Monorail train dormancy awakening circuit for reconnection operation

Abstract

The invention discloses a monorail train dormancy wake-up circuit for reconnection operation. The monorail train dormancy wake-up circuit comprises a dormancy control branch and a wake-up control branch which are arranged on each train; the dormancy control branches of all the trains are connected together through dormancy train lines, the wake-up control branches of all the trains are connected together through wake-up train lines, and the dormancy train lines and the wake-up train lines between adjacent trains are communicated through couplers; the dormancy control branch and the wake-up control branch are configured to be in manual on-site triggering and remote control triggering. The method has the advantages that the method is applied to synchronous sleep and wake-up control of the monorail train in reconnection operation, and manual and remote control is supported.

Description

Technical Field

[0001] The invention relates to the field of control circuits for monorail trains, and in particular to a sleep awakening circuit for monorail trains used in multiple-unit operation. Background Art

[0002] In the platform design of the straddle-type monorail train in the prior art, the coupling state between trains is only used for vehicle rescue conditions, and does not have the function of two-train coupling operation, and the train sleep and wake-up functions cannot be performed automatically or manually.

[0003] When the train returns to the depot after completing its operations for the day, all equipment on the train remains in normal energized state, or the driver can get on board and operate the standby function button on the train's DDU screen to manually put the train into standby mode, shutting down normal lighting, air conditioning, traction inverter and other equipment.

[0004] However, in this case, the energy consumption of the whole vehicle is still high, and the long-term power supply of the equipment will also shorten the service life of the on-board equipment. How to design the sleep and wake-up circuit of the multi-connected monorail train is very important for the operation control and energy-saving control of the monorail train. The existing technology cannot solve the sleep and wake-up control of the multi-connected monorail train. Summary of the invention

[0005] The purpose of the present invention is to overcome the shortcomings of the prior art and provide a sleep and wake-up circuit and method for a monorail train in multiple-unit operation, which can be applied to the synchronous sleep and wake-up control of the monorail train in multiple-unit operation and supports manual and remote control.

[0006] In order to achieve the above-mentioned purpose, the technical solution adopted by the present invention is: a sleep and wake-up circuit for a monorail train for multiple-unit operation, including a sleep control branch and a wake-up control branch arranged on each train; the sleep control branches of all trains are connected together through a sleep train line, and the wake-up control branches of all trains are connected together through a wake-up train line, and the sleep train lines and wake-up train lines between adjacent vehicles are connected through couplers; the sleep control branch and the wake-up control branch are configured for manual on-site triggering and remote control triggering.

[0007] The wake-up control branch in each train includes a driver controller wake-up knob WAK BT and a wake-up relay WAKR-T; the train power supply is connected to the driver controller wake-up knob via the train line power supply circuit breaker CB1 TL, and the driver controller wake-up knob is connected to the power ground via the wake-up relay;

[0008] The wake-up relay is a time-delay action relay;

[0009] The train line power supply circuit breaker CB1 TC is connected to the TSK contactor coil via the normally open contact K1 of the wake-up relay. The TSK contactor coil is used to control the power supply disconnection of the train.

[0010] The two ends of the controller wake-up knob are connected in parallel with normally open contacts K2 of the wake-up relay.

[0011] The sleep control branch includes a sleep relay SLPR and a controller sleep knob;

[0012] The train power supply is connected to the driver controller sleep knob via the train line power supply circuit breaker CB1 TC, and the driver controller sleep knob is connected to the power ground via the sleep relay coil;

[0013] The normally open contact K3 of the sleep relay SLPR is connected in parallel to both ends of the sleep knob of the controller to realize the hold function.

[0014] A normally closed contact K4 of the dormant relay is connected in series between the controller wake-up knob and the wake-up relay coil.

[0015] The sleep control branch is connected in series with a normally open contact K5 of a wake-up relay, a normally closed contact K6 of a driver controller activation relay, and a normally closed contact K7 of a driver controller interlock relay.

