Fully automatic driving train and lighting load control circuit and control method thereof

Abstract

The present invention discloses a fully autonomous train and its lighting load control circuit and control method. The coil of the lighting load contactor is connected to the normally closed contact of the lighting off relay, which is connected to the normally closed contact of the network lighting load off relay, the normally open contact of the battery power-on relay, and the first normally open contact of the lighting on relay. The normally closed contact of the network lighting load off relay is connected to the normally closed contact of the sleep mode relay and the normally open contact of the lighting load contactor in sequence. The coil of the network lighting load off relay is connected to the output side of the first interface of the TCMS network I / O module, and the input side of the first interface of the I / O module is connected to the normally closed contact of the train power-on relay. The input side of the second interface of the I / O module is connected to the normally closed contact of the train power-on relay, and the output side is connected to the coil of the network sleep command relay. This invention can reduce panic caused by automatic shutdown of the vehicle lighting system due to battery undervoltage in tunnels.

Description

Technical Field

[0001] The present invention relates to the field of low-voltage power supply control for rail transit, and in particular to a fully automatic driving train and a lighting load control circuit and control method thereof. Background Art

[0002] Traditional circuits do not have an additional power supply circuit, and the lighting switch control circuit is set downstream of the train power supply bus. If the train's DC110V bus circuit fails, the train's lighting circuit will also be affected and the lighting system will not work. In addition, traditional circuits do not support remote control functions and cannot be remotely restarted. In some emergency situations, the remote restart function will greatly reduce the failure rate of logic circuits and control circuits. Summary of the Invention

[0003] The technical problem to be solved by the present invention is to provide a fully automatic driving train and its lighting load control circuit and control method to improve the safety level of train lighting in response to the shortcomings of the existing technology.

[0004] In order to solve the above technical problems, the technical solution adopted by the present invention is: a fully automatic train lighting load control circuit, including a lighting load contactor, the coil of the lighting load contactor is connected to the normally closed contact of the lighting off relay, the normally closed contact of the lighting off relay is connected to the normally closed contact of the network lighting load off relay, the normally open contact of the battery power-on relay, and the first normally open contact of the lighting on relay; the normally closed contact of the network lighting load off relay is connected to the normally closed contact of the sleep mode relay and the normally open contact of the lighting load contactor in sequence; the battery power-on relay is connected to the normally closed contact of the network lighting load off relay and the normally open contact of the lighting load contactor in sequence; The normally open contact of the relay, the first normally open contact of the lighting on relay, and the normally open contact of the lighting load contactor are all connected to the power supply; the coil of the network lighting load off relay is connected to the first interface output side of the TCMS network IO module, and the first interface input side of the TCMS network IO module is connected to the normally closed contact of the train power-on relay, and the normally closed contact of the train power-on relay is connected to the power supply through the normally open contact of the train zero-speed relay; the second interface input side of the TCMS network IO module is connected to the normally closed contact of the train power-on relay, and the output side is connected to the coil of the network sleep command relay.

[0005] Aiming to meet the high safety standards of fully automated train driving, this invention isolates the train's 110V DC busbar for lighting and establishes independent control logic, achieving a safety level of SIL1 for lighting switches. This circuit supports remote lighting control, enabling the OCC to remotely turn on / off the train's lighting system, particularly on entry and exit lines, achieving energy savings and emissions reductions.

[0006] In the present invention, once the lighting system is powered on successfully, if the train does not receive a command to shut down the train lighting, the lighting system will not be automatically shut down even if the battery voltage is lower than a certain value. This will reduce the panic caused by the vehicle's automatic shutdown of the lighting system due to battery undervoltage in the tunnel, thereby ensuring driving safety.

[0007] The coil of the lighting on relay is connected to the second normally open contact of the lighting on relay, the normally open contact of the remote lighting on relay, and the first contact of the lighting on / off switch; the second normally open contact of the lighting on relay is connected to the normally closed contact of the remote lighting off relay and the normally closed contact of the lighting off relay in sequence, and the first contact of the lighting on / off switch is connected to the normally open contact of the manual occupation relay; the second normally open contact of the lighting on relay, the normally closed contact of the lighting off relay, and the normally open contact of the manual occupation relay are all connected to the power supply; the coil of the remote lighting on relay is connected to the output side of the third interface of the TCMS network IO module, and the input side of the third interface of the TCMS network IO module is connected to the power supply.

[0008] In the present invention, the premise for turning on or off the lighting system power supply through the lighting on / off switch or remotely shutting down the lighting system power supply is that the train must be fully powered on, that is, the lighting system switch can be controlled by the lighting on / off knob on the driver's console only after the train is powered on, and the lighting switch can also be remotely controlled, thereby ensuring the safety of train operation and saving energy.

