Activation control circuit for a cab

Abstract

The application relates to the field of low-voltage control circuits of rail transit trains, in particular to an activation control circuit of a train cab. In the activation control circuit of the train cab, an automatic control circuit (1) and a manual control circuit (2) are connected in parallel, and the activation control circuit is provided with an automatic total normally open relay group, an automatic function normally open relay and a manual total normally open relay. A virtual activation signal of a CBTC system can control the first contact pair (111) of the automatic total normally open relay group to be closed, so that the train is in an automatic driving mode. In the automatic driving mode, a manual possession key is not in a use state, and all manual operation switches are unusable. Therefore, the problem that the normal operation of the train is affected due to manual misoperation in the automatic driving state of the train can be avoided, and the reliability of automatic control of the train is improved.

Description

Technical Field

[0001] This application relates to the field of low-voltage control circuits for rail transit trains, and in particular to an activation control circuit for a train driver's cab. Background Technology

[0002] For driverless metro vehicles, in addition to the main fully automatic driverless mode, a driver-operated mode is also retained. The same set of actuators is used in both driverless and driver-operated modes; the difference lies in the control unit that sends signals to the actuators. In driverless mode, the CBTC (Communication Based Train Control System) signaling system sends commands to control the relays of relevant functions, thereby controlling the corresponding actuators. In driver-operated mode, the driver operates the driver's controller and panel buttons to control the corresponding relays.

[0003] If a driver operates a button in manned mode but forgets to return it to its original position when the train leaves operation, that button will continue to trigger commands that should not be triggered the next time the train enters driverless mode, which may pose a risk to the normal operation of the train.

[0004] Therefore, the proposed activation control circuit for the train driver's cab, which can meet both unmanned and manned driving modes, is of great significance for the normal operation of the train. Summary of the Invention

[0005] In view of this, this application proposes an activation control circuit for a train driver's cab to improve the reliability of train control.

[0006] The activation control circuit in the train driver's cab includes parallel automatic control lines and manual control lines. This activation control circuit is equipped with an automatic main normally open relay group, automatic function normally open relays, and a manual main normally open relay. The first contact pair of the automatic main normally open relay group is connected in series in the automatic control line and is configured to remain continuously closed in response to a virtual activation signal sent by the train's CBTC system. The second coil of the automatic function normally open relay is connected in series in the automatic control line and is configured to be energized in response to the closure of the first contact pair, thereby closing and self-holding the second contact pair of the automatic function normally open relay, ensuring that the automatic control source signals of the train's various functional devices are available. The third contact pair of the manual main normally open relay is connected in series in the manual control line. The closure of the third contact pair can only be triggered manually by possessing the key. Only when the third contact pair closes, activating the manual control line, are the manual operation switches of the train's various functional devices available.

[0007] In this way, the virtual activation signal of the CBTC system can control the closing of the first contact of the automatic main normally open relay group, which in turn causes the closing of the second contact of the automatic function normally open relay, thereby connecting the automatic control circuit and making the automatic control source signals of various functional devices of the train available. At this time, the train is in automatic driving mode (driverless mode). Simultaneously, in automatic driving mode, the manual key is not in use, the manual control circuit is disconnected, and all manual operation switches are unavailable. This avoids the problem of human error affecting normal train operation in automatic driving mode, improving the reliability of train automatic control.

[0008] In a preferred embodiment, the activation control circuit is further provided with a manually activated normally closed relay. The fourth coil of the manually activated normally closed relay is energized in response to the signal of the closing of the third contact pair. The fourth contact pair is connected in series in the automatic control circuit. When the manual control circuit is turned on, the fourth contact pair is turned off to disconnect the automatic control circuit.

[0009] In a preferred embodiment, the activation control circuit further includes a diode and a manual activation train line. The diode is connected in series with the fourth coil and is configured to allow current to flow only from the third contact to the fourth coil; one end of the manual activation train line is connected between the diode and the fourth coil of the activation control circuit of one locomotive, and the other end is connected to the activation control circuit of the other locomotive.

[0010] In a preferred embodiment, the activation control circuit further includes at least one train activation normally closed relay; wherein, the fifth contact pair of one train activation normally closed relay is connected in series in the automatic control circuit, and the fifth contact pair is connected in parallel with the second contact pair; in the automatic driving mode of the train, the train activation normally closed relay responds to the signal from the on-board wake-up module of the train signaling system, during which the fifth contact pair is opened, and after the train is fully activated, the fifth contact pair remains closed; when the train remains activated, the first contact pair of the automatic master normally open relay group can remain closed in response to the virtual activation signal sent by the train CBTC system, thereby enabling the automatic control circuit to conduct.