[0016] VATC dry nodes are set in parallel at both ends of the controller sleep knob and the controller wake-up knob. The VATC dry contacts are driven and controlled by the VATC system to realize the action of remotely controlling the sleep control branch or the wake-up control branch.

[0017] The power-on and power-off signals of the sleep control branch are transmitted to the TCMS system through hard-wired IO signals. When in sleep mode, the TCMS system switches to the sleep state based on the IO signal, and sends a shutdown command to each subsystem in the train system to control the shutdown of each subsystem.

[0018] A wake-up train line connection terminal is arranged between the driver controller wake-up knob and the wake-up relay, and the wake-up train line connection terminal of each car is connected through the wake-up train line; a sleep train line connection terminal is arranged between the driver controller sleep knob and the sleep relay, and the sleep train line connection terminals of each train are connected through the sleep train line.

[0019] The advantages of the present invention are that it is applied to the synchronous sleep and wake-up control of a monorail train in multiple-unit operation and supports manual and remote control. First, the sleep and wake-up functions of the train use the corresponding train line as the execution carrier, which has higher reliability than the network signal method; secondly, the design meets the function of sleep / wake-up command control at any driver controller or any main control VATC end when two trains are running in parallel, and is not limited to activation only at the activation end in the driver's cab, which improves the flexibility of train operation and control; thirdly, the action of all relays, circuit breakers, and switch buttons used in the circuit are monitored, and the corresponding alarm signal is triggered in case of abnormal action; fourthly, the wake-up relay with delayed action function can ensure that the TSK contactor is disconnected after all equipment on the train is completely turned off, avoiding the situation where the power is cut off when the load is still present; fifthly, after the train wakes up, the TCMS integrates the startup and self-test status of all subsystems, and feeds back to the VATC after summary processing, providing a basis for comprehensive status judgment before the train departs; sixthly, the whole vehicle sleep function is used to reduce the power loss of the train in the depot while meeting the train formation requirements, avoiding the problem of reduced life and reliability of subsystem equipment due to long-term energized operation. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] The following is a brief description of the contents expressed in each of the drawings in the specification of the present invention:

[0021] Figure 1 The circuit schematic diagram of train A in the multiple-unit train of the present invention;

[0022] Figure 2 It is a circuit principle diagram of train B in the multiple-unit train of the present invention. DETAILED DESCRIPTION

[0023] The specific implementation of the present invention will be further explained in detail below by describing the optimal embodiment with reference to the accompanying drawings.

[0024] The sleep and wake-up circuit scheme in this embodiment can be applied to straddle-type monorail trains that are operated in multiple units. A wake-up relay and a sleep relay are respectively provided in each train, and corresponding train wake-up knobs and train sleep knobs are provided on the driver controller, in conjunction with relevant circuit breakers, diodes, terminal blocks and other components. Taking a two-marshaling train as an example, a wake-up relay and a sleep relay are respectively provided in each of the two cars, and corresponding train wake-up knobs and train sleep knobs are provided on the driver controller, in conjunction with relevant circuit breakers, diodes, terminal blocks and other components. The TSK contactor is controlled to be on / off by directly outputting the sleep / wake-up command through the VATC or by the sleep / wake-up knob on any driver controller, so as to realize the sleep / wake-up function of the train in full automatic or manual mode. And in the case of train coupling, the relevant sleep and wake-up train lines pass through the electric hook head at the end of the train to complete the synchronous control of the two trains under the coupled operation condition, so as to avoid the influence of the vehicle function due to the change of marshaling.

[0025] The circuit structure of each train in the combined train is the same, so the circuit structure is explained by taking the combination of two trains as an example:

[0026] like Figure 1 , 2 As shown, a sleep and wake-up circuit of a monorail train for multiple-unit operation includes a sleep control branch and a wake-up control branch arranged on each train; the sleep control branches of all trains are connected together through a sleep train line, and the wake-up control branches of all trains are connected together through a wake-up train line, and the sleep train lines and wake-up train lines between adjacent vehicles are connected through couplers; the sleep control branch and the wake-up control branch are configured for manual on-site triggering and remote control triggering.

