Alarm control loop for railway vehicle and method thereof

Abstract

The application relates to a vigilance control loop for a railway vehicle, and the loop comprises an ATO mode relay which is used for controlling the power supply of a vigilance relay; the vigilance device is used for detecting whether the driver operates the vigilance device within the set time or not; the vehicle zero-speed relay is used for starting an alert test when the vehicle is in a zero-speed state; the vigilance test button is used for disconnecting the circuit connection between the vehicle zero-speed relay and the vigilance relay during the test so as to prevent emergency braking from being triggered by mistake during the test period; the vigilance relay is used for monitoring the working state of the vigilance relay and triggering a safety warning when the vigilance relay loses power; the vigilance bypass switch is used for being closed when the vigilance device breaks down, the vigilance relay is directly bypassed, and emergency braking is prevented from being triggered by mistake; according to the invention, through optimization design of the vigilance control loop, the safety of the system is improved, so that the possibility of rail vehicle accidents is reduced.

Description

Technical Field

[0001] This application relates to the technical field of rail transit control, and particularly to a vigilance control circuit and method for rail vehicles. Background Art

[0002] Currently, the emergency braking control circuit of rail vehicles relies on traditional relays and manual operation trigger mechanisms, and usually realizes emergency braking control by monitoring the operation status of the driver and the status of the time-delay relay. Although this control logic meets the basic safety requirements, in the face of complex and sudden failures, the flexibility and reliability of the system are insufficient. For example, in the working conditions of frequent starting and stopping, the prior art is difficult to effectively prevent the frequent failure of the relay, resulting in the impact on the stability of the system and the service life of the relay. In addition, the existing vigilance control circuit usually uses an intermediate relay for conversion control, and then realizes the vigilance function through a time-delay relay, which increases the complexity of the system and the fault points. At the same time, it also realizes the alarm function through an external buzzer, further increasing the complexity of the circuit and the fault risk, and fails to make full use of the existing components and circuit resources. However, when the rail vehicle needs to operate with high reliability and low failure rate in different driving modes, this control method relying on traditional methods may lead to a reduction in system efficiency and even affect the operation safety of the train. Therefore, there is an urgent need for a vigilance control circuit and method that can still achieve high reliability and low failure rate under complex and high-frequency start-stop working conditions to ensure the safe operation of the vehicle. Summary of the Invention

[0003] Aiming at the above-mentioned technical deficiencies, the main purpose of this application is to provide a vigilance control circuit and method for rail vehicles, aiming to solve the problems in the prior art that the use of intermediate relays increases the complexity of the system and the number of fault points, and the service life of the relay is shortened under frequent start-stop working conditions. This application optimizes the vigilance control circuit, cancels unnecessary intermediate relays, simplifies the circuit structure, and uses existing components to realize the alarm function, thereby improving the reliability of the system, reducing the failure rate, and ensuring the safe operation of rail vehicles in various driving modes.

[0004] To solve the above technical problems, this application adopts the following technical solutions: This application provides a vigilance control circuit and method for rail vehicles,

[0005] Preferably, the circuit includes:

[0006] ATO mode relay: It is provided with two normally open contacts, one of which is connected to the output end of the vigilance device through a wire, and the other is connected to one input end of the vigilance relay through a wire, for controlling the power supply of the vigilance relay;

[0007] Vigilance device: Configured as a normally open switch, its output terminal is connected to the input terminal of the vehicle zero-speed relay through a wire, and is used to detect whether the driver operates the vigilance device within a specified time;

[0008] Vehicle zero-speed relay: Its output terminal is connected in series with the vigilance test button through a wire to another input terminal of the vigilance relay, and is used to enable the vigilance test when the vehicle is in a zero-speed state;

[0009] Vigilance test button: Designed as a normally closed switch, its two ends are respectively connected to the vehicle zero-speed relay and the vigilance relay through wires, and is used to disconnect the circuit connection between the vehicle zero-speed relay and the vigilance relay during the test to prevent accidental triggering of emergency braking during the test;