[0011] The activation control circuit is also equipped with a train activation normally closed relay. The fifth contact pair of the train activation normally closed relay is connected in series in the automatic control circuit, and the fifth contact pair is connected in parallel with the second contact pair. When the fifth contact pair is open, the train driver's cab is in an inactive state.

[0012] In a preferred embodiment, in the above-mentioned activation control circuit, the fifth contact pair of a train activation normally closed relay is also connected in series in the manual control circuit. The activation control circuit is also provided with a manual function normally open relay, the sixth coil of which is connected in series in the manual control circuit, and its sixth contact pair is connected in parallel with the fifth contact pair. In the manual driving mode of the train, the sixth coil can be energized in response to the closing of the third contact pair, thereby triggering the closing of its sixth contact pair and self-holding, so that the manual operation switches of the various functional devices of the train are in an available state. In the manual driving mode of the train, after the closing of the third contact pair enables the driver's cab to be manually occupied, the fifth contact pair of the train activation normally closed relay will automatically open as the driver's cab is manually occupied, so that the train remains in an active state.

[0013] In a preferred embodiment, the sixth contact pair of the normally open relay with artificial function is also connected in series with the second coil to form an auxiliary control circuit.

[0014] In a preferred embodiment, the activation control circuit further includes a manually operated normally closed relay, the seventh contact of which is connected in series in the manual control circuit.

[0015] In a preferred embodiment, the activation control circuit is further provided with an autonomous driving function relay, the eighth coil of which is connected in series with the second contact pair.

[0016] In a preferred embodiment, the activation control circuit further includes at least one functional device relay, the ninth contact pair of which is connected in series with the sixth contact pair, the ninth contact pair being triggered by a functional switch, and the ninth coil of the functional device relay being energized in response to the closing of the ninth contact pair, thereby putting the corresponding functional device into operation; and the ninth coil is also energized in response to a control signal sent by the train CBTC system.

[0017] In a preferred embodiment, the activation control circuit further includes a battery that supplies power to the automatic control circuit and the manual control circuit. Attached Figure Description

[0018] The preferred embodiments of this application will now be described in detail with reference to the accompanying drawings, so that those skilled in the art can more clearly understand the above and other features and advantages of this application, in which:

[0019] Figure 1 This is a schematic diagram of the main structure of the activation control circuit for the train driver's cab in this application.

[0020] Figure 2This is a detailed structural diagram of the activation control circuit for the train driver's cab according to this application.

[0021] Figure 3 This is a schematic diagram of the structure related to the unmanned driving function in the activation control circuit of the train driver's cab of this application.

[0022] Figure 4 This is a schematic diagram of the structure related to the functional device control section in the activation control circuit of the train driver's cab of this application.

[0023] The reference numerals in the attached figures are as follows:

[0024] 1-Automatic control circuit;

[0025] 111 - First contact pair;

[0026] 121 - Second coil; 122 - Second contact pair;

[0027] 131 - Fifth contact pair;

[0028] 141 - Eighth coil;

[0029] 15-CBTC signal source;

[0030] 2-Manual control circuit;

[0031] 211 - Third contact pair;

[0032] 221 - Fourth contact pair; 222 - Fourth coil;

[0033] 231 - Sixth coil; 232 - Sixth contact pair;

[0034] 241 - Seventh contact pair;

[0035] 25 - Diode; 26 - Manually activated train track;

[0036] 271 - Ninth contact pair; 272 - Ninth coil;

[0037] 3-Storage battery. Detailed Implementation

[0038] To make the objectives, technical solutions, and advantages of this application clearer, the following examples are provided to further illustrate this application in detail.

[0039] In the description of this application, it should be understood that the terms "center," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on this application. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0040] Furthermore, it should be noted that, in the description of this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0041] For driverless metro vehicles, in addition to the main fully automatic driverless mode, a driver-operated mode is also retained. The same set of actuators is used in both driverless and driver-operated modes; the difference lies in the control unit that sends signals to the actuators. In driverless mode, the CBTC (Communication Based Train Control System) signaling system sends commands to control the relays of relevant functions, thereby controlling the corresponding actuators. In driver-operated mode, the driver operates the driver's controller and panel buttons to control the corresponding relays.

[0042] This embodiment proposes a new activation control circuit for the train driver's cab to improve the reliability of train control in both unmanned and manned driving modes, which is of great significance to the normal operation of the train.