[0027] The wake-up control branch on each train is the same, and the sleep control branch on each train is also the same. Therefore, in order to reduce the convenience, this scheme introduces the wake-up and sleep branches of two trains:

[0028] The wake-up control branch includes the controller wake-up knob WAK BT and the wake-up relay WAKR-T; the sleep control branch includes the sleep relay SLPR and the controller sleep knob;

[0029] The train power supply is a 110VDC permanent power supply, which is connected to the driver controller wake-up knob through a train line power supply circuit breaker CB1 TL. The driver controller wake-up knob is connected to one end of the wake-up relay coil through the normally closed contact K4 of the sleep relay, and the other end of the wake-up relay WAKR-T coil is connected to the power ground (0V);

[0030] In this embodiment, the wake-up relay is a delayed action relay, and the delay time T is adjustable. In this solution, it is set to a 60s delay action.

[0031] A terminal block is arranged between the train line power supply circuit breaker CB1 TC and the driver controller wake-up knob, which is used to lead out multiple connection terminals. The terminals led out from the terminal block are connected to the TSK contactor coil through the normally open contact K1 of the wake-up relay. The TSK contactor coil controls the power supply of each subsystem of the train through the normally open or normally closed contact, and controls whether the power supply of each system is disconnected or not through the TSK contactor coil.

[0032] The normally open contacts K2 of the wake-up relay are connected in parallel at both ends of the wake-up knob of the driver controller to realize the holding function. The wake-up knob of the driver controller is a self-resetting knob, and the holding function is realized through the normally open contact K2.

[0033] The train power supply is connected to the terminal block TB08 through the train line power supply circuit breaker CB1 TC. The lead-out terminal in the terminal block is connected to the driver controller sleep knob through the normally open contact K5 of the wake-up relay. The driver controller sleep knob is connected to the normally closed contact of the driver controller activation relay KSR1 through the normally closed contact of the full-automatic mode relay. The normally closed contact of the driver controller activation relay KSR1 is connected to the line right of the sleep relay through the normally closed contact of the driver controller interlock relay. The other end of the line right of the sleep relay is grounded. The normally open contact K3 of the sleep relay is connected in parallel at both ends of the driver controller sleep knob and the normally closed contact of the full-automatic mode. The normally open contact K5 of the wake-up relay, the normally closed contact K6 of the driver controller activation relay, and the normally closed contact K7 of the driver controller interlock relay are connected in series on the sleep control branch to realize interlocking control.

[0034] A remote control module is connected in parallel at both ends of the normally open contact K3. The remote control module includes a VATC dry node and a normally open contact of a fully automatic mode relay. The VATC dry node and the normally open contact of the fully automatic mode relay are connected in series and then connected in parallel at both ends of the normally open contact K3 to achieve remote control. The normally open contact K3 of the sleep relay SLPR is connected in parallel at both ends of the sleep knob of the controller to achieve the hold function.

[0035] A VATC dry node is set in parallel at both ends of the controller sleep knob and the controller wake-up knob. The VATC dry contact is driven and controlled by the VATC system to realize the action of the remote control sleep control branch or the wake-up control branch. The VATC system sends a control signal to control the action of the VATC dry node to realize its closing or opening, thereby realizing remote control sleep or wake-up.

[0036] The power-on and power-off signals of the sleep control branch are transmitted to the TCMS system through hard-wired IO signals. When the TCMS system switches to the sleep state according to the IO signals, it sends a shutdown command to each subsystem in the train system to control the shutdown of each subsystem. You can select a terminal block to connect on the sleep circuit, and then lead a hard wire from it to the TCMS system. By reading the IO signal, you can determine whether the sleep circuit is powered to determine whether it is in the sleep action state.

