High-low voltage power-off control method for unmanned train

Abstract

This application provides a high and low voltage power-off control method for driverless trains. In this invention, after the vehicle's TCMS checks that the vehicle status is in a dormant state, the TCMS controls the high-voltage power-off of the vehicle. This mainly involves protectively shutting off the vehicle's AC load before the high-voltage power-off, disconnecting the main circuit, and lowering the pantograph. The low-voltage power-off control method involves the vehicle's TCMS receiving a hard-wired dormant command from the vehicle and activating the "train activation disconnect" line through the vehicle's hard-wired circuit. The TCMS reports the hard-wired dormant command diagnosis and the train activation disconnect status diagnosis results to the control center via VOBC. This allows the TCMS to control both high-voltage and low-voltage power-offs of the driverless train, achieving automatic dormant control, reducing the risk of human operation, and making the high-voltage and low-voltage power-off control, as well as the automatic dormant control, of the driverless train more precise and safer.

Description

TECHNICAL FIELD

[0001] The embodiment of the present application relates to the technical field of train control, in particular to a high-low voltage power-off control method for unmanned train. BACKGROUND

[0002] The current sleep design of unmanned train focuses on the train sleep from the perspective of signal system and the control process of signal and train integrated automatic system (TIAS), and lacks the control method for realizing the vehicle sleep process from the vehicle and train control management system (TCMS). In the current method, the following disadvantages exist: the network intelligent control degree is not high, the vehicle stop main line service and power-off are realized by signal system or manual hard-wire control, and the TCMS system hardly participates. The vehicle has great human factor risk, the train lowering of the pantograph / power-off operation after the train returns to the depot needs to be operated by the driver, and there is the risk of human operation failure or other human factors. The network automatic diagnosis degree is not high, the state check before the vehicle power-off is mainly realized through manual check, remote control automatic test cannot be realized, and preparation work cannot be provided for the unmanned vehicle to wake up again. The maintenance and operation cost is high, and a series of depot return check work such as train power-off and equipment check needs to consume more manpower and material resources. SUMMARY

[0003] The embodiment of the present application provides a high-low voltage power-off control method for unmanned train to solve the above problems in the prior art.

[0004] In a first aspect, the embodiment of the present application provides a high-low voltage power-off control method for unmanned train, comprising:

[0005] If it is determined that the train enters a state allowed to sleep, the vehicle TCMS sends a sleep instruction to an air conditioning control unit (ACU) and an intelligent operation and maintenance vehicle host, and the TCMS stops sending a compressor start instruction to the ACU.

[0006] After the train reaches the conversion track, the intelligent operation and maintenance system vehicle host stops packaging of vehicle data, and starts to transmit intelligent operation and maintenance system data to the ground, and sends an intelligent operation and maintenance system data landing completion signal to the TCMS when the data transmission is completed.

[0007] When the ACU receives the sleep instruction sent by the TCMS, the ACU controls the unit to shut down, and feeds back a shutdown signal to the TCMS.

[0008] If the TCMS receives the shutdown signal fed back by the ACU within 40s of sending the sleep instruction, the TCMS outputs a main break instruction through a DO to control the main break to be disconnected.

[0009] If the TCMS monitors the main break to be disconnected, the TCMS outputs the closing of the lighting through the DO, controls the power-off of the train line of the hard-wired 1-way lighting and 2-way lighting, the vehicle performs emergency lighting, and sets the lighting state as the emergency lighting state;

[0010] If the lighting state is the emergency lighting state, and the TCMS receives the intelligent operation and maintenance data transmission completion signal within 180s after outputting the sleep instruction, the TCMS outputs the pantograph lowering instruction through the DO, and controls the power-on of the train line of the hard-wired pantograph lowering;

[0011] If the TCMS monitors the lowering of the vehicle pantograph to be in place within 10s after outputting the instruction, the TCMS sends the "sleep preparation completion" signal to the VOBC, and waits for the power-off of the train;

[0012] If it is determined that the train has been powered off at high voltage, the vehicle TCMS sends the sleep preparation completion instruction to the VOBC, and controls the low-voltage power-off of the unmanned train.

[0013] Optionally, the method further comprises:

[0014] If it is determined that the train has been powered off at high voltage, the vehicle TCMS sends the sleep preparation completion instruction to the VOBC;

[0015] After the VOBC receives the sleep preparation completion instruction, the VOBC sends the hard-wired sleep instruction to the unmanned train through the auxiliary driving device;

[0016] If the VOBC receives the hard-wired sleep instruction within 30s after sending the sleep preparation completion instruction, the unmanned train detects the state of the maintenance button;

[0017] If the state of the maintenance button is not pressed, the train is powered off through the train activation break relay, and the TCMS monitors the state of the train activation break relay through the DI;

[0018] If the TCMS monitors the state of the train activation break relay to be valid within 3s, the unmanned train is powered off after a delay of 30s.