[0043] The auxiliary inverter on a rail train primarily converts DC 1500V power into 50Hz AC 380V and DC 110V power to supply various loads. In one low-voltage power supply mode, the auxiliary inverter first charges the battery, which then powers low-voltage onboard equipment such as air conditioning controllers, lighting, doors, and passenger information systems. Figure 1 and Figure 2 As shown, in this activation control circuit, the automatic control line 1 and the manual control line 2 can be powered by a storage battery 3.

[0044] like Figure 1 and Figure 2 As shown, the activation control circuit in the train driver's cab includes a parallel automatic control line 1 and a manual control line 2. This activation control circuit is equipped with an automatic main normally open relay group, automatic function normally open relays, and a manual main normally open relay. The first contact pair 111 of the automatic main normally open relay group is connected in series in the automatic control line 1 and is configured to remain continuously closed in response to a virtual activation signal sent by the train's CBTC system. The second coil 121 of the automatic function normally open relay is connected in series in the automatic control line 1 and is configured to be energized in response to the closure of the first contact pair 111, thereby closing the second contact pair 122 of the automatic function normally open relay, making the automatic control source signals of the train's various functional devices available. The third contact pair 211 of the manual main normally open relay is connected in series in the manual control line 2. The closure of the third contact pair 211 can only be triggered manually by possessing the key. Only when the third contact pair 211 closes, causing the manual control line 2 to conduct, are the manual operation switches of the train's various functional devices available.

[0045] For example, such as Figure 2 As shown, there can be two normally open automatic function relays, each used to control different functional units. There are four normally open automatic master relays, which are redundant. When the contacts of one normally open automatic master relay become stuck and malfunction, the others can still function normally. Furthermore, the train monitoring system monitors the four normally open automatic master relays. If the four normally open automatic master relays are not operating synchronously, a fault in some of them can be diagnosed. This improves the reliability of the activation control circuit, ensuring normal train operation. The virtual activation signal of the CBTC system controls the first contact of the normally open automatic master relay group to close, which in turn causes the second contact of the normally open automatic function relay to close (122), thus connecting the automatic control circuit 1. The automatic control source signals of all train functional devices are then available, and the train is in automatic driving mode (driverless mode). Simultaneously, in automatic driving mode, the manual key is not in use, the manual control circuit 2 is disconnected, and all manual operation switches are unavailable. This avoids the problem of human error affecting normal train operation in automatic driving mode, improving the reliability of automatic train control.

[0046] Continue to refer to Figure 2Preferably, the activation control circuit of this embodiment also includes a manually activated normally closed relay. The fourth coil 222 of this manually activated normally closed relay is energized in response to the closing signal of the third contact pair 211. For example, the fourth coil 222 and the third contact pair 211 are connected in series. The fourth contact pair 221 of this manually activated normally closed relay is connected in series in the automatic control circuit 1. The fourth contact pair 221 is disconnected when the manual control circuit 2 is on, thereby disconnecting the automatic control circuit 1. Thus, when the key is manually held and in use, causing the third contact pair 211 to close, the fourth contact pair 221 is disconnected. This prevents the automatic control circuit 1 of the driver's cab at the other end of the train from being activated simultaneously by the virtual activation signal of the CBTC system in manual driving mode. This avoids the normal operation of the train being affected by erroneous virtual signals from the CBTC system in manual driving mode.

[0047] Continue to refer to Figure 2 Preferably, the activation control circuit of this embodiment also includes a diode 25 and a manual activation train line 26. The diode 25 is connected in series with the fourth coil 222 and is configured to allow current to flow only from the third contact pair 211 to the fourth coil 222. One end of the manual activation train line 26 is connected between the diode 25 and the fourth coil 222 of the activation control circuit of one locomotive, and the other end is connected to the activation control circuit of the other locomotive.

[0048] For example, the train has two locomotives, and each of the two locomotives has a set of... Figure 2 The activation control circuit is shown. The main function of the manually activated normally closed relay is to disconnect the influence of the CBTC virtual signal on the automatic control circuit 1 in manual driving mode. By setting up diode 25 and manually activated train line 26, when the third contact pair 211 of one train head is closed due to manual key possession and the fourth coil 222 on one side of the train head is energized, the fourth contact pair 221 of the manually activated normally closed relay in the activation control circuit on the other train head side will also open, thereby isolating the influence of the CBTC virtual signal on the other train head side on the automatic control circuit 1.