[0037] A wake-up train line connection terminal is arranged between the driver controller's wake-up knob and the wake-up relay, and the wake-up train line connection terminal of each vehicle is connected through the wake-up train line; a sleep train line connection terminal is arranged between the driver controller's sleep knob and the sleep relay, and the sleep train line connection terminals of each train are connected through the sleep train line, thereby realizing the linkage of sleep or wake-up between different vehicles.

[0038] When awakening is required, there are two ways. The first is to open the awakening knob of the driver controller to the closed position, and the second is to control the closure of the VATC by sending a control signal to the VATC dry node. Either way can achieve the awakening relay, because the circuit breaker CB1 TL is normally closed, and the normally closed switch of the dormant relay is also closed at this time, so the line right of the awakening relay is activated, which causes the switch K1 to close. The closure of K1 causes the TSK contactor coil to be energized. After the TSK contactor coil is energized, the subsystems in the train system controlled by the TSK contactor coil are closed and energized, and the startup work begins. At the same time, since there is a terminal block between the driver controller awakening knob and the normally closed contact K4 in the awakening circuit of each train, and the terminal block is connected to the terminal block at the same position of other vehicles through the awakening train line and the coupler, when the awakening circuit of this vehicle is energized, the awakening coils of other vehicles will also be energized, so that all vehicles can be awakened synchronously. Control. At the same time, after the wake-up relay coil is energized, its normally open contact K2 is closed, which plays the role and purpose of holding. Therefore, the wake-up knob is a self-reset knob, and K2 is set here for holding.

[0039] In the wake-up state, K5 is closed. At the same time, in the train control room, the driving mode can be switched to manual mode and automatic mode. In manual mode, the fully automatic mode relay is not energized, and its normally closed contact is closed. At this time, the normally closed contact connected in series with the driver controller's sleep knob is closed, and only when the vehicle enters the depot and the user closes the vehicle with the key, the driver controller activation relay and the driver controller interlock relay will be de-energized, and their normally closed contacts will be closed. At this time, only the sleep knob in the entire sleep circuit is in a controllable open and closed state. When sleep is required, adjust the knob to a closed state. At this time, the sleep relay is energized and its normally closed contact K4 is disconnected. After K4 is disconnected, the wake-up relay is de-energized. After a delay of 60S, K1 is disconnected, and the TSK contactor coil loses power, which disconnects the power supply to each system of the train to complete the sleep control. At the same time, a hard-wire signal reading terminal is set in the sleep circuit, that is, a terminal block is set on the circuit between the sleep relay coil and the sleep knob. The terminal lead from the terminal block is connected to the TCMS system through a hard wire. The TCMS system determines whether sleep is needed at present according to the hard-wire signal. If the signal changes from a low level to a high level, it is judged that the sleep state is entered at this time. The TCMS system sends a shutdown command to each subsystem of the vehicle to shut down. Since the wake-up relay is delayed, the shutdown can be completed during the delay period. After the shutdown is completed, the wake-up relay delay is completed and the power supply is disconnected. When the vehicle mode is switched to full-automatic mode in the driver's control room, the normally closed contact of the full-automatic relay FAMR2 is disconnected. At this time, the sleep knob cannot operate the vehicle to sleep, and it can only be controlled by the VATC node.

[0040] The straddle-type monorail train with the ability of multiple-unit operation can flexibly arrange the vehicle formation according to the change of passenger capacity, and improve the operational efficiency of the train while meeting the passenger demand. Under the condition of two trains being coupled together, when the trains return to the depot after the operation of the day, the two trains in the coupled state can be automatically or manually switched from the normal working state to the dormant state, disconnecting all non-permanent loads of the trains, reducing the overall energy consumption of the train, and increasing the service life of various equipment on the train. In addition, the train can be automatically / manually awakened, and the two trains in the coupled state can be automatically awakened from the dormant state. All equipment of the train is activated in sequence according to actual needs, and the status of all equipment is detected at the same time. Therefore, a dormant awakening circuit design scheme that can be used for the straddle-type monorail train in multiple-unit operation is proposed.

