationship with the protection voltage (DC 84V) of the current vehicle battery, as long as the minimum voltage of the battery meets the minimum pull-in requirement (DC 36V) of the relay. The wake-up of the dormant load does not consider the undervoltage protection of the battery. This design ensures the maximum availability of the dormant load. Even if the battery is undervoltage, the dormant load can be normally started, and the train has the ability to receive a remote wake-up instruction.

[0021] C. In fully automated driving mode, the train's hibernation command is triggered either through the signal system's hibernation / wake-up module or by manually operating the train deactivation / deactivation knob. At this time, the train will enter hibernation mode, in which the hibernation load remains powered and the train is in standby mode. This design ensures that in fully automated driving mode, the train can enter hibernation mode regardless of whether it is triggered by the signal system's hibernation / wake-up module or by manually operating the train deactivation / deactivation knob.

[0022] The behavior of trains is consistent, without distinguishing between deep hibernation and hibernation. In this case, after the train goes into hibernation, it can still be woken up remotely or locally.

[0023] D. If the train is awakened but does not receive a hibernation command, the hibernation load will remain operational until the battery voltage is insufficient to support the corresponding relay's continued operation (below DC 36V). Only then will the hibernation load automatically disconnect. Otherwise, it will not disconnect. This design ensures maximum availability of the hibernation load. If a low battery voltage is detected remotely, the train can be remotely awakened, and the pantograph can be raised to charge the train's battery, avoiding the situation where remote awakening is impossible due to low battery voltage.

[0024] E. In non-fully automated driving mode, the driver can also issue a sleep command by operating the train disconnect activation knob. This will trigger the train to enter deep sleep mode, shutting off all train loads, including sleep loads. In non-fully automated driving mode, only the driver can issue a sleep command by operating the train disconnect activation knob. At this time, the sleep command from the signaling system is invalid. This is also the only normal way for the train to enter deep sleep mode.

[0025] F. After the train enters hibernation mode, manually operated deep hibernation commands are ineffective. However, to protect the battery, in this situation, the train will automatically enter deep hibernation mode when the battery voltage drops below the minimum protection voltage (DC84V). This design will automatically protect the battery after the first warning of battery undervoltage is not responded to remotely, allowing the train to automatically enter deep hibernation in this situation, thereby protecting the battery.

[0026] G. Under special circumstances, the train can remotely shut down dormant loads via OCC control, entering a deep sleep mode. This method is driven by the TCMS network system through network I / O. The network command to shut down the dormant load is only effective when the train is at zero speed and a train sleep command is present. This sleep mode typically shuts down all train loads except permanent loads simultaneously. This design allows the train to directly enter deep sleep via remote OCC control, representing a mode of abnormal deep sleep entry for the train.

[0027] H. In the case that the train does not receive the sleep command and the emergency load is still working, if the TCMS network system fails or the train voltage is low, the sleep load can still be turned off by the manually operated train activation knob, but the train should work in the non-full automatic driving mode. BRIEF DESCRIPTION OF DRAWINGS

[0028] Figure 1 The sleep instruction circuit schematic diagram for the embodiment of the present application;

[0029] Figure 2 The full automatic driving train wake-up holding circuit for the embodiment of the present application;

[0030] Figure 3 The sleep load contactor logic control circuit for the embodiment of the present application;

[0031] Figure 4 The full automatic driving train under-voltage detection circuit for the embodiment of the present application. DETAILED DESCRIPTION

[0032] In order to make the objects, technical solutions and advantages of the embodiments of the present application clearer, the following will clearly and completely explain the technical solutions in the embodiments of the present application with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are some but not all of the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative work fall within the protection scope of the present application.

[0033] In this document, the terms "first", "second", and other similar terms are not intended to imply any order, quantity, and importance, but are only used to distinguish different elements. In this document, the terms "one", "a", and other similar terms do not mean that there is only one of the described things, but mean that the description is only directed to one of the described things, and the described things can have one or more. In this document, the terms "include", "contain", and other similar terms are intended to mean logical interrelation, and cannot be regarded as indicating spatial structural relation. For example, "A includes B" is intended to mean that B logically belongs to A, and does not mean that B is located inside A in space. In addition, the meaning of the terms "include", "contain", and other similar terms should be regarded as open, rather than closed. For example, "A includes B" is intended to mean that B belongs to A, but B does not necessarily constitute all of A, and A can also include C, D, E, and other elements.