[0049] Continue to refer to Figure 2Preferably, the activation control circuit also includes at least one train activation normally closed relay. The fifth contact pair 131 of one of these relays is connected in series in the automatic control circuit 1, and is connected in parallel with the second contact pair 122. In the train's automatic driving mode, the train activation normally closed relay responds to a signal from the onboard wake-up module of the train signaling system, during which the fifth contact pair 131 is disconnected to prevent the signaling system from being occupied by the driver's cab when the train is not fully activated. Once the train is fully activated, the signal from the onboard wake-up module of the train signaling system is automatically canceled, and the fifth contact pair 131 remains closed after the train is fully activated. When the train remains activated, the first contact pair 111 of the automatic main normally open relay group can remain closed in response to the virtual activation signal sent by the train's CBTC system, thereby enabling the automatic control circuit 1 to conduct.

[0050] Continue to refer to Figure 2 Preferably, the fifth contact pair 131 of the train activation normally closed relay is also connected in series in the manual control circuit 2. The activation control circuit is also equipped with a manual function normally open relay, the sixth coil 231 of which is connected in series in the manual control circuit 2, and the sixth contact pair 232 of which is connected in parallel with the fifth contact pair 131. In the train's manual driving mode, the sixth coil 231 is energized in response to the closing of the third contact pair 211, thereby triggering the closing of its sixth contact pair 232 and maintaining it, so that the manual operation switches of the train's various functional devices are in an available state. Furthermore, in the train's manual driving mode, after the third contact pair 211 closes, the driver's cab is manually occupied, and the fifth contact pair 131 of the train activation normally closed relay will automatically open upon triggering the driver's cab occupancy, keeping the train in an activated state. Thus, only when the train is in an activated state and the manual occupancy key is in use will the manual operation switches of the train's various functional devices be in an available state.

[0051] For example, there can be two normally open relays for manual functions, which can be used to control different functional units respectively; in the manual control circuit 2, there are also two normally closed relays for train activation, which are redundant. Furthermore, the sixth contact of one normally open relay for manual functions and the fifth contact of one normally closed relay for train activation are connected in parallel to each other 131.

[0052] Continue to refer to Figure 2 Preferably, the sixth contact pair 232 of the normally open relay with manual function is also connected in series with the second coil 121 to form an auxiliary control circuit. Figure 2The diagram shows two auxiliary control circuits. Thus, even after the sixth contact of the normally open relay for manual operation closes to circuit 232, the automatic operation switches of various train functional devices remain available. For example, in manual driving mode, some automatic control functions of the train can be implemented simultaneously. At the same time, the train's automatic control function and signal monitoring function can still operate normally. Furthermore, in the driver's manual activation state, the automatic control function and signal monitoring function are monitorable by the driver.

[0053] Continue to refer to Figure 2 Preferably, the activation control circuit further includes a manually operated normally closed relay, the seventh contact pair 241 of which is connected in series in the manual control circuit 2. For example, the seventh contact of the manually operated normally closed relay can be located at the front end of the third pair of contacts of the manual main normally open relay. In this way, when the driver's manually operated key breaks and becomes stuck in the keyhole, preventing the manual control circuit 2 from being de-energized, the manual control circuit 2 can be de-energized by activating the manually operated normally closed relay.

[0054] Reference Figure 3 Preferably, the activation control circuit also includes an autonomous driving function relay, the eighth coil 141 of which is connected in series with the second contact pair 122 of the normally open automatic function relay. This ensures that the autonomous driving function is enabled when the second contact pair 122 of the normally open automatic function relay is closed.

[0055] Reference Figure 4 Preferably, the activation control circuit further includes at least one functional device relay. The ninth contact pair 271 of the functional device relay is connected in series with the sixth contact pair 232 of the normally open manual function relay. The ninth contact pair 271 is configured to be triggered by a function switch, and the ninth coil 272 of the functional device relay is configured to be energized in response to the closing of the ninth contact pair 271, thereby putting the corresponding functional device into operation. Furthermore, the ninth coil 272 is also configured to be energized in response to a control signal sent by the train's CBTC system, such as... Figure 4 The ninth coil 272 is connected to the CBTC signal source 15.

[0056] In this way, whether triggered by a function switch or by a control signal sent by the train's CBTC system, the corresponding functional devices can be put into operation.

[0057] This application relates to the field of low-voltage control circuits for rail transit trains, and in particular to an activation control circuit for a train driver's cab. This activation control circuit includes a parallel automatic control line 1 and a manual control line 2, and is equipped with an automatic main normally open relay group, an automatic function normally open relay, and a manual main normally open relay. The virtual activation signal of the CBTC system can control the first contact of the automatic main normally open relay group to close (pair 111), thereby putting the train into automatic driving mode. In automatic driving mode, the manual key is not in use, and all manual operation switches are unavailable. This avoids the problem of human error affecting normal train operation in automatic driving mode, improving the reliability of automatic train control.