[0041] First, the sleep and wake-up functions of the train use the corresponding train line as the execution carrier, which has higher reliability than the network signal method; secondly, the design meets the function of sleep / wake-up command control at any driver controller or any main control VATC end when two trains are running in parallel, and is not limited to activation only at the activation end in the driver's cab, which improves the flexibility of train operation and control; thirdly, the action of all relays, circuit breakers, and switch buttons used in the circuit are monitored, and the corresponding alarm signal is triggered in case of abnormal action; fourthly, the wake-up relay with delayed action function can ensure that the TSK contactor is disconnected after all equipment on the train is completely turned off, avoiding the situation where the power is cut off when the load is still present; fifthly, after the train wakes up, the TCMS integrates the startup and self-test status of all subsystems, and feeds back to the VATC after summary processing, providing a basis for comprehensive status judgment before the train departs; sixthly, the whole vehicle sleep function is used to reduce the power loss of the train in the depot while meeting the train formation requirements, avoiding the problem of reduced life and reliability of subsystem equipment due to long-term energized operation.

[0042] The present invention will be further described below by taking a two-marshaling train as an example in conjunction with the accompanying drawings and embodiments.

[0043] in:

[0044] CB1TL: Train line power supply circuit breaker; WAKR-T: Wake-up delay relay (T=60s);

[0045] SLPR: Sleep relay; WAK BT: Master controller wake-up knob; SLP BT: Master controller sleep knob;

[0046] FAMR2: Fully automatic mode relay; KSR1: Master controller activation relay; KSLR: Master controller interlock relay;

[0047] When the two trains are coupled, after the train ends operation and returns to the depot, the VATC or the driver can get on board and output the hardline sleep command through the sleep hard line or any driver sleep button in different operation modes, so that the train sleep relay is energized, the relevant relay contacts are disconnected, the TSK contactors of the whole train are disconnected, the normal power supply bus (110VDC) of the train is disconnected from the power supply of the train APU and the battery, and all non-essential loads of the whole train are powered off, and only the train wake-up circuit load is powered, so as to prepare for the next wake-up of the train. When the train is awakened according to the operation schedule or according to the OCC instruction or the driver wakes up the train by the train wake-up button, the control wake-up relay is energized, the relevant relay contacts are closed, the train TSK relay is energized, and then the normal power supply bus (110VDC) of the train subsystem equipment is energized, and each system equipment is normally energized, and the train is ready for departure. And the TCMS sends the power-on self-test results fed back by each subsystem to the VATC to judge the train status. When the train is in sleep mode, only the train wake-up circuit remains powered, and all other subsystem equipment in the train are non-essential loads and are powered off.

[0048] The schematic diagram of the train sleep wake-up circuit is shown below. The power supply of the sleep wake-up train line belongs to the train's 110VDC permanent power supply, which is permanently energized. When the two trains in the coupled state return to the depot normally and stop properly, no matter what operating mode the train is in at this time, after all the activation switches of the driver controllers are turned to the OFF position, the sleep train line can be activated by any driver controller of the two trains or any VATC host in the master control state. At this time, all the sleep relays in the whole train are energized, and the normally open and normally closed contacts of the corresponding sleep relays are activated, and the hard-line IO signal is input to the RIOM module of the TCMS. The TCMS sends the corresponding shutdown command to each subsystem, and each subsystem performs the equipment shutdown operation according to the shutdown command. The wake-up relay delays 60s after power failure. After each subsystem automatically shuts down within 60s, the TSK power supply is disconnected, the normally open contact inside the contactor is activated, the equipment power supply is disconnected, and the train sleep operation is completed. At this time, the sleep relay and the wake-up relay are both in the power-off state, all relay contacts are restored to their original positions, and the train is in the waiting state.