[0034] Embodiment 1

[0035] In this embodiment, the sleep load circuit mainly refers to the control circuit connected with the train sleep / wake-up related logic, such as the wake-up module of the signal system, the wake-up circuit, the signal train-ground communication module, etc. Such circuits continue to supply power in the case of train sleep, so that the train can execute the sleep / wake-up logic when it is woken up according to the timetable or remotely. The circuit also designs a set of deep sleep control logic. When the train is operated by the knob to sleep in the non-full automatic driving mode, the vehicle will enter the deep sleep mode. In the deep sleep mode, all loads will be completely turned off, including the sleep load circuit.

[0036] The embodiment provides a full-automatic train sleep load control circuit. The sleep command of the train in the full-automatic driving mode is controlled in two ways, as shown in Figure 1 , and the sleep modes are artificial sleep mode and signal system remote sleep mode, both of which can control the train to enter the sleep mode. At this time, the remaining loads of the train will be powered off, and only the sleep load continues to work. In view of this logical feature, the control principle is as follows.

[0037] Train sleep / wake-up knob S01: The knob is the main operating device for local artificial sleep / wake-up. The knob adopts a three-position self-reset type, and is automatically reset to the middle "0" position by default. The other two positions are "wake-up" position and "sleep" position. When the knob is rotated to the "sleep" position, the points 3 and 4 are closed and conductive, and are restored to the open state after the hand is released.

[0038] Full-automatic driving mode knob S02: The knob is a conversion knob for full-automatic driving mode and non-full-automatic driving mode. The knob adopts a two-position self-locking type. When the knob is turned to the "full-automatic driving" mode, the points 3 and 4 are disconnected, the points 5 and 6 are conductive, and remain unchanged. Conversely, when the knob is turned to the "non-full-automatic driving" mode, the points 3 and 4 are conductive, and the points 5 and 6 are disconnected and remain unchanged.

[0039] Signal system cutout relay KM31: When the train needs to enter the degraded mode, the signal system will be cut out. After the driver operates the signal system cutout action, the signal system cutout relay KM31 will be powered, and the contacts 1 and 2 will be disconnected.

[0040] Sleep / wake-up module A01 of the signal system: When the signal system remotely sends a sleep command, the point 4 will output a high-level pulse, and other states will not output.

[0041] In the full-automatic driving mode:

[0042] After the train sleep / wake-up knob S01 is manually operated to the "sleep" position, the points 3 and 4 are closed and conductive. Through the 5 and 6 contacts of the full-automatic driving mode knob S02, the train power-off relay KM11 is instantaneously powered, thereby destroying the self-holding logic of the train power-on relay KM10, and thereby controlling the remaining load circuit of the train to be turned off.

[0043] In the full automatic driving mode, when the signal system is not cut off, the point 5 and 6 of the full automatic driving mode knob S02 are turned on, and the sleep / wake module A01 of the signal system can send a sleep command. At this time, the point 4 will output a high level pulse, so that the train power-off relay KM11 is powered on momentarily, thereby also being able to destroy the self-holding logic of the train power-on relay KM10, so as to control the remaining load circuit to be turned off.

[0044] In the non-full automatic driving mode:

[0045] After the manual operation train sleep / wake knob S01 is operated to the “sleep” position, the sleep command makes the power-off relay KM11 powered on momentarily through the 3 and 4 contacts of the full automatic driving mode knob S02, and at the same time, the command also triggers the deep sleep logic of the train. In special cases, the deep sleep relay KM19 can be powered on momentarily, so as to make the sleep load powered off and make the train enter the deep sleep mode. For details, please refer to the logic description in Figure 3 .

[0046] Since the point 5 and 6 of the full automatic driving mode knob S02 are not turned on in the non-full automatic driving mode, the sleep command sent by the sleep / wake module A01 of the signal system will be invalid, and the train sleep cannot be controlled.

[0047] The battery voltage protection circuit voltage detection circuit for the train deep sleep is as shown in Figure 2 . The control logic for battery voltage detection is as follows.