[0019] Optionally, the method further comprises:

[0020] The TCMS monitors the state of the main break auxiliary contact, and if the TCMS receives the main break auxiliary contact to show that the main break is not disconnected within 3s after outputting the main break instruction, the TCMS requests the TCU to break the main break;

[0021] The TCU controls the main break to be disconnected.

[0022] The TCMS monitors the main break state auxiliary contact. If the TCMS requests the TCU to break the main break for 2s and receives the main break state auxiliary contact indicating that the main break is still not broken, the TCMS feeds back to the control center through the VOBC that the vehicle main break breaking fails.

[0023] Optionally, the method further comprises:

[0024] determining whether the high-voltage component allows the main break to be broken;

[0025] if the high-voltage component allows the main break to be broken, determining whether the high-voltage remote input and output module is normal;

[0026] if the high-voltage remote input and output module is normal, determining whether there is a main break closing instruction;

[0027] if there is no main break closing instruction, determining whether the main break is broken;

[0028] if the main break is not broken, determining whether the main break is cut off;

[0029] if the main break is not cut off, determining whether there is a main break insulation fault;

[0030] if there is no main break insulation fault, determining whether it is a non-emergency traction mode;

[0031] if it is a non-emergency traction mode, the vehicle TCMS outputs a sub-break instruction through the DO.

[0032] Optionally, the method further comprises:

[0033] The TCMS monitors the lighting state. If the TCMS monitors that the lighting state is a normal lighting state that is not closed 5s after the TCMS issues a lighting closing instruction, the TCMS feeds back to the control center through the VOBC that the vehicle lighting system hibernation fails.

[0034] If the TCMS does not monitor that the pantograph is lowered to the position within 10s after the TCMS outputs a pantograph lowering instruction, the TCMS feeds back to the control center through the VOBC that the pantograph lowering failure of the vehicle causes the train hibernation to fail.

[0035] Optionally, the method further comprises:

[0036] determining whether the total air pressure is lower than 6bar;

[0037] if the total air pressure is not lower than 6bar, determining whether there is a storage battery low-voltage fault;

[0038] if there is no storage battery low-voltage fault, determining whether there is an in-vehicle fire alarm or an under-vehicle fire alarm;

[0039] if there is no in-vehicle fire alarm or under-vehicle fire alarm, determining whether expert diagnosis system data landing is completed;

[0040] If the expert diagnosis system data landing is completed, the vehicle TCMS outputs the lowering bow instruction through DO.

[0041] Optionally, the method further comprises:

[0042] If the TCMS does not receive the stop state feedback of the ACU within 40s of sending the sleep instruction, the TCMS feeds back the vehicle air conditioner fault to the control center through the VOBC.

[0043] If the TCMS does not receive the intelligent operation and maintenance data transmission completion signal within 180s after outputting the sleep instruction, the TCMS feeds back the sleep failure of the intelligent operation and maintenance system vehicle host to the control center through the VOBC.

[0044] Optionally, the method further comprises:

[0045] After the VOBC sends the hard-wire sleep instruction to the unmanned train through the auxiliary driving device, the TCMS monitors the state of the hard-wire sleep instruction through the DI module of the remote input and output module.

[0046] If the unmanned train does not receive the hard-wire sleep instruction within 30s of the VOBC sending the sleep preparation completion instruction, the TCMS sends a sleep failure alarm and an alarm reason to the control center through the VOBC.

[0047] Optionally, the method further comprises:

[0048] If the maintenance button state is pressed, the sleep process of the unmanned train is stopped, and the TCMS sends a sleep failure alarm and an alarm reason to the control center through the VOBC.

[0049] If the TCMS does not monitor the state of the train activation break relay within 3s, the TCMS sends a sleep failure alarm and an alarm reason to the control center through the VOBC.

[0050] Optionally, the method further comprises:

[0051] If the TCMS monitors the state of the train activation break relay within 3s, the state of the train activation break relay is valid, and the unmanned train is automatically controlled to be powered off after a delay of 30s.

[0052] If the TCMS does not monitor the state of the train activation break relay within 3s, and the state of the sleep button is not pressed by manual boarding, the process is waiting for manual boarding operation of the sleep button.

[0053] If the TCMS does not monitor the state of the train activation break relay within 3s, and the state of the sleep button is pressed by manual boarding, the unmanned train is controlled to be powered off after a delay of 30s.

[0054] The embodiment of the present application has the following technical effects due to the adoption of the above technical solutions:

[0055] The embodiment of the present application provides a high-low voltage power-off control method for an unmanned train, comprising: if it is determined that the train enters a state allowing hibernation, the vehicle TCMS sends a hibernation instruction to an air conditioning control unit ACU and an intelligent operation and maintenance vehicle host. After the train reaches the conversion track, the intelligent operation and maintenance system vehicle host stops packaging of vehicle data, and starts to transmit intelligent operation and maintenance system data to the ground, and sends a signal of completion of landing of the intelligent operation and maintenance system data to the TCMS when the data transmission is completed. When the ACU receives the hibernation instruction sent by the TCMS, the ACU controls the unit to shut down, and feeds back a shutdown signal to the TCMS. If the TCMS receives the shutdown signal fed back by the ACU within 40s after sending the hibernation instruction, the TCMS outputs a main break instruction through a DO to control the main break to be disconnected. If the TCMS monitors that the main break is disconnected, the TCMS outputs a shutdown instruction through the DO to control the hard-wired 1-way lighting and 2-way lighting train lines to be powered off, the vehicle performs emergency lighting, and the lighting state is set to an emergency lighting state. If the lighting state is the emergency lighting state, and the TCMS receives the intelligent operation and maintenance data transmission completion signal within 180s after outputting the hibernation instruction, the TCMS outputs a pantograph lowering instruction through the DO to control the hard-wired pantograph lowering train line to be powered on. If the TCMS monitors that the vehicle pantograph is in place within 10s after the instruction is sent, the TCMS sends a “hibernation preparation completion” signal to the VOBC, and waits for the train to be powered off.

[0056] In the present application, the TCMS controls the high-voltage power-off and low-voltage power-off of the vehicle during the remote automatic hibernation process of the train after returning to the depot. After the vehicle TCMS checks that the vehicle state is in the allowed hibernation state, the TCMS controls the high-voltage power-off of the vehicle, mainly to protectively turn off the vehicle alternating current load before high-voltage power-off, disconnect the main break, and lower the pantograph. The control method of the low-voltage power-off of the vehicle is that the vehicle TCMS receives the hard-wired hibernation instruction sent by the vehicle, and controls the activation of the “train activation break” train line through the vehicle hard-wired circuit, and the TCMS reports the diagnosis results of the hard-wired hibernation instruction and the train activation break state to the control center through the VOBC.

[0057] By participating in the control of the high-low voltage power-off of the unmanned train through the TCMS, the automatic unmanned train has a high degree of automation, saves manpower and material resources, has low maintenance cost, and reduces operating cost. Considering multiple problems that occur during the automatic hibernation of the unmanned train and solving them, the high-voltage power-off, low-voltage power-off and automatic hibernation control of the unmanned train are more accurate and safe according to whether the detection time is overdue. The TCMS can control the high-voltage power-off and low-voltage power-off of the unmanned train, achieve automatic control of hibernation, reduce the risk of human operation, and make the high-voltage power-off, low-voltage power-off and automatic hibernation control of the unmanned train more accurate and safe. Attached Figure Description

[0058] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0059] Figure 1 A flowchart illustrating a high and low voltage power outage control method for an unmanned train, as provided in an embodiment of this application.

[0060] Figure 2 This is a schematic diagram illustrating the process of a high-voltage power-off control method for an unmanned train, as provided in an embodiment of this application.

[0061] Figure 3 This is a schematic diagram illustrating the process of a low-voltage power outage control method for an unmanned train, as provided in an embodiment of this application. Detailed Implementation

[0062] To make the technical solutions and advantages in the embodiments of this application clearer, the following description is provided in conjunction with the appendix. Figure 1 Appendix Figure 2 and attached Figure 3 The exemplary embodiments of this application will be described in further detail below. Obviously, the described embodiments are only a part of the embodiments of this application, and not an exhaustive list of all embodiments. It should be noted that, unless otherwise specified, the embodiments and features in the embodiments of this application can be combined with each other.

[0063] Before explaining this solution, the following terms will be explained: Vehicle On-Board Controller (VOBC), Train Control and Management System (TCMS), Creep Automatic Mode (CAM), Traction Control Unit (TCU), Traffic Control Integrated Automation System (TIAS), Passenger Information System (PIS), Full Automatic Mode (FAM), and Operating Control Center (OCC).

[0064] like Figure 1 As shown, this embodiment of the invention provides a high and low voltage power failure control method for driverless trains, including:

[0065] S101: If it is determined that the train enters a state allowing sleep, the vehicle TCMS sends a sleep instruction to the air conditioning control unit ACU and the intelligent operation and maintenance vehicle host, and the TCMS stops sending a compressor start instruction to the ACU.

[0066] The TCMS is a train control and management system. The ACU is an air conditioning system.

[0067] S102: After the train arrives at the conversion track, the intelligent operation and maintenance system vehicle host stops packaging vehicle data, and starts transmitting intelligent operation and maintenance system data to the ground. When the data transmission is completed, a signal of intelligent operation and maintenance system data landing is sent to the TCMS.

[0068] After the train arrives at the conversion track, the intelligent operation and maintenance system vehicle host stops packaging vehicle data, and starts transmitting intelligent operation and maintenance system data to the ground. When the TCMS receives the signal of intelligent operation and maintenance system data landing, it is determined that the intelligent operation and maintenance system data landing is completed.

[0069] The TCMS controls the sleep process of the intelligent operation and maintenance vehicle host, which can be synchronized with the sleep process of the TCMS controlling the air conditioning system, the main break and the lighting, or can be adjusted according to different projects.

[0070] S103: When the ACU receives the sleep instruction sent by the TCMS, the ACU controls the unit to shut down, and feeds back a stop signal to the TCMS.