[0009] The coil of the lighting off relay is connected to the second contact of the lighting on / off switch, and the normally open contact of the lighting off relay is connected to the normally closed contact of the lighting on relay. The normally open contact of the lighting off relay is connected in parallel with the normally open contact of the remote lighting off relay. The second contact of the lighting on / off switch and the normally closed contact of the lighting on relay are both connected to a power source. The normally closed contact of the remote lighting on relay is connected to the coil of the remote lighting off relay via the fourth interface of the TCMS network I / O module. This design diversifies the lighting system's on / off control, supporting not only local manual lighting off but also remote off of the passenger compartment's internal lighting system and lighting systems controlled by the network I / O. The coil of the train power-on relay is connected to the normally open contact of the train occupancy relay and the first normally open contact of the train power-on relay; the first normally open contact of the train power-on relay is connected to the normally closed contact of the train power-off relay; the normally open contact of the train occupancy relay and the normally closed contact of the train power-off relay are both connected to a power source; the coil of the train occupancy relay is connected to the first contact of the fully automatic driving mode module switch and the first contact of the train sleep / wake-up switch; the first contact of the fully automatic driving mode switch is connected to the first switch of the sleep / wake-up module; the first contact of the train sleep / wake-up switch and the first switch of the sleep / wake-up module are both connected to a power source. This design allows the train to automatically activate the interior lighting of the passenger compartment when it wakes up in fully automatic driving mode. In manual driving mode, the interior lighting can be manually turned on by manually operating the lighting switch when the train occupancy is activated.

[0010] The second normally open contact of the train power-on relay is connected in parallel with the normally open contact of the dormant load contactor; one end of the second normally open contact of the train power-on relay and one end of the normally open contact of the dormant load contactor are both connected to a power source, and the other ends are both 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 a power source, 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 feed relay, and the coil of the battery feed relay is connected to the coil input of the battery power-on relay. This design protects the battery from damage while also ensuring the availability of the passenger lighting system. Before the lighting system is activated, if the battery is undervoltage, the lighting system will not be turned on to protect the battery. After the lighting system is activated, if no sleep command or lighting off command is received, the lighting system will not be turned off, ensuring the availability of the passenger lighting system.

[0011] The coil of the train power-off relay is connected to the second contact and the third contact of the fully automatic driving mode switch; the second contact and the third contact of the fully automatic driving mode switch are interlocking contacts; the second contact and the third contact of the fully automatic driving mode switch are both connected to the second contact of the train sleep / wake-up switch; the second contact of the train sleep / wake-up switch is connected to the power supply; one end of the second switch of the sleep / wake-up module is connected between the third contact of the fully automatic driving mode switch and the second contact of the train sleep / wake-up switch, and the other end is connected to the power supply through the normally closed contact of the signal cut-off relay. The present invention distinguishes between the inconsistencies in the control logic of train power-off in the fully automatic driving mode and the manual driving mode, and the priority of manually operated train power-off is higher than that in the fully automatic driving mode. Regardless of the mode, manual operation of sleep / wake-up is effective, while the sleep / wake-up module of the signal system is only effective in the fully automatic driving mode.

[0012] The coil of the sleep mode relay is connected to the normally closed and normally open contacts of the network sleep command relay; the normally closed and normally open contacts of the network sleep command relay form linked contacts; the normally closed contact of the network sleep command relay is connected to a power source via the normally closed contact of the network normal relay and the normally open contact of the train power-off relay; and the normally open contact of the network sleep command relay is connected to a power source. In the present invention, under normal circumstances, the network TCMS controls the on / off of the vehicle's lighting loads. However, when the network TCMS system fails or is rendered inoperative by undervoltage, this design becomes extremely effective, enabling the train to shut off power and enter sleep mode.

[0013] The present invention also provides a fully automatic train lighting load control method, the method comprising:

[0014] When the TCMS network status is available, the train is in a stationary state, the train receives a sleep permission command and there is no fault, the lighting on state instruction does not exist, the lighting off network instruction or the lighting off signal system instruction is received and the train lighting power module has no fault, the lighting load is turned off;

[0015] The lighting load refers to the train interior lighting system and emergency lighting system.

[0016] As an inventive concept, the present invention also provides a fully automatic train, which adopts the above-mentioned lighting load control circuit of the present invention.

[0017] Compared with the prior art, the present invention has the following beneficial effects:

[0018] a. The train lighting system automatically activates when the train wakes up. The train wake-up command comes from two sources: a manually operated train wake-up knob or a remotely operated train wake-up module. The train wake-up module is only effective in fully autonomous driving mode. This design distinguishes between manually operated train wake-up and signal system wake-up in fully autonomous driving. Manual wake-up works in both fully autonomous driving and manual driving modes, while signal system wake-up only works in fully autonomous driving mode.

[0019] b. When the lighting system is powered on via the train wake-up method, the system's success depends on the current vehicle battery voltage. If the battery voltage is below a certain value, the system will not be powered on to protect the battery. This design effectively protects the battery; when the train starts, if the battery voltage is low, the lighting system will not activate.

[0020] c. Once the lighting system is powered on, even if the battery voltage drops below a certain threshold, the system will not automatically shut down unless the train receives a command to shut down the train lights. This reduces the risk of panic caused by automatic lighting shutdown due to battery undervoltage in tunnels. This design maximizes the chance that the passenger lighting system remains on, minimizing passenger panic. If the passenger lighting system is on when the train wakes up, it will remain on until a sleep or lighting shutdown command is received.