[0048] The sleep load contactor Q12: When the train is in the deep sleep state, the sleep load contactor Q12 will lose power, and all its main contacts and normally open auxiliary contacts will be disconnected. When the train is in the normal working or sleep mode, the sleep load contactor Q12 is powered on, and its main contacts and normally open auxiliary contacts remain closed.

[0049] The train power-on relay KM10: For details, please refer to the description in Figure 2 . After the wake-up knob is operated or the remote wake-up command is issued, the train power-on relay KM10 is always in the state of maintaining power-on attraction.

[0050] The under-voltage detection 1 relay KM13: The under-voltage detection relay, when the coil voltage is higher than a certain value, its contacts are in the closed state, and when the coil voltage is lower than 84V, its contacts are disconnected.

[0051] Battery feeding logic analysis:

[0052] When the train is in the dormant state, the auxiliary contact 3, 4 of the dormant load contactor Q12 is closed, and the under-voltage detection 1 relay KM13 can detect the voltage of the permanent load (battery), when the voltage is lower than 84V, the contact 1, 2 of the under-voltage detection 1 relay KM13 is in the open state, at this time the battery feeding relay KM15 will lose power, at this time it will cause the power-off of the dormant load in the dormant state, so that the train enters the deep sleep state.

[0053] Since the control of the dormant load is not necessarily related to the battery power-on relay KM14, the logic of the battery power-on relay KM14 is not expanded here.

[0054] The working logic of the train dormant load contactor Q12 is described below, and the loss of power of the dormant load contactor will eventually make the train enter the deep sleep state. The control logic of the dormant load contactor Q12 is shown in Figure 3 After the train power-on relay KM10 is powered on and remains, the dormant load contactor Q12 is always powered on, at this time the train dormant load will always be powered on, the action of the train power-on relay KM10 is independent of the battery protection voltage (DC 84V), that is, the train dormant load contactor Q12 will always work when the train does not receive the sleep command, until the battery voltage is lower than the minimum holding voltage (DC 36V) of the dormant load contactor Q12.

[0055] Dormant load contactor Q12: the final control device that determines whether the dormant load of the fully automatic train can be powered on. If the coil of the dormant load contactor Q12 is powered on, its main contact and auxiliary contact are closed, and the dormant load of the fully automatic train will eventually be powered on and put into operation, otherwise the coil of the dormant load contactor Q12 loses power, and the train will enter the deep sleep state.

[0056] Deep sleep relay KM19: an intermediate relay for controlling the train to enter the deep sleep state. It can be triggered by the network system when the network system is normal, or it can be triggered by the driver through the train sleep / wake-up knob S01 when the network system fails or the voltage is lower than the network system working voltage. Its main role is in the latter.

[0057] Battery feeding relay KM15: in the non-deep sleep state, the relay feeds back the low voltage state of the battery, when the battery voltage is lower than the protection voltage DC 84V, the relay loses power and its normally open contact is opened. The specific logic description is described in detail in Figure 2

[0058] Network dormant load off relay KM23: after the train receives the sleep command, it controls the intermediate relay for the train to enter the deep sleep state. It can only be triggered when the network system is normal. After the relay is powered on, the train will enter the deep sleep state. ​

[0059] Train zero speed relay KM33: When the train is stationary, the coil of the train zero speed relay KM33 is energized, and once the train starts, the coil of the train zero speed relay KM33 will lose power. After the train is stationary, the 3, 4 points of the train zero speed relay KM33 will be closed.

[0060] TCMS network IO module: The TCMS network is the core control network of the train. In addition to sending network information to each subsystem connected to the MVB network through the MVB, the calculation logic and results of the network will also be output to the peripheral circuit through a certain point of the TCMS network IO module, and the circuit will complete a certain specific logic. In this application, the 1, 2 points and the 3, 4 points of the TCMS network IO module form a network deep sleep command. When the core control network of the train receives a remote deep train sleep command from the OCC, it will combine the sleep command of the signal system sleep module to trigger the deep sleep of the train. At this time, high-level signals will be sent from points 2 and 4 to energize the deep sleep relay KM19 and the network sleep load shutdown relay KM23, thereby breaking the self-holding logic of the sleep load contactor Q12 and shutting down the sleep load of the train to put the train into a deep sleep state. When using the network command to shut down the sleep load of the train, the network control system will also shut down the power supply of the remaining loads through the network system.