[0049] When the train is activated according to the operating schedule or needs to be manually activated, the train wake-up train line can be activated through the wake-up knob on any master VATC host or any driver controller. Whether the train is woken up automatically or manually, the premise is that the train battery must have sufficient power or the vehicle trackside high voltage has been connected. When the train wake-up relay is energized, the wake-up relay is energized, closing the corresponding relay contacts, energizing the TSK relay, energizing the train equipment power supply bus, and each subsystem equipment starts normally after being energized. TCMS monitors the startup status and self-test status of each subsystem equipment, verifies whether there is any equipment startup failure, and sends the self-test results to VATC for pre-departure status judgment.

[0050] Taking a two-train set as an example, the implementation method of train sleep and wake-up is described as follows:

[0051] 1. Train sleep:

[0052] The train line power supply circuit breaker CB1 TL of cars A and B always remains closed in any state. The sleep wake-up train line function is a necessary load of the train and is always powered. When the train ends its operation on the day and returns to the depot, taking the manual control train entering the sleep state as an example, the train is in the wake-up state, the wake-up train line is always powered, the wake-up delay relay is powered, and the 13 and 14 normally open contacts of the wake-up delay relay WAKR-T are in a closed state. The train is in full manual mode, and the train full automatic mode relay is not powered. After all the train controller key switches are in the OFF position, the controller activation relay KSR1 and the controller interlock relay KSLR are both in a de-energized state, and the corresponding normally closed contacts remain closed. At this time, turn the sleep knob on the controller to the sleep position. The sleep knob is a self-reset type, and the sleep train line is continuously powered through the normally open contacts 13 and 14 of the parallel sleep relay SLPR. After the sleep relay SLPR is energized, the sleep train line power signal is sent to the IO module of TCMS through the hard line. TCMS forwards the network signal "the train enters the sleep state" to each subsystem. After receiving this signal, each subsystem automatically shuts down its own equipment. After the sleep relay SLPR is energized, the normally closed contacts 21 and 22 are disconnected, and the wake-up delay relay WAKR-T is de-energized. This relay adopts the power-off delay mode, and the delay time is set to 60s. The relay makes the contact move 60s after the power is off. After the action, the normally open contacts 13, 14, 23, 24, 33, and 34 of the wake-up delay relay are disconnected, and the TSK contactor of each car is de-energized. The train completes the power-off of all subsystems and enters the sleep mode. At this time, the sleep relay SLPR is also de-energized at the same time, and the normally closed contact of the sleep relay, which is the front end of the wake-up relay coil power supply, is closed again. At this time, the circuit has the ability to wake up. A diode is set at the rear end of the driver controller interlock relay KSLR to realize the anti-reverse function of the circuit.

[0053] The fully automatic train sleep mode connects the VATC dry node in parallel with the sleep knob of the driver controller. When the VATC determines that the train meets the conditions for entering the sleep state, this node is closed. After all the driver controller keys are in the OFF position, the sleep train line can also be activated to execute the train sleep operation.

[0054] The dormant train line can be connected to the dormant train line of another coupled train through the electric hooks at both ends of the train, realizing the function of making the two trains enter the dormant mode at the same time by operating at either end.

[0055] 2. Train wake-up

[0056] When the train is in the dormant state, the VATC corresponding dry node and the train wake-up knob on the driver controller adopt a parallel structure to meet the needs of fully automatic and manual wake-up of the train. Taking the fully manual wake-up train as an example, turn the train wake-up knob to the "wake-up" position. This knob adopts a self-reset form, and the wake-up delay relay contacts 23 and 24 are connected in parallel to the contacts of the train wake-up knob to achieve continuous power supply to the wake-up train line after the knob is reset. The wake-up delay relay WAKR-T is connected to the train wake-up train line after the normally closed contact of the sleep relay SLPR is connected in series. The relay is energized, and the normally open contacts 33 and 34 are closed, the TSK contactor is energized, the corresponding contacts are closed, the train subsystem equipment power supply bus is energized, and the train completes the wake-up operation. At the same time, TCMS will collect the startup and self-test status of all subsystems after the train wakes up, and send them to VATC after summarizing them as the basis for judging the train departure status.