[0071] The TCMS sends a sleep instruction (3s pulse, adjustable) to the ACU, and the TCMS stops sending a compressor start instruction to the ACU. After the ACU receives the instruction, it controls the shutdown, and feeds back a stop signal to the TCMS.

[0072] For the brake system air compressor, according to whether the equipment is in the wind blowing state, if the air compressor is in the wind blowing state, the TCMS can control it to sleep, and the sleep control process refers to the air conditioning sleep control method. If the air compressor is not in the wind blowing state, but the vehicle maintenance requirements require testing of the brake system air compressor, the TCMS controls the brake system air compressor for testing, and controls it to sleep after the testing is completed. If the air compressor is not in the wind blowing state, and the vehicle maintenance requirements do not require testing of the brake system air compressor, the TCMS does not need to control the brake system air compressor to sleep.

[0073] For the EMU project, the train medium voltage load also includes the converter cooling pump, the main transformer oil pump, the traction converter cooling fan, the main transformer cooling fan, the traction motor cooling fan, etc. According to the working condition of the equipment, the TCMS determines whether to control it to sleep. If it needs to sleep, the sleep control process refers to the air conditioning sleep control method.

[0074] S104: If the TCMS receives the shutdown signal fed back by the ACU within the sending of the sleep instruction 40s, the TCMS controls the main break to be disconnected through the DO output of the main break instruction.

[0075] The TCMS controls the hard-wired main break circuit to be disconnected by outputting the main break instruction through the DO of the remote input and output module.

[0076] S105: If the TCMS monitors the main break to be disconnected, the TCMS controls the hard-wired 1-way lighting and 2-way lighting train lines to be powered off through the DO output of the lighting-off instruction, the vehicle performs emergency lighting, and the lighting state is set to the emergency lighting state.

[0077] S106: If the lighting state is the emergency lighting state, and the TCMS receives the smart operation and maintenance data transmission completion signal within 180s after the output of the sleep instruction, the TCMS controls the hard-wired pantograph train line to be powered on through the DO output of the pantograph-lowering instruction.

[0078] S107: If the TCMS monitors the vehicle to be lowered to the position within 10s after the sending of the instruction, the TCMS sends the "sleep preparation completion" signal to the VOBC and waits for the train to be powered off.

[0079] The TCMS waits for the train to be powered off at low voltage if the TCMS monitors the pantograph to be lowered to the position within 10s (the time is adjustable) after the sending of the instruction.

[0080] S108: If it is determined that the train has been powered off at high voltage, the vehicle TCMS sends the sleep preparation completion instruction to the VOBC and controls the unmanned train to be powered off at low voltage.

[0081] The process of the TCMS controlling the high-voltage power-off is as shown in Figure 2 .

[0082] Optionally, the process of the TCMS sending the sleep preparation completion instruction to the VOBC and controlling the unmanned train to be powered off at low voltage if it is determined that the train has been powered off at high voltage includes:

[0083] The vehicle TCMS sends the sleep preparation completion instruction to the VOBC if it is determined that the train has been powered off at high voltage.

[0084] After receiving the sleep preparation completion instruction, the VOBC sends the hard-wired sleep instruction to the unmanned train through the auxiliary driving device.

[0085] If the VOBC receives the hard-wired sleep instruction within 30s after the sending of the sleep preparation completion instruction, the unmanned train detects the state of the maintenance button.

[0086] The vehicle checks the state of the maintenance button after receiving the hard-wired sleep instruction.

[0087] If the maintenance button state is not pressed, the train is powered off by the train activation break relay controlled by the vehicle, and the TCMS monitors the state of the train activation break relay through DI.

[0088] If the maintenance button state is not pressed, the train is powered off by the train activation break relay controlled by the vehicle, and the TCMS monitors the state of the train activation break relay through DI.

[0089] If the TCMS monitors the state of the train activation break relay within 3s and finds that the train activation break relay is valid, the unmanned train is powered off after a delay of 30s.

[0090] The unmanned train is powered off after a delay of 30s, and the low-voltage power-off control of the vehicle is completed.

[0091] The process of the TCMS controlling the low-voltage power-off is as shown in Figure 3 .

[0092] Optionally, the method further comprises:

[0093] The TCMS monitors the main break state auxiliary contact, and if the TCMS receives the main break state auxiliary contact indicating that the main break is not disconnected after sending a main break instruction for 3s, the TCMS requests the TCU to disconnect the main break.

[0094] The TCU controls the main break to be disconnected.

[0095] If the TCMS monitors the main break state auxiliary contact indicating that the main break is not disconnected after sending an instruction for 3s (the time is adjustable), the TCMS requests the TCU to disconnect the main break.

[0096] The TCU is a traction control unit.

[0097] The TCMS monitors the main break state auxiliary contact, and if the TCMS receives the main break state auxiliary contact indicating that the main break is still not disconnected after requesting the TCU to disconnect the main break for 2s, the TCMS feeds back to the control center through the VOBC that the main break of the vehicle is disconnected.