[0021] d. The command to shut off the lighting system through the sleep mechanism is also driven by the TCMS network system through network IO. This network command is only effective when the train is stopped and the train sleep knob is manually operated or a remote sleep command is received. This design supports remote shutdown of the passenger lighting system on the train, but also provides a protection mechanism. While the train is in operation, the circuit logic will not support remote commands to shut off the passenger lighting system.

[0022] e. If the TCMS network system fails or the train voltage is too low, causing the TCMS system to fail to operate normally, the lighting system power supply shutdown command can also be issued by the manually operated train deactivation knob or the remote sleep train module. The sleep command issued by the train sleep module is only valid in fully automatic driving mode.

[0023] When the train goes into sleep mode, the lighting system will be automatically turned off.

[0024] This design controls the on / off of the lighting load of the entire vehicle. When the TCMS system fails to work due to a network failure or undervoltage, this design plays a great role, allowing the train to shut down the power supply and enter sleep mode. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] Figure 1 This is a schematic diagram of a lighting load contactor circuit according to an embodiment of the present invention;

[0026] Figure 2 The lighting control logic circuit according to the embodiment of the present invention;

[0027] Figure 3 This is the lighting off control logic circuit according to an embodiment of the present invention;

[0028] Figure 4 A wake-up holding circuit according to an embodiment of the present invention;

[0029] Figure 5 This is an undervoltage detection circuit according to an embodiment of the present invention;

[0030] Figure 6 This is a train sleep instruction circuit according to an embodiment of the present invention;

[0031] Figure 7 This is a shutdown principle diagram for a special case of an embodiment of the present invention. DETAILED DESCRIPTION

[0032] To make the objectives, technical solutions, and advantages of the embodiments of the present invention more clear, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts shall fall within the scope of protection of the present invention.

[0033] In this article, the terms "first", "second" and other similar words are not intended to imply any order, quantity and importance, but are merely used to distinguish different elements. In this article, the terms "one", "an" and other similar words are not intended to indicate that there is only one of the things described, but rather to indicate that the relevant description is only for one of the two things described, and the things described may have one or more. In this article, the terms "comprise", "include" and other similar words are intended to indicate logical relationships, and cannot be regarded as indicating relationships in spatial structure. For example, "A includes B" is intended to indicate that B logically belongs to A, and does not mean that B is spatially located inside A. In addition, the meanings of the terms "comprise", "include" and other similar words should be regarded as open, rather than closed. For example, "A includes B" is intended to indicate that B belongs to A, but B does not necessarily constitute the whole of A, and A may also include other elements such as C, D, and E.

[0034] Example 1

[0035] This embodiment provides a lighting load control circuit. The function of the lighting load control circuit is to provide an independent power supply for the train's internal lighting system and emergency lighting system, so that the train can keep the lighting on even in an emergency. When the train is not operating to retract, even if the battery is undervoltage, the train lighting and other systems will continue to be powered normally. At the same time, it supports the automatic opening and closing function when the train is powered on.

[0036] The characteristics of lighting control switches supplying power to the lighting system are as follows.

[0037] The train lighting system can be controlled manually by the train lighting switch on the driver's console or by the train TCMS network I / O. The train lighting switch on the driver's console is only effective when manually controlled. The train TCMS network I / O is mainly used for remote control without the need for manual control of the train.

[0038] b. When the battery voltage is lower than the normal operating voltage of the train TCMS network, the network IO module does not function, but the lighting system power supply can still be turned on and off by the local lighting switch on the driver's console.

[0039] In addition to the aforementioned lighting switch control method, the lighting system also features an on / off mechanism. This mechanism utilizes train sleep and wakeup commands to control the lighting system's power supply. These two mechanisms are designed to provide redundant and complementary functionality, with the on / off mechanism taking precedence over the wakeup mechanism.

[0040] The logical characteristics of the train lighting system power supply control through the train sleep and wake-up mechanism are as follows.

[0041] a. The train lighting system automatically turns on when the train wakes up. The train wake-up command comes from two sources: a manually operated train wake-up knob or a remotely operated train wake-up module. The train wake-up module is only effective in fully automatic driving mode.

[0042] b. When the lighting system is powered on by the train wake-up method, whether the system can be successfully powered on depends on the current voltage of the vehicle battery. If the battery voltage is lower than a certain value, the system cannot be successfully powered on to protect the battery.

[0043] c. Once the lighting system is powered on successfully, if the train does not receive a command to shut down the train lighting, the lighting system will not be automatically shut down even if the battery voltage drops below a certain value. This will reduce the panic caused by the vehicle's lighting system automatically shutting down due to battery undervoltage in the tunnel.

[0044] d. The command to shut down the lighting system power supply through the sleep mechanism is also driven by the TCMS network system through the network IO. The network command to shut down the lighting power supply is only valid after the train stops and receives the manually operated train sleep knob or remote sleep command.

[0045] If the TCMS network fails or the train voltage is too low, causing the TCMS to malfunction, the lighting system power supply can be shut off using the manually operated train power activation knob or the remote sleep module. The sleep command from the sleep module is only valid in fully automated driving mode. When the train is put into sleep mode in this way, the lighting system will also be automatically shut off.