[0057] Obviously, the specific implementation of the present invention is not limited to the above-mentioned methods. As long as various non-substantial improvements are made using the method concept and technical solution of the present invention, they are all within the protection scope of the present invention.

Claims

1. A sleep wake-up circuit for a monorail train in multiple-unit operation, characterized in that: It includes a sleep control branch and a wake-up control branch set on each train; the sleep control branches of all trains are connected together through a sleep train line, and the wake-up control branches of all trains are connected together through a wake-up train line. The sleep train lines and wake-up train lines between adjacent vehicles are connected through couplers; the sleep control branch and wake-up control branch are configured for manual on-site triggering and remote control triggering.

2. A sleep awakening circuit for a monorail train for multiple-unit operation as claimed in claim 1, characterized in that: The wake-up control branch in each train includes a driver controller wake-up knob WAK BT and a wake-up relay WAKR-T; the train power supply is connected to the driver controller wake-up knob via the train line power supply circuit breaker CB1TL, and the driver controller wake-up knob is connected to the power ground via the wake-up relay; The wake-up relay is a time-delay action relay; The train line power supply circuit breaker CB1TC is connected to the TSK contactor coil via the normally open contact K1 of the wake-up relay. The TSK contactor coil is used to control the power supply disconnection of the train.

3. A sleep awakening circuit for a monorail train for multiple-unit operation as claimed in claim 2, characterized in that: The two ends of the controller wake-up knob are connected in parallel with normally open contacts K2 of the wake-up relay.

4. A sleep wake-up circuit for a monorail train for multiple-unit operation as claimed in any one of claims 1 to 3, characterized in that: The sleep control branch includes a sleep relay SLPR and a controller sleep knob; The train power supply is connected to the driver controller sleep knob via the train line power supply circuit breaker CB1 TC, and the driver controller sleep knob is connected to the power ground via the sleep relay coil; The normally open contact K3 of the sleep relay SLPR is connected in parallel to both ends of the sleep knob of the controller to realize the hold function.

5. A sleep wake-up circuit for a monorail train for multiple-unit operation as claimed in any one of claims 1 to 3, characterized in that: A normally closed contact K4 of the dormant relay is connected in series between the controller wake-up knob and the wake-up relay coil.

6. A sleep awakening circuit for a monorail train for multiple-unit operation as claimed in claim 4, characterized in that: The sleep control branch is connected in series with a normally open contact K5 of a wake-up relay, a normally closed contact K6 of a driver controller activation relay, and a normally closed contact K7 of a driver controller interlock relay.

7. A sleep awakening circuit for a monorail train for multiple-unit operation according to any one of claims 1 to 6, characterized in that: VATC dry nodes are set in parallel at both ends of the controller sleep knob and the controller wake-up knob. The VATC dry contacts are driven and controlled by the VATC system to realize the action of remotely controlling the sleep control branch or the wake-up control branch.

8. A sleep awakening circuit for a monorail train for multiple-unit operation according to any one of claims 1 to 6, characterized in that: The power-on and power-off signals of the sleep control branch are transmitted to the TCMS system through hard-wired IO signals. When in sleep mode, the TCMS system switches to the sleep state based on the IO signal, and sends a shutdown command to each subsystem in the train system to control the shutdown of each subsystem.

9. A sleep awakening circuit for a monorail train for multiple-unit operation according to any one of claims 1 to 6, characterized in that: A wake-up train line connection terminal is arranged between the driver controller wake-up knob and the wake-up relay, and the wake-up train line connection terminal of each car is connected through the wake-up train line; a sleep train line connection terminal is arranged between the driver controller sleep knob and the sleep relay, and the sleep train line connection terminals of each train are connected through the sleep train line.

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