[0061] Power-up control logic of sleep load power supply:

[0062] When the train wakes up in sleep mode, the sleep load is always in working state and does not act, so it is not discussed. In the case of deep sleep of the train, the condition for the coil of the sleep load contactor Q12 to be energized is that the train power-on electric relay KM10 is energized, and its contacts 5, 6 are closed. After the train power-on electric relay KM10 is energized and remains closed, the sleep load contactor Q12 also forms a self-locking logic through the closure of its auxiliary contacts 1, 2. At this time, all sleep load devices and circuits of the train will be energized. Since the power-up of the train power-on relay KM10 is not affected by the protection voltage DC84V of the battery, the power-up of the sleep load when the train is deeply awakened does not consider the under-voltage protection of the battery. The logic circuit of the train power-on electric relay KM10 is described in detail in Figure 3 .

[0063] There are two conditions for the sleep load contactor Q12 of the train to be held and attracted: the first condition is that the train power-on electric relay KM10 is held and attracted, and the second condition is that the deep sleep relay KM19, the battery feed relay KM15, and the network sleep load shutdown relay KM23 simultaneously hold their contacts closed. This redundant design increases the safety of the sleep load power supply.

[0064] Power-off control logic of sleep load devices:

[0065] In the case of receiving local manual or remote sleep command, the train power-on relay KM10 will lose power, its contacts 5, 6 are disconnected, so the maximum authority of train sleep load switch-off is handed over to the TCMS network control system and the battery protection voltage control logic.

[0066] The sleep load input circuit is as shown in the figure Figure 4 According to the logic characteristics of waking up from the deep sleep state of the sleep load, the control principle is as follows.

[0067] Train sleep / wake-up knob S01: This knob is the main operating device for local manual sleep / wake-up. The knob adopts a three-position self-reset type, and defaults to self-reset to the middle "0" position. The other two positions are "wake-up" and "sleep" positions. When the knob is rotated to the "wake-up" position, the points 1, 2 are closed and conductive, and return to the disconnected state after the hand is released.

[0068] Signal system sleep / wake-up module A01: When the signal system sends a wake-up command remotely, point 2 will output a high-level pulse, and no output in other states.

[0069] Full-automatic driving mode knob S02: This knob is a conversion knob for full-automatic driving mode and non-full-automatic driving mode. The knob adopts a two-position self-locking type. When the knob is turned to the "full-automatic driving" mode, points 1, 2 are conductive and remain in the conductive state.

[0070] When the train is in a deep sleep state, all loads except permanent loads are not powered, so the signal system sleep / wake-up module A01 has no power supply and cannot work normally. The train cannot wake up the deep sleep train through the sleep / wake-up module.

[0071] In the case of the driver waking up the train locally:

[0072] In the case of normal permanent load power supply, that is, when the battery voltage meets the minimum pull-in requirement of the relay (DC 36V), the driver operates the train sleep / wake-up knob S01, the train occupies the power of the relay KM01, and the train power-on relay KM10 is also powered on. When the train power-off relay KM11 is not powered on, the train power-on relay KM10 forms a self-holding logic. Thus, even if the driver releases the train sleep / wake-up knob S01, the train power-on relay KM10 will still be in a holding power-on state until the train power-off relay KM11 is powered on.

[0073] After the train power-on relay KM10 is powered on and maintained, the sleep load is successfully input, and the input of the sleep load has no necessary connection with the protection voltage (DC 84V) of the battery.

[0074] After the sleep load is successfully put into, the wake-up module of the train, the signal ground communication module and the sleep wake-up circuit are powered and in standby state, waiting for the OCC remote wake-up train or the signal system to wake up the train according to the timetable through the wake-up module.

[0075] Embodiment 2

[0076] When the TCMS network system is stable and receives the sleep command, the train zero-speed relay KM33 is powered, the contacts 3 and 4 thereof are closed, the train power-on relay KM10 is powered off, the contacts 5 and 6 thereof are closed, and the network system has the condition of sending the sleep load to be disconnected. In combination with the train core control network receiving the train deep sleep instruction sent by the OCC, high-level signals are sent from the 2nd point and the 4th point through the network IO module, the deep sleep relay KM19 and the network sleep load cut-off relay KM23 are momentarily powered, and thus the self-holding logic of the sleep load contactor Q12 is disconnected, and finally the power supply of the sleep load equipment of the train is disconnected.