[0098] If the TCMS monitors the main break state auxiliary contact indicating that the main break is still not disconnected after requesting the TCU to disconnect the main break for 2s (the time is adjustable), the TCMS diagnoses that the main break of the vehicle is disconnected, and feeds back to the control center through the VOBC that the main break of the vehicle is disconnected, which causes the train to fail to hibernate.

[0099] The VOBC is a vehicle controller.

[0100] Optionally, the method further comprises:

[0101] It is determined whether the high-voltage component allows the main break to be disconnected.

[0102] If the high-voltage component allows the main breaker to be disconnected, it is determined whether the high-voltage remote input and output module is normal.

[0103] If the high-voltage remote input and output module is normal, it is determined whether there is a main breaker closing instruction.

[0104] If there is no main breaker closing instruction, it is determined whether the main breaker is disconnected.

[0105] If the main breaker is not disconnected, it is determined whether the main breaker is removed.

[0106] If the main breaker is not removed, it is determined whether there is a main breaker insulation fault.

[0107] If there is no main breaker insulation fault, it is determined whether it is a non-emergency traction mode.

[0108] If it is a non-emergency traction mode, the vehicle TCMS outputs a main breaker instruction through DO.

[0109] Among them, the above determination is controlled and determined by the control center.

[0110] Among them, when the vehicle TCMS outputs a main breaker instruction through DO, the following prerequisites must be met: the high-voltage component allows the main breaker to be disconnected, the high-voltage remote input and output module is normal, there is no main breaker closing instruction, the main breaker is not disconnected, the main breaker is not removed, there is no main breaker insulation fault, and it is a non-emergency traction mode.

[0111] Optionally, the method further comprises:

[0112] The TCMS monitors the lighting state, and if the TCMS detects that the lighting state is a normal lighting state that has not been closed 5s after the TCMS issues a lighting closing instruction, the TCMS feeds back to the control center through the VOBC that the vehicle lighting system hibernation has failed.

[0113] Among them, after the TCMS issues an instruction for 5s (the time can be adjusted), the TCMS monitors the lighting state, and if it is detected that the lighting has not been converted from normal lighting to emergency lighting, the TCMS feeds back to the control center through the VOBC that the vehicle lighting system hibernation has failed.

[0114] Among them, the TCMS control process of closing the lighting can be synchronized with the process of disconnecting the main breaker, or it can be adjusted in different orders according to the project, or it can directly wait for the lighting to be closed after the pantograph is lowered according to the needs of the project.

[0115] If the TCMS does not monitor that the pantograph has been lowered to the correct position within 10s of the TCMS outputting a pantograph lowering instruction, the TCMS feeds back to the control center through the VOBC that the vehicle pantograph lowering failure has caused the train hibernation to fail.

[0116] Among them, if the detection time exceeds 10s, the TCMS diagnoses a vehicle pantograph lowering failure, and feeds back to the control center through the VOBC that the vehicle pantograph lowering failure has caused the train hibernation to fail.

[0117] By the above method, the solution of the process of the failure of the TCMS control pantograph lowering failure to cause the train to sleep and the vehicle lighting system to sleep increases the stability of the unmanned train.

[0118] Optionally, the method further comprises:

[0119] determining whether the total air pressure is lower than 6 bar.

[0120] If the total air pressure is not lower than 6 bar, it is determined whether there is a battery low-voltage fault.

[0121] If there is no battery low-voltage fault, it is determined whether there is an in-vehicle fire alarm or a fire alarm under the vehicle.

[0122] If there is no in-vehicle fire alarm or fire alarm under the vehicle, it is determined whether the expert diagnosis system data is landed.

[0123] If the expert diagnosis system data is landed, the vehicle TCMS outputs a pantograph lowering instruction through DO.

[0124] Wherein, when the vehicle TCMS outputs a pantograph lowering instruction through DO, the following conditions must be met: the total air pressure is not lower than 6 bar, there is no battery low-voltage fault, there is no in-vehicle fire alarm or fire alarm under the vehicle, and the expert diagnosis system data is landed.

[0125] Optionally, the method further comprises:

[0126] If the TCMS does not receive the stop state feedback of the ACU within 40s of sending the sleep instruction, the TCMS diagnoses the vehicle air conditioning fault.

[0127] Wherein, the TCMS can be adjusted within 40s of sending the sleep instruction.

[0128] The TCMS feeds back the vehicle air conditioning sleep failure to the control center through the VOBC.

[0129] Wherein, if the TCMS still does not receive the stop state signal feedback of the ACU after the sleep instruction is sent and the timing exceeds 40s (the time can be adjusted), the TCMS feeds back the vehicle air conditioning system sleep failure to the control center through the VOBC.

[0130] If the TCMS does not receive the intelligent operation and maintenance data transmission completion signal within 180s of outputting the sleep instruction, the TCMS diagnoses the intelligent operation and maintenance system data landing failure.