[0058] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of protection of this application. The nouns and pronouns referring to persons in this patent application are not limited to specific genders.

Claims

1. An activation control circuit for a train driver's cab, characterized in that, It includes an automatic control circuit (1) and a manual control circuit (2) connected in parallel, and the activation control circuit is equipped with: The automatic main normally open relay group has its first contact pair (111) connected in series in the automatic control circuit (1) and is configured to remain closed in response to a virtual activation signal sent by the train CBTC system; The automatic function normally open relay has its second coil (121) connected in series in the automatic control circuit (1), and the second coil (121) is configured to be energized in response to the closing of the first contact pair (111), thereby causing the second contact pair (122) of the automatic function normally open relay to close and self-hold closed, so that the automatic control source signals of the various functional devices of the train are in an available state. The manual main normally open relay has its third contact pair (211) connected in series in the manual control circuit (2). The closing of the third contact pair (211) can only be triggered by the manual possession of the key. Only when the closing of the third contact pair (211) makes the manual control circuit (2) open, the manual operation switches of the various functional devices of the train are in a usable state. When the normally closed relay is manually activated, its fourth coil (222) is energized in response to the signal of the closing of the third contact pair (211). Its fourth contact pair (221) is connected in series in the automatic control circuit (1). The fourth contact pair (221) is disconnected when the manual control circuit (2) is turned on, so as to disconnect the automatic control circuit (1).

2. The activation control circuit according to claim 1, characterized in that, The activation control circuit is further provided with: A diode (25) is connected in series with the fourth coil (222) and configured to allow current to flow only from the third contact pair (211) to the fourth coil (222). The train line (26) is manually activated, with one end connected between the diode (25) and the fourth coil (222) of the activation control circuit of one locomotive, and the other end connected to the activation control circuit of another locomotive.

3. The activation control circuit according to claim 1, characterized in that, The activation control circuit is further provided with: At least one train activates the normally closed relay; Among them, the fifth contact pair (131) of a train activation normally closed relay is also connected in series in the automatic control circuit (1), and the fifth contact pair (131) is connected in parallel with the second contact pair (122). In the automatic driving mode of the train, the train activation normally closed relay responds to the signal from the on-board wake-up module of the train signal system. During this period, the fifth contact pair (131) is disconnected. After the train is fully activated, the fifth contact pair (131) remains closed. When the train remains activated, the first contact pair (111) of the automatic main normally open relay group can respond to the virtual activation signal sent by the train CBTC system and remain closed, thereby enabling the automatic control circuit (1) to be turned on.

4. The activation control circuit according to claim 3, characterized in that, The fifth contact pair (131) of the train activation normally closed relay is also connected in series in the manual control circuit (2), and the activation control circuit is further provided with: The artificial function normally open relay has its sixth coil (231) connected in series in the artificial control circuit (2), and its sixth contact pair (232) is connected in parallel with the fifth contact pair (131); In the manual driving mode of the train, the sixth coil (231) can be energized in response to the closing of the third contact pair (211), thereby triggering the closing of its sixth contact pair (232) and self-holding, so that the manual operation switches of the various functional devices of the train are in an available state; and in the manual driving mode of the train, after the closing of the third contact pair (211) enables the driver's cab to be manually occupied, the fifth contact pair (131) of the normally closed relay activated by the train will automatically disconnect as the driver's cab is manually occupied, so that the train remains in an active state.

5. The activation control circuit according to claim 4, characterized in that, The sixth contact pair (232) of the normally open relay with artificial function is also connected in series with the second coil (121) to form an auxiliary control circuit.

6. The activation control circuit according to claim 5, characterized in that, The activation control circuit is further provided with: At least one functional device relay, wherein a ninth contact pair (271) is connected in series with the sixth contact pair (232), and the ninth contact pair (271) is configured to be triggered by a functional switch, and the ninth coil (272) of the functional device relay is configured to be energized in response to the closing of the ninth contact pair (271), thereby putting the corresponding functional device into an operating state; and, The ninth coil (272) is also configured to be energized in response to control signals sent by the train's CBTC system.

7. The activation control circuit according to claim 1, characterized in that, Also includes: The normally closed relay for manual control has its seventh contact pair (241) connected in series in the manual control circuit (2).

8. The activation control circuit according to claim 1, characterized in that, The activation control circuit is further provided with: The autonomous driving function relay has its eighth coil (141) connected in series with the second contact pair (122).

9. The activation control circuit according to claim 1, characterized in that, Also includes: A storage battery (3) supplies power to the automatic control circuit (1) and the manual control circuit (2).

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