[0077] In the embodiment, the logic of the train cutting off the sleep load through the TCMS is as follows: the train emergency load (the load of the train emergency communication, the train central control unit VCU, the train network system TCMS, the fire alarm system, the train emergency traction circuit, the air conditioning control system, the train emergency ventilation system, the train door control system, the train broadcast and passenger information system) is not cut off, the train TCMS network state is available, the train is in a stationary state, the rest of the train load is cut off, and the remote command of the deep sleep is received.

[0078] In the embodiment of the application, the rest of the train load refers to the load other than the emergency load and the sleep load.

[0079] In the case that the train receives the sleep command but does not receive the train deep sleep instruction of the OCC, the rest of the train load will be disconnected by the network system, at this time the train enters the sleep mode, and only the sleep load is still working. The deep sleep relay KM19 and the network sleep load cut-off relay KM23 will not have the condition of being powered on with the cut-off of the emergency load power supply, and thus the holding logic of the sleep load can only be disconnected by the power-off of the battery feed relay KM15. According to the logic of the battery feed relay KM15, the details are shown in the logic and description of Figure 3 In the case of non-deep sleep, the relay always monitors the battery feed protection voltage, and will be powered off immediately once the battery voltage is detected to be lower than DC 84V, the contacts 3 and 4 thereof will be disconnected, at this time the self-holding logic of the sleep load contactor Q12 will also be disconnected, and finally the power supply of the sleep load equipment of the train is disconnected, that is, in the case of normal train sleep, the sleep load is disconnected to make the train enter the deep sleep state after the battery voltage is lower than the protection voltage for the purpose of protecting the battery.

[0080] The train core control network system comprehensively judges and turns off the power supply of the sleep load device of the train by taking the external sleep command as a prerequisite, which has great flexibility, but also has very special conditions that the above-mentioned normally designed logic cannot cope with. For example, the working voltage of the core control network system is generally DC 77-DC 137.5V. If the network system fails or the voltage of the train is already lower than DC 77V, and the sleep load contactor Q12 has not received the sleep load shutdown signal all the time and the emergency power supply system of the train is still in the working state, the train will not be able to turn off the sleep load and be in an uncontrolled state. The embodiment of the present application makes a supplementary design according to this special condition. The deep sleep relay KM19 can support the local manual sleep command issued by the driver's desk in the non-full automatic driving mode, and disconnect the self-holding logic of the sleep load contactor Q12. The specific logic is shown in the right half of the following figure. Figure 1

[0081] When the network system works normally, a certain TCMS network IO module always sends a high level, so that the network normal relay KM32 is always in the power-on state. Once the network system fails or the power supply voltage of the network system is lower than the working range of the network system, the TCMS network IO module cannot send a high level, and the network normal relay KM32 will be in the power-off state.

[0082] When the train core control network works normally, the 1 and 2 points of the network normal relay KM32 are in the open state. After the network sleep command is received, the 3 and 4 points of the network deep sleep command relay KM20 are instantaneously closed, the deep sleep relay KM19 is instantaneously powered on, the subsequent circuit logic is triggered, and the shutdown logic of the sleep load by the train core control network system is realized.

[0083] If the train core control network does not work normally or the battery control voltage is too low, the network normal relay KM32 is powered off, and its contacts 1 and 2 are closed. Since the network system cannot work normally, the network deep sleep command relay KM20 will not be powered on, and its contacts 1 and 2 will always be in the closed conduction state. Therefore, the deep sleep relay KM19 will finally be controlled by the train manual sleep circuit part. In the non-full automatic driving mode, the 3 and 4 contacts of the full automatic driving mode knob S02 are closed. When the local manual sleep is operated by the driver, the deep sleep relay KM19 is instantaneously powered on, the subsequent circuit logic is triggered, and the shutdown logic of the sleep load in this special power supply mode is realized.