[0046] The logic for determining the closing of the lighting load contactor of the fully automatic driving train is shown in Figure 1 ,After the lighting load contactor Q15 coil is energized, the train lighting load equipment can be powered on. The control principle is as follows.

[0047] Lighting load contactor Q15: The final control device in a fully autonomous train that determines whether the lighting load can be powered on. If the lighting load contactor Q15 coil is energized, its main contacts and auxiliary contacts are closed, and the lighting load of the fully autonomous train will eventually be powered on; otherwise, it will be disconnected.

[0048] Sleep mode relay KM17: This relay controls the train's sleep mode entry. If this relay coil is momentarily energized, the train enters sleep or deep sleep mode. Momentary energization of this relay is sufficient for the train to enter sleep or deep sleep mode. In other train states, the coil of sleep mode relay KM17 is de-energized, and its contacts 1 and 2 remain continuously conducting.

[0049] Train zero-speed relay KM33: This belongs to the "Other" sub-circuit logic. Its function is to energize the coil of train zero-speed relay KM33 when the train comes to a complete stop. Once the train starts, the coil of train zero-speed relay KM33 will be de-energized. After the train comes to a complete stop, points 3 and 4 of train zero-speed relay KM33 will be closed.

[0050] 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 network's calculation logic and results will also output high and low levels to the peripheral circuit through a specific point of the TCMS network IO module, coordinating with the circuit to complete a certain specific logic. In the present invention, points 1 and 2 of the TCMS network IO module constitute the network lighting load shutdown command. When the train core control network determines that the power supply of the lighting load device can be turned off, a high-level signal will be sent from point 2; points 3 and 4 of the TCMS network IO module constitute the network sleep load shutdown command. When the train core control network determines that the power supply of all load devices on the train can be turned off, a high-level signal will be sent from point 4 to turn off the power supply of the train lighting load and other loads.

[0051] Power-on control logic of lighting load equipment:

[0052] The logic of the lighting on relay KM53 and the lighting off relay KM51 has been described above. When the lighting system is powered on via the lighting control switch, KM53 and KM51 are the core control components, and their control logic will not be further described here. The control logic of the lighting load contactor Q15 shows that shutting off the lighting takes precedence over turning the lighting system on or off via the wake-up / sleep mode.

[0053] The following describes the final implementation logic for turning on / off the train lighting system through the train sleep and wake-up mechanism. In the absence of a lighting control switch to control the lighting system power supply, neither the lighting on relay KM53 nor the lighting off relay KM51 will operate.

[0054] When the train is running in fully automatic driving mode, the condition for the train lighting load contactor Q15 coil to be energized is that the battery power-on relay KM14 is energized and its contacts 3 and 4 are closed. After the battery power-on relay KM14 is energized and remains closed, the lighting load contactor Q15 also forms a self-locking logic through the closure of its auxiliary contacts 1 and 2. At this time, all lighting load equipment and circuits on the train will be fully energized.

[0055] At this time, under the premise that there is no network lighting load shutdown command, the lighting load contactor Q15 remains energized and can only be disconnected if two conditions exist: the first condition is that the battery power-on relay KM14 loses power, and the second condition is that the sleep mode relay KM17 or the network lighting load shutdown relay KM24 loses power instantaneously. This redundant shutdown design increases the safety of the lighting load power supply.

[0056] Power-off control logic for lighting load equipment:

[0057] If a train receives a local manual or remote sleep command, battery power-on relay KM14 loses power, disconnecting contacts 3 and 4. This deactivates the train's lighting loads, leaving the TCMS network control system with ultimate authority to shut down the train's lighting loads. Only when the train is stationary and the TCMS network system, after comprehensively assessing the disconnection status of other load types within the train's core control network, can it send a high-level signal from point 2 via the network I / O module to momentarily energize network lighting load disconnect relay KM24, thereby disabling the self-holding logic of lighting load contactor Q15 and ultimately disconnecting the train's lighting loads. A protection logic has also been designed in place: if the train does not receive a sleep command, points 5 and 6 of train power-on relay KM10 remain disconnected, rendering the TCMS network I / O module unable to send any commands to the train.

[0058] Figure 2 Develop control logic principles for fully autonomous train lighting.

[0059] Remote lighting on relay KM52: When the awakened train TCMS network system receives the remote command to turn on the passenger compartment lighting system, it will drive the relay to be energized instantaneously.

[0060] Lighting off relay KM51: After the train receives the driver's cab lighting on / off knob or remote lighting off command, the relay is energized and operates, and remains energized after operation. Details will be described later.

[0061] Remote lighting off relay KM54: The awakened train TCMS network system will drive the relay to be energized instantaneously after receiving the remote off command for the passenger compartment lighting system. The remote off command has a higher priority than the remote on command. For details, see Figure 3 .

[0062] Lighting on relay KM53: When the train receives the driver's cab knob or remote lighting on command, the relay is energized and operates, and remains energized after operation.