[0131] The TCMS feeds back the intelligent operation and maintenance system vehicle host sleep failure to the control center through the VOBC.

[0132] If the TCMS does not receive the signal of the data landing of the intelligent operation and maintenance system within 180s (time adjustable) after outputting the hibernation instruction, the TCMS diagnoses that the data landing of the intelligent operation and maintenance system fails, and feeds back the hibernation failure of the vehicle-mounted host of the intelligent operation and maintenance system to the control center through the VOBC.

[0133] The above method increases the stability of the unmanned train.

[0134] Optionally, the method further comprises:

[0135] After the VOBC sends the hard-wire hibernation instruction to the unmanned train through the auxiliary driving device, the TCMS monitors the state of the hard-wire hibernation instruction through the DI module of the remote input and output module.

[0136] The VOBC sends the hibernation instruction (hard-wire) to the vehicle through the auxiliary driving device, and the TCMS monitors the state of the hard-wire hibernation instruction through the DI module of the remote input and output module.

[0137] If the unmanned train does not receive the hard-wire hibernation instruction within 30s after the VOBC sends the hibernation preparation completion instruction, the TCMS sends the hibernation failure alarm and the alarm reason to the control center through the VOBC.

[0138] If the TCMS does not receive the hard-wire hibernation instruction within 30s (time adjustable) after starting the timing from sending the hibernation preparation completion, the TCMS sends the hibernation failure alarm and the alarm reason to the control center through the VOBC.

[0139] Optionally, the method further comprises:

[0140] If the maintenance button state is pressed, the hibernation process of the unmanned train is stopped, and the TCMS sends the hibernation failure alarm and the alarm reason to the control center through the VOBC.

[0141] If the button is pressed, the hibernation process is stopped, and the TCMS sends the hibernation failure alarm and the alarm reason to the control center through the VOBC.

[0142] If the TCMS does not monitor that the state of the train activation break relay is train activation break valid within 3s, the TCMS sends the hibernation failure alarm and the alarm reason to the control center through the VOBC.

[0143] Optionally, the method further comprises:

[0144] If the TCMS does not monitor that the state of the train activation break relay is train activation break valid within 3s, the TCMS waits for the manual boarding operation hibernation button to process.

[0145] If the TCMS does not monitor the train active break effective within 3s (time adjustable), the TCMS sends a hibernation failure alarm and alarm reason to the control center through the VOBC, and the hibernation button is handled by manual boarding operation.

[0146] If the TCMS monitors the train active break relay state as train active break effective within 3s, the unmanned train is delayed for 30s, and the remote automatic hibernation or hibernation button is operated by manual boarding to control the whole vehicle power-off of the unmanned train.

[0147] Among them, through remote automatic hibernation or manual local operation of hibernation button, the vehicle control is delayed for 30s (time adjustable) power-off, and the vehicle low-voltage power-off control is completed.

[0148] If the TCMS does not monitor the train active break relay state as train active break effective within 3s, and the hibernation button state is pressed by manual boarding, the unmanned train is delayed for 30s, and the whole vehicle power-off of the unmanned train is controlled.

[0149] Among them, the automatic / manual low-voltage power-off of the unmanned train is completed.

[0150] Optionally, the method further comprises:

[0151] After the whole vehicle power-off of the unmanned train, the on-board VOBC applies for cancellation to the regional controller (ZC) of the signal system.

[0152] Among them, during local hibernation, the vehicle is delayed for power-off, and the on-board VOBC applies for cancellation to the regional controller (ZC) of the signal system. After the ZC supervises the cancellation of the on-board VOBC and the train has completed the front and rear screening, it is considered that the train can be awakened again as a full-automatic running train, otherwise the train cannot be awakened again as a full-automatic running train.

[0153] Optionally, the method for TCMS to control the lighting off comprises:

[0154] The vehicle TCMS turns off the lighting through the DO output of the remote input and output module, thereby controlling the hard-wired 1-way lighting and 2-way lighting train line power-off, and thereby entering the emergency lighting state. After the TCMS sends the instruction for 5s (time adjustable), the TCMS monitors the lighting state, and if it is detected that the lighting has not been converted from normal lighting to emergency lighting, the TCMS feeds back the vehicle lighting system hibernation failure to the control center through the VOBC.

[0155] Optionally, in the hibernation process, the TCMS detects that the above conditions are not met, sends a hibernation failure to the VOBC, and feeds back the fault to the control center OCC.

[0156] The algorithms and displays presented herein are not inherently related to any particular computer, virtual system, or other apparatus. Various general purpose systems can be used with programs in accordance with the teachings herein, or it can prove convenient to construct more specialized apparatus to perform the required method steps. The required structure for a variety of these systems will be apparent from the description above. In addition, the present application is not intended to be limited to any particular programming language. It will be appreciated that there are many programming languages that can be used to implement the teachings herein, and any specific language can be chosen for use in this application.

[0157] In the description provided herein, numerous specific details are set forth. However, it is understood that embodiments of the application can be practiced without these specific details. In some instances, well-known methods, structures and techniques have not been described in detail in order to not obscure the understanding of this description.