[0084] In the embodiment of the present application, even if other loads have stopped working, the sleep load is always in the working state under normal circumstances. The normal work of the sleep load provides the condition for the remote wake-up of the train. Of course, after the sleep load is turned off, the train will enter the deep sleep state and cannot be remotely woken up. At this time, the train can only be locally woken up.​

Claims

1. A sleep load control circuit for a fully automated train, characterized in that, The system includes a train power-off relay; the coil of the train power-off relay is connected to the first normally open contact and the first normally closed contact of a fully automated driving mode switch; the first normally open contact and the first normally closed contact of the fully automated driving mode switch are linked contacts; the first normally open contact of the fully automated driving mode switch is connected to the first switch of the sleep / wake-up module and the train sleep / wake-up switch; the first switch of the sleep / wake-up module disconnects the normally closed contact of the relay and connects it to the power supply through a signal system; one end of the first normally closed contact of the fully automated driving mode switch is connected between the first normally open contact of the fully automated driving mode switch and the train sleep / wake-up switch, and the other end is connected to the normally closed contact of the network normal relay; the normally closed contact of the network normal relay is connected to the coil of the deep sleep relay through the normally closed contact of the network deep sleep relay; the normally closed contact of the network deep sleep relay is linked to the normally open contact of the network deep sleep relay, and the normally open contact of the network deep sleep relay is connected to the power supply. The coil of the train power-off relay is connected to the first normally open contact and the first normally closed contact of the fully automatic driving mode switch via a first diode and a second diode, respectively.

2. The fully automated train sleep load control circuit according to claim 1, characterized in that, The first normally open contact of the fully automated driving mode switch is connected to the train sleep / wake-up switch and the sleep / wake-up module via the third diode and the fourth diode, respectively.

3. The fully automated train sleep load control circuit according to claim 1, characterized in that, One end of the normally closed contact of the deep sleep relay is connected to the normally open contact of the sleep load contactor, and the other end is connected to the coil of the sleep load contactor through the normally open contact of the battery power relay and the normally closed contact of the network sleep load shutdown relay in sequence.

4. The fully automated train sleep load control circuit according to claim 1, characterized in that, The coil of the network deep sleep relay is connected to the output side of the first IO module of the TCMS network, and the input side of the first IO module of the TCMS network is connected to the power supply; the input side of the second IO module of the TCMS network is connected to the power supply, and the output side is connected to the coil of the network sleep load shutdown relay.

5. The fully automated train sleep load control circuit according to claim 1, characterized in that, The second switch of the hibernation / wake-up module is connected to a power supply at one end and to a fully automatic driving mode switch at the other end; the fully automatic driving mode switch is connected to the coil of the train occupancy relay; the coil of the train occupancy relay is also connected to the vehicle hibernation / wake-up switch.

6. The fully automated train sleep load control circuit according to claim 1, characterized in that, The normally open contact of the train occupancy relay is connected to the coil of the train power-on relay, the normally open contact of the train power-on relay is connected to the normally closed contact of the train power-off relay, and the normally closed contact of the train power-off relay is connected to the power supply; the coil of the train power-on relay is connected to the normally open contact of the train power-on relay.

7. The fully automated train sleep load control circuit according to claim 1, characterized in that, The first normally open contact of the train power-on relay is connected in parallel with the normally open contact of the dormant load contactor; both the first normally open contact of the train power-on relay and the normally open contact of the dormant load contactor are connected to the coil of the undervoltage detection relay; the normally open contact of the undervoltage detection relay is connected in parallel with the normally open contact of the battery power-on relay; the coil of the battery power-on relay is connected to the second normally open contact of the train power-on relay, and the second normally open contact of the train power-on relay is connected to the normally open contact of the undervoltage detection relay; one end of the battery power-on relay and one end of the normally open contact of the undervoltage detection relay are connected to the power supply, and the other end of the battery power-on relay is connected between the second normally open contact of the train power-on relay and the normally open contact of the undervoltage detection relay; the normally open contact of the battery power-on relay is connected to the coil of the battery power-off relay, and the coil of the battery power-off relay is connected to the coil input terminal of the battery power-on relay.

8. A method for implementing sleep load control of a fully automated train using the control circuit described in any one of claims 1 to 7, characterized in that, The method includes: When the train's TCMS network status is available, the train is stationary, all other loads on the train are turned off, and a remote command for deep hibernation is received, the hibernation load is turned off. The dormant load refers to the load of the wake-up module, wake-up circuit, and signal vehicle-to-ground communication module of the signal system.

9. A fully automated driving train, characterized in that, It employs the control circuit described in any one of claims 1 to 7.

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