[0063] Manual take-over relay KM34: This belongs to the other sub-circuit logic. Its function is to energize and remain in the hold state when the driver takes over the train using the driver controller key. If the train is in fully automatic driving mode and the train is started, the relay is de-energized.

[0064] Lighting on / off knob S51: It adopts a three-position self-reset type. When the knob is kept in the 0 position, points 1, 2 and 3, 4 are all in the open state. When the knob is turned to the lighting on position, points 1 and 2 are closed, and points 3 and 4 remain open. After releasing the knob, points 1 and 2 remain open.

[0065] 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 MVB, the network's calculation logic and results will also output high and low levels to the peripheral circuit through a specific point on the TCMS network IO module to cooperate with the circuit to complete a certain specific logic.

[0066] The control logic for lighting on in manual vehicle control state is as follows:

[0067] When the vehicle is under manual control, points 1 and 2 of the manual occupation relay KM34 remain closed. The driver can turn the lighting on / off knob S51 to the lighting on position. At this time, points 1 and 2 are instantaneously closed, so that the lighting on relay KM53 is energized. In the absence of a lighting off command, the lighting on relay KM53 and its contacts 3 and 4 form a self-holding logic, so that the lighting on relay KM53 is energized and remains in the attracted state.

[0068] The control logic for remotely controlling lighting in fully automatic driving mode is as follows:

[0069] When the train is awake, the ground train control center can send a lighting-on network command to the train. After receiving the command, the train TCMS network outputs a high-level signal through point 6 of the IO module. The signal is in the form of a pulse, which makes the remote lighting-on relay KM52 energized instantaneously, and its contacts 3 and 4 closed instantaneously, thereby energizing the lighting-on relay KM53. In the absence of a lighting-off command, the lighting-on relay KM53 and its contacts 3 and 4 form a self-holding logic, so that the lighting-on relay KM53 is in an energized and closed state.

[0070] Figure 3 This is the control logic principle of lighting switch of fully automatic driving train.

[0071] Lighting on / off knob S51: This is a three-position, self-reset knob. When the knob is held in position 0, points 1, 2, and 3, 4 are all disconnected. When the knob is turned to the lighting off position, points 3 and 4 close, while points 1 and 2 remain disconnected. When the knob is released, points 3 and 4 remain disconnected.

[0072] Regardless of the train's operating conditions, such as fully automatic or manual driving, the driver can turn off the vehicle's lighting power supply via the lighting on / off knob S51. When the driver rotates the lighting on / off knob S51 to the lighting off position, its contacts 3 and 4 are instantly closed, energizing the lighting off relay KM51. The normally closed contacts 1 and 2 of the lighting off relay KM51 are instantly disconnected, thereby destroying the self-holding logic formed by the lighting on relay KM53 and its contacts 3 and 4 ( Figure 2), which cuts off the power, and at the same time its contacts 1 and 2 are closed. After the lighting off relay KM51 is energized, its contacts 3 and 4 are closed to form a self-holding logic, so that the lighting off relay KM51 is continuously energized.

[0073] In fully autonomous driving mode, without driver input, the control logic for remotely controlling lighting shutdown is as follows:

[0074] The ground train control center sends a lighting off network command to the train. After receiving the command, the train TCMS network outputs a high-level signal through the 8th point of the IO module. The signal is in the form of a pulse, which makes the remote lighting off relay KM54 instantly energized and contacts 1 and 2 instantly disconnected, thereby destroying the self-holding logic formed by the lighting on relay KM53 and its contacts 3 and 4 ( Figure 2 ), de-energizing it, while contacts 1 and 2 of KM53 close. The momentary closure of contacts 3 and 4 of remote lighting off relay KM54 energizes lighting off relay KM51, and the closure of contacts 3 and 4 forms a self-holding logic, which keeps lighting off relay KM51 energized.

[0075] Regarding the control logic of the above-mentioned lighting switch, when the control voltage is within the normal operating range of the train TCMS network system, the network IO module will function. When the battery control voltage is lower than DC77V, the network system will not work normally, but the driver can still disconnect the lighting train lighting system by rotating the lighting on / off knob S51.

[0076] In addition to the above-mentioned control method through the lighting switch, the lighting system power supply on and off is controlled by another set of input and disconnection mechanisms. This mechanism uses the implementation of train sleep and wake-up commands to automatically control the power supply on and off of the lighting system.

[0077] The following is an analysis of the logical characteristics of the train lighting system power supply control through the train sleep and wake-up mechanism. The control principle is as follows.

[0078] Train wake-up lighting input circuit Figure 4 As shown, for the operating logic of manually operating the train wake-up knob or remotely waking up the train, the control principle is as follows.

[0079] 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. It defaults to the middle "0" position. The other two positions are "wake-up" and "sleep" respectively. When the knob is turned to the "wake-up" position, points 1 and 2 are closed and connected, and return to the disconnected state after releasing the knob.

[0080] Signal system sleep / wake-up module A01: When the signal system remotely sends a wake-up command, point 2 will output a high-level pulse, and no output will be given in other states.