[0158] Similarly, it is to be understood that the narrative provided above with respect to the exemplary embodiments of the application sometimes collectively sets forth various features in a single embodiment, drawing, or description of an embodiment in order to streamline the disclosure and aid in the understanding of one or more of the various inventive aspects. The method of this disclosure, however, is not to be interpreted to reflect an intention that the claimed application requires more features than are explicitly recited in each claim. Rather, it is to be understood that the inventive aspects lie in less than all features of a single embodiment disclosed. Accordingly, the claims, as follows, reflect infectious aspects of the application, as such follows the narrative of the DETAILED DESCRIPTION.

[0159] Those skilled in the art will appreciate that the modules in the apparatuses in the embodiments can be adapted and placed in one or more apparatuses other than the embodiments. The modules or units or components in the embodiments can be combined into one module or unit or component, and further can be divided into multiple sub-modules or sub-units or sub-components. Except that at least some of such features and / or processes or units are mutually exclusive, all combinations of all features disclosed in this specification (including the accompanying claims, abstract and drawings) and all processes or units of any methods or apparatuses so disclosed can be used. Unless explicitly stated otherwise, each feature disclosed in this specification (including the accompanying claims, abstract and drawings) can be replaced by alternative features providing the same, equivalent, or similar functionality.

[0160] Furthermore, those skilled in the art will recognize that, while certain embodiments described herein include certain features that are not included in other embodiments, combinations of features of the different embodiments are meant to be within the scope of the application and form different embodiments. For example, in the claims below any of the claimed embodiments can be used in any combination.

[0161] Various component embodiments of the application can be implemented in hardware, or as software modules running in one or more processors, or in combinations thereof. Skilled persons will appreciate that a microprocessor or digital signal processor (DSP) can be used in practice to implement some or all of the functionality of some or all of the components in an apparatus according to an embodiment of the application. The application can also be implemented as a program (for example, a computer program and a computer program product) for performing part or all of the methods described herein on a device or apparatus, for example, a computer program running on a machine. Such a program implementing the application can be stored on a computer readable medium, or can be in the form of one or more signals. Such a signal can be downloaded from an Internet website, or can be available for

[0162] It is noted that the foregoing examples have been provided merely for the purpose of explanation and are in no way to be construed as limiting of the present application. While the application has been described with reference to preferred embodiments, it is understood that the words which have been used herein are words of description and illustration, rather than words of limitation. Changes can be made, within the purview of the appended claims, as presently set forth, and as amended, without departing from the scope and spirit of the present application in its aspects. In the claims, any reference signs placed between parentheses shall not be construed as limiting the claim. The word comprising does not exclude the presence of elements or steps other than those listed in a claim. The word "a" or "an" preceding an element does not exclude the presence of a plurality of such elements. The application can be implemented by means of hardware comprising several distinct elements, and by means of a suitably programmed computer. In the system claims enumerating several means, several of these means can be embodied by one and the same item of hardware. The use of the words first, second, third, etc. do not imply any order other than the order of discussion of the sections. The use of the words "first", "second", "third", etc. do not imply any order other than the order discussed, but such words are used to name the elements and do not limit the scope of the application.

Claims

1. A method for controlling high and low voltage power supply of an unmanned train, characterized in that, Comprise: If it is determined that the train enters a state allowing sleep, the vehicle TCMS sends a sleep instruction to the air conditioning control unit ACU and the intelligent operation and maintenance vehicle host, and the TCMS stops sending a compressor start instruction to the ACU; After the train arrives at the conversion track, the intelligent operation and maintenance system vehicle host stops packaging vehicle data, and starts transmitting intelligent operation and maintenance system data to the ground, and sends an intelligent operation and maintenance system data landing completion signal to the TCMS when the data transmission is completed; When the ACU receives the sleep instruction sent by the TCMS, the ACU controls the unit to shut down, and feeds back a stop signal to the TCMS; If the TCMS receives the stop signal fed back by the ACU within 40s after sending the sleep instruction, the TCMS outputs a main break instruction through the DO to control the main break to be disconnected; If the TCMS monitors that the main break is disconnected, the TCMS outputs the closing of the lighting through the DO to control the hard-wired 1-way lighting and 2-way lighting train lines to be powered off, and the vehicle performs emergency lighting, and sets the lighting state to an emergency lighting state; If the lighting state is the emergency lighting state, and the TCMS receives the intelligent operation and maintenance data transmission completion signal within 180s after outputting the sleep instruction, the TCMS outputs a pantograph lowering instruction through the DO to control the hard-wired pantograph lowering train line to be powered on; If the TCMS monitors that the vehicle pantograph is in place within 10s after sending the instruction, the TCMS sends a "sleep preparation completion" signal to the VOBC, and waits for the train to be powered off; If it is determined that the train has completed high-voltage power-off, the vehicle TCMS sends a sleep preparation completion instruction to the VOBC to control the unmanned train to be powered off at low voltage.