[0081] Fully automatic driving mode knob S02: This knob is the conversion knob between fully automatic driving mode and non-fully 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 and 2 are connected and remain connected.

[0082] When the driver locally wakes up the train and activates the lighting system:

[0083] Under normal power supply conditions for permanent loads, after the driver operates the train sleep / wake-up knob S01, the train possession relay KM01 is energized, and the train power-on relay KM10 is also energized. When the train power-off relay KM11 is not energized, the train power-on relay KM10 forms a self-holding logic. In this way, even after the driver releases the train sleep / wake-up knob S01, the train power-on relay KM10 remains energized until the train power-off relay KM11 is energized.

[0084] When a dormant train is remotely awakened and the lighting system is activated:

[0085] Under normal power supply conditions for the permanent load, when the train's fully automatic driving mode S02 knob is in the "fully automatic driving" mode, the signal system's sleep / wake-up module A01 issues a wake-up command, and points 2 of the sleep / wake-up module A01 output a high-level pulse signal, energizing the train occupancy relay KM01 and the train power-on relay KM10. When the train power-off relay KM11 is not energized, the train power-on relay KM10 forms a self-holding logic, so that even if the train occupancy relay KM01 loses power, the train power-on relay KM10 remains energized until the train power-off relay KM11 is energized.

[0086] The voltage detection circuit of the lighting power supply system load is as follows Figure 5 As shown in the figure, for the logic of failing to wake up the train due to low battery voltage and unable to turn on the lighting, the control principle is as follows.

[0087] Sleeping load contactor Q12: When the train is in deep sleep state, the sleeping load contactor Q12 will lose power and all its main contacts and normally open auxiliary contacts will be disconnected. When the train is in normal operation or sleep mode, the sleeping load contactor Q12 will be energized and its main contacts and normally open auxiliary contacts will remain closed.

[0088] Train power-on relay KM10: Logic details see Figure 5 As described above, after the wake-up knob is operated or the remote wake-up command is issued, the train power-on relay KM10 remains in the energized and attracted state.

[0089] Undervoltage detection 1 relay KM13: Undervoltage detection relay, when the coil voltage is higher than a certain value, its contacts are in a closed state, and when the coil voltage is lower than 84V, its contacts are open.

[0090] Battery undervoltage detection logic analysis:

[0091] When the train is in a dormant state, the auxiliary contacts 3 and 4 of the dormant load contactor Q12 are closed, and the undervoltage detection 1 relay KM13 detects the voltage of the permanent load (battery). When the voltage is lower than 84V, the contacts 1 and 2 of the undervoltage detection 1 relay KM13 are in a disconnected state. Even if the train wake-up operation has been performed and the train power-on relay KM10 points 5 and 6 are in a closed state, the battery power-on relay KM14 cannot be energized, and the lighting load power supply cannot be put into use.

[0092] When the train is in a deep sleep state, the auxiliary contacts 3 and 4 of the dormant load contactor Q12 are disconnected. After the train is manually awakened, points 1 and 2 of the train power-on relay KM10 remain closed, and the undervoltage detection 1 relay KM13 detects the voltage of the permanent load (battery). When the voltage is lower than 84V, the contacts 1 and 2 of the undervoltage detection 1 relay KM13 are in a disconnected state. Even if the train wake-up operation has been performed and points 5 and 6 of the train power-on relay KM10 are in a closed state, the battery power-on relay KM14 cannot be energized, and the lighting load power supply cannot be put into use.

[0093] When the train is awakened, the battery voltage is higher than a certain value. After the lighting load is successfully put into operation, if the train does not receive the instruction to shut down the lighting load, the load will not be automatically shut down even if the battery voltage is lower than a certain value. The control principle is as follows.

[0094] When the battery voltage is higher than a certain value, the train is awakened by an operation, and the train power-on relay KM10 is in the energized and attracted state, with its contacts 1 and 2 in the closed state. Contacts 1 and 2 of the undervoltage detection 1 relay KM13 will be closed, and points 5 and 6 of the train power-on relay KM10 will also be in the closed state. In this way, the battery power-on relay KM14 is energized and forms a self-holding circuit with its own contacts 1 and 2. If there is no train sleep operation to cause the train power-on relay KM10 to lose power, the battery power-on relay KM14 will remain energized. If at this time the undervoltage detection 1 relay KM13 detects that the battery voltage is lower than 84V, its contacts 1 and 2 are disconnected, and the holding circuit of the battery power-on relay KM14 will not be damaged, and the lighting load power supply circuit will continue to be used.

[0095] There are two ways to control the sleep command of a fully automatic driving train. Figure 6The sleep modes are manual sleep mode and signal system remote sleep mode, both of which can control the lighting load circuit to shut down. The control principle is as follows.

[0096] 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. It defaults to the middle "0" position. The other two positions are "wake-up" and "sleep" respectively. When the knob is turned to the "sleep" position, points 3 and 4 are closed and connected, and return to the disconnected state after releasing the knob.

[0097] Fully automatic driving mode knob S02: This knob is a conversion knob for fully automatic driving mode and non-fully automatic driving mode. The knob adopts a two-position self-locking type. When the knob is turned to the "full automatic driving" mode, points 3 and 4 are disconnected, points 5 and 6 are connected, and maintained. Conversely, when the knob is turned to the "non-fully automatic driving" mode, points 3 and 4 are connected, points 5 and 6 are disconnected, and maintained.

[0098] Signal system cut-off relay KM31: belongs to other sub-circuit logic. Its function is that when the train needs to enter the degradation mode, the signal system will usually be cut off. After the driver operates the signal system cut-off action, the signal system cut-off relay KM31 will be energized and its contacts 1 and 2 will be disconnected.

[0099] Signal system sleep / wake-up module A01: When the signal system remotely sends a sleep command, point 4 will output a high-level pulse, and no output will be given in other states.

[0100] In Full Self-Driving Mode:

[0101] After manually operating the train sleep / wake-up knob S01 to the "sleep" position, points 3 and 4 are closed and connected, which will instantly energize the train power-off relay KM11, thereby destroying the self-holding logic of the train power-on relay KM10, and will also cause the battery power-on relay KM14 to lose power, thereby controlling the lighting load circuit to shut down.

[0102] In the fully automatic driving mode, when the signal system is not cut off, points 5 and 6 of the fully automatic driving mode knob S02 are turned on, and the sleep / wake-up module A01 of the signal system can send a sleep command. At this time, point 4 will output a high-level pulse, which will instantly energize the train power-off relay KM11, thereby destroying the self-holding logic of the train power-on relay KM10, and will also cause the battery power-on relay KM14 to lose power, thereby controlling the lighting load circuit to shut down.

[0103] In non-fully autonomous driving mode:

[0104] Manual operation authority is not affected in any way. By operating the manual operation train sleep / wake-up knob S01 to the "sleep" position, the battery power-on relay KM14 can be de-energized, thereby controlling the lighting load circuit to be shut down.

[0105] Since points 5 and 6 of the fully automatic driving mode knob S02 are not conductive in the non-fully automatic driving mode, the sleep command sent by the sleep / wake-up module A01 of the signal system will be invalid, and the train cannot be controlled to sleep, and the lighting load circuit cannot be controlled to shut down.

[0106] The method of using an external sleep command as a prerequisite and shutting down the power supply to the train's lighting load equipment after comprehensive judgment by the train's core control network system has great flexibility, but it also has its own particularities. For example, the operating voltage of the core control network system is generally DC77~DC137.5V. If the network system fails or the train voltage is already lower than DC77V, and the lighting load contactor Q15 has not received the network lighting load shutdown signal sent by the network system, then the train will not be able to shut down the lighting load. This embodiment is based on the principle design of the relay's ability to operate at a minimum of DC36V for this special case. Figure 7 , the control principle is as follows.

[0107] Network normal relay KM32: When the network system is working normally, a TCMS network IO module always sends a high level, so that the network normal relay KM32 is always in the energized state. Once the network system fails or the network system power supply voltage is lower than the network system working range, this TCMS network IO module cannot send a high level, and the network normal relay KM32 will also be in the de-energized state.

[0108] After the train comes to a complete stop, points 3 and 4 of train zero-speed relay KM33 close and conduct. If the train receives a local manual or remote sleep command, train power-on relay KM10 loses power, closing and conducting points 5 and 6. Only then does the TCMS network IO module, after comprehensive assessment, issue a network sleep command at point 4. After the TCMS network IO module issues a sleep pulse command at point 4, network sleep command relay KM18 is momentarily energized, its contacts 1 and 2 open, and contacts 3 and 4 close.

[0109] When the train core control network is working normally, points 1 and 2 of the network normal relay KM32 are in the disconnected state. After receiving the network sleep command, points 3 and 4 of the network sleep command relay KM18 are instantaneously closed, and the sleep mode relay KM17 will be energized instantaneously, triggering the subsequent circuit logic to realize the train core control network system's shutdown logic for the lighting load.

[0110] If the train's core control network malfunctions or the battery control voltage is too low, network normal relay KM32 loses power, and its contacts 1 and 2 close. Since the network system isn't functioning properly, network sleep command relay KM18 will not receive power, and its contacts 1 and 2 will remain closed and conductive. Therefore, sleep mode relay KM17 is ultimately controlled by the state of train power-off relay KM11. When the train receives a local manual or remote sleep command, train power-off relay KM11 momentarily energizes, instantly energizing sleep mode relay KM17. According to the control logic of lighting load contactor Q15, points 3 and 4 of battery power-on relay KM14 are disconnected, and sleep mode relay KM17 also momentarily disconnects, breaking the self-holding state of lighting load contactor Q15 and ultimately de-energizing it. This allows the lighting load to be shut off in the event of a network system failure or low train voltage.

[0111] In addition, when a network system failure occurs on the train or the train voltage is low, the lighting on / off knob S51 on the driver's console can be used to control the lighting off relay KM51 to be energized, thereby disconnecting points 5 and 6, and also realizing the shutdown operation of the lighting load.