2. The method of claim 1, wherein, The sleep preparation completion instruction sent by the TCMS to the VOBC if it is determined that the train has completed high-voltage power-off, and the control of the unmanned train to be powered off at low voltage, comprises: If it is determined that the train has completed high-voltage power-off, the vehicle TCMS sends a sleep preparation completion instruction to the VOBC; After receiving the sleep preparation completion instruction, the VOBC sends a hard-wired sleep instruction to the unmanned train through the auxiliary driving device; If the VOBC receives the hard-wired sleep instruction within 30s after sending the sleep preparation completion instruction, the unmanned train detects the state of the maintenance button; If the maintenance button state is not pressed, the train is powered off through the train activation break relay, and the TCMS monitors the state of the train activation break relay; If the TCMS monitors that the state of the train activation break relay is valid within 3s, the unmanned train is controlled to be powered off after a 30s delay.

3. The method of claim 1, wherein, The method further comprises: The TCMS monitors the main break state auxiliary contact, and if the TCMS receives the main break state auxiliary contact indicating that the main break is not disconnected within 3s after sending the main break instruction, the TCMS requests the TCU to disconnect the main break; The TCU controls the main break to be disconnected; The TCMS monitors the main break state auxiliary contact, and if the TCMS receives the main break state auxiliary contact indicating that the main break is still not disconnected within 2s after requesting the TCU to disconnect the main break, the TCMS feeds back a vehicle main break disconnection fault to the control center through the VOBC.

4. The method of claim 1, wherein, Further comprising: Determine whether the high-voltage components allow the main break to be disconnected; If the high-voltage components allow the main break to be disconnected, determine whether the high-voltage vehicle remote input and output module is normal; If the high-voltage vehicle remote input and output module is normal, it is judged whether there is a main break closing instruction; If there is no main break closing instruction, it is judged whether the main break is open; If the main break is not open, it is judged whether the main break is removed; If the main break is not removed, it is judged whether there is a main break insulation fault; If there is no main break insulation fault, it is judged whether it is not in an emergency traction mode; if it is not in an emergency traction mode, the vehicle TCMS outputs a main break instruction through DO.

5. The method of claim 1, wherein, The method further comprises: TCMS monitors the lighting state, and if TCMS monitors that the lighting state is a normal lighting state that is not closed 5s after TCMS issues a lighting-off instruction, TCMS feeds back to the control center through VOBC that the vehicle lighting system fails to hibernate; If TCMS does not monitor that the pantograph is lowered to place within 10s after TCMS issues a pantograph-lowering instruction, TCMS feeds back to the control center through VOBC that the vehicle pantograph-lowering fault causes the train to fail to hibernate.

6. The method of claim 1, wherein, The method further comprises: It is judged whether the total air pressure is lower than 6bar; If the total air pressure is not lower than 6bar, it is judged whether there is a battery low-voltage fault; If there is no battery low-voltage fault, it is judged whether there is a fire alarm in the vehicle or under the vehicle; If there is no fire alarm in the vehicle or under the vehicle, it is judged whether the expert diagnosis system data is landed; If the expert diagnosis system data is landed, the vehicle TCMS outputs a pantograph-lowering instruction through DO.

7. The method of claim 1, wherein, The method further comprises: If TCMS does not receive the stop state feedback of ACU within 40s after TCMS sends a hibernation instruction, TCMS feeds back to the control center through VOBC that the vehicle air conditioner fails; If TCMS does not receive the intelligent operation and maintenance data transmission completion signal within 180s after TCMS outputs a hibernation instruction, TCMS feeds back to the control center through VOBC that the intelligent operation and maintenance system vehicle host hibernation fails.

8. The method of claim 2, wherein, Further comprising: After VOBC sends a hard-wire hibernation instruction to the unmanned train through the auxiliary driving device, TCMS monitors the hard-wire hibernation instruction state through the DI module of the remote input and output module; If the unmanned train does not receive the hard-wire hibernation instruction within 30s after VOBC sends a hibernation preparation completion instruction, TCMS sends a hibernation failure alarm and an alarm reason to the control center through VOBC.

9. The method of claim 1, wherein, The method further comprises: If the maintenance button state is pressed, the hibernation process of the unmanned train is stopped, and TCMS sends a hibernation failure alarm and an alarm reason to the control center through VOBC; If TCMS does not monitor that the state of the train activation break relay is valid within 3s, TCMS sends a hibernation failure alarm and an alarm reason to the control center through VOBC.

10. The method of claim 1, wherein, The method further comprises: If TCMS monitors that the state of the train activation break relay is valid within 3s, the unmanned train is automatically hibernated after a delay of 30s; If TCMS does not monitor that the state of the train activation break relay is valid within 3s, and the state of the hibernation button is not pressed by manual boarding, the unmanned train waits for manual boarding operation to process the hibernation button. If TCMS does not monitor the state of train activation breakers as train activation break effective and the state of hibernate button as being manually logged in within 3s, the unmanned train is delayed for 30s and then the whole train is powered off.

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