[0112] Example 2

[0113] This embodiment provides a control method for a lighting load control circuit. The network actively controls the shutdown of the lighting system and has its own logic. The TCMS judgment logic for shutting down the network lighting load is as follows: when the TCMS network status is available, the train is stationary, the train receives a sleep permission command and there is no fault, the lighting on status instruction does not exist, a lighting off network instruction or a lighting off signal system instruction is received and the train lighting power module has no fault, the lighting load is shut down.

Claims

1. A fully automatic train lighting load control circuit, characterized in that: It includes a lighting load contactor, the coil of the lighting load contactor is connected to the normally closed contact of the lighting off relay, the normally closed contact of the lighting off relay is connected to the normally closed contact of the network lighting load off relay, the normally open contact of the battery power-on relay, and the first normally open contact of the lighting on relay; the normally closed contact of the network lighting load off relay is connected to the normally closed contact of the sleep mode relay and the normally open contact of the lighting load contactor in sequence; the normally open contact of the battery power-on relay, the first normally open contact of the lighting on relay, and the normally open contact of the lighting load contactor are all connected to a power supply; the coil of the network lighting load off relay is connected to the first interface output side of the TCMS network IO module, the first interface input side of the TCMS network IO module is connected to the normally closed contact of the train power-on relay, and the normally closed contact of the train power-on relay is connected to the power supply through the normally open contact of the train zero-speed relay; the second interface input side of the TCMS network IO module is connected to the normally closed contact of the train power-on relay, and the output side is connected to the coil of the network sleep command relay.

2. The fully automatic train lighting load control circuit according to claim 1, characterized in that: The coil of the lighting on relay is connected to the second normally open contact of the lighting on relay, the normally open contact of the remote lighting on relay, and the first contact of the lighting on / off switch; the second normally open contact of the lighting on relay is connected to the normally closed contact of the remote lighting off relay and the normally closed contact of the lighting off relay in sequence, and the first contact of the lighting on / off switch is connected to the normally open contact of the manual occupation relay; the second normally open contact of the lighting on relay, the normally closed contact of the lighting off relay, and the normally open contact of the manual occupation relay are all connected to the power supply; the coil of the remote lighting on relay is connected to the output side of the third interface of the TCMS network IO module, and the input side of the third interface of the TCMS network IO module is connected to the power supply.

3. The fully automatic train lighting load control circuit according to claim 1, characterized in that: The coil of the lighting off relay is connected to the second contact of the lighting on / off switch, and the normally open contact of the lighting off relay is connected to the normally closed contact of the lighting on relay; the normally open contact of the lighting off relay is connected in parallel with the normally open contact of the remote lighting off relay; the second contact of the lighting on / off switch and the normally closed contact of the lighting on relay are both connected to the power supply; the normally closed contact of the remote lighting on relay is connected to the coil of the remote lighting off relay through the fourth interface of the TCMS network IO module.

4. The fully automatic train lighting load control circuit according to claim 1, characterized in that: The coil of the train power-on relay is connected to the normally open contact of the train occupancy relay and the first normally open contact of the train power-on relay; the first normally open contact of the train power-on relay is connected to the normally closed contact of the train power-off relay; the normally open contact of the train occupancy relay and the normally closed contact of the train power-off relay are both connected to a power supply; the coil of the train occupancy relay is connected to the first contact of the fully automatic driving mode module switch and the first contact of the train sleep / wake-up switch; the first contact of the fully automatic driving mode switch is connected to the first switch of the sleep / wake-up module; the first contact of the train sleep / wake-up switch and the first switch of the sleep / wake-up module are both connected to a power supply.

5. The fully automatic train lighting load control circuit according to claim 1, characterized in that: The second normally open contact of the train power-on relay is connected in parallel with the normally open contact of the dormant load contactor; one end of the second normally open contact of the train power-on relay and one end of the normally open contact of the dormant load contactor are both connected to the power supply, and the other ends are both 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 feed relay, and the coil of the battery feed relay is connected to the coil input end of the battery power-on relay.

6. The fully automatic train lighting load control circuit according to claim 1, characterized in that: The coil of the train power-off relay is connected to the second contact and the third contact of the fully automatic driving mode switch; the second contact and the third contact of the fully automatic driving mode switch are linked contacts; the second contact and the third contact of the fully automatic driving mode switch are both connected to the second contact of the train sleep / wake-up switch; the second contact of the train sleep / wake-up switch is connected to the power supply; one end of the second switch of the sleep / wake-up module is connected between the third contact of the fully automatic driving mode switch and the second contact of the train sleep / wake-up switch, and the other end is connected to the power supply through the normally closed contact of the signal cut-off relay.

7. The fully automatic train lighting load control circuit according to claim 1, characterized in that: The coil of the sleep mode relay is connected to the normally closed contact and normally open contact of the network sleep command relay; the normally closed contact and normally open contact of the network sleep command relay are linked contacts; the normally closed contact of the network sleep command relay is connected to the power supply through the normally closed contact of the network normal relay and the normally open contact of the train power-off relay; the normally open contact of the network sleep command relay is connected to the power supply.

8. A fully automatic train, characterized in that: It adopts the lighting load control circuit described in any one of claims 1 to 7.

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