[0010] Vigilance relay: One of its output terminals is directly connected to the emergency braking device through a wire, and the other output terminal is connected to the TCMS system through a wire, and is used to monitor the working state of the vigilance relay and trigger a safety warning when the vigilance relay loses power;

[0011] Vigilance bypass switch: Set between the vigilance relay and the emergency braking device, the normally open contact is disconnected in the default state and is connected through a wire, and is used to close when the vigilance device fails, directly bypassing the vigilance relay to prevent accidental triggering of emergency braking;

[0012] TCMS system: Connected to the vigilance relay through a wire, and is used to monitor the state of the relay in real time and activate a safety warning through the display screen and buzzer connected by wires when an abnormality is found, reminding the driver and maintenance personnel to perform necessary inspections or maintenance.

[0013] Preferably, the vigilance test button is configured as a soft-touch button, including a touch-sensitive layer, which is used to disconnect when touched and automatically resume the closed state after release.

[0014] Preferably, the vigilance bypass switch is an electronic switch, including manual and automatic operation modes. The automatic mode is controlled by the TCMS system and is used to detect frequent power loss of the vigilance relay and automatically bypass it.

[0015] Preferably, the TCMS system includes a fault diagnosis unit, which is used to analyze the working state of the vigilance relay and record the fault history for fault prediction and maintenance.

[0016] Preferably, a signal acquisition sensor is further included at the front end of the coil of the vigilance relay, which is used to transmit the working state information of the relay to the TCMS system. When the TCMS system detects that the vigilance relay loses power, it triggers an operation prompt on the driver's cab display screen and then activates the buzzer.

[0017] Preferably, the coil voltage of the vigilance relay is DC110V; the coil current is 500mA; the voltage detection range of the signal acquisition sensor is 0 - 100V; the current detection range is 0 - 1A; the response time of the sensor is 10ms; the equivalent resistance of the vigilance relay is 2000 ohms; the reset time of the vigilance test signal is 1 second; the volume of the buzzer is 85dB.

[0018] Preferably, the method includes the following steps:

[0019] Electrically connect the coil of the vigilance relay to the positive bus and negative bus of the vehicle, and real-time monitor the working state of the vigilance relay through the TCMS system;

[0020] When the vehicle is in the manual driving mode, continuously monitor the operation state of the vigilance device. When the vigilance device is not operated or in an abnormal state, disconnect the normally open contact of the vigilance relay and then trigger the emergency braking device;

[0021] When the vehicle is in the autonomous driving or driverless mode, the mode switching relay contact closes, thereby making the vigilance relay always powered, so as to shield the vigilance device and the vigilance test circuit;

[0022] When the vehicle is in the manual driving mode and the vigilance device fails, resulting in frequent false triggering of the vigilance relay, operate the vigilance bypass switch to the bypass position to make the normally open contact close, thereby bypassing the vigilance relay;

[0023] When the vehicle is in the zero-speed state and a vigilance test signal is detected, disconnect the coil circuit of the vigilance relay, thereby de-energizing the vigilance relay, triggering the emergency braking device to test the vigilance control circuit, and at the same time collect and store the test results.

[0024] Preferably, the vigilance test signal in the vigilance control circuit is a self-resetting switch signal, and the vigilance test signal includes a reset signal for restoring the initial state after the test.

[0025] The beneficial effect of this application is that: compared with the technical problems in the prior art, such as the increase in system complexity and the number of fault points due to the use of intermediate relays, and the shortening of the relay life under frequent start-stop conditions, this application optimizes the vigilance control circuit, cancels unnecessary intermediate relays, simplifies the circuit structure, and uses existing components to achieve the alarm function, thereby improving the reliability of the system, reducing the failure rate, and ensuring the safe operation of the rail vehicle in various driving modes. Description of the Drawings

[0026] To more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the accompanying drawings required for the description of the embodiments or the prior art. Obviously, the accompanying drawings in the following description are only some embodiments of the present application. For those of ordinary skill in the art, without creative efforts, other drawings can be obtained based on these drawings.

[0027] Figure 1 This is the vigilance control circuit diagram of the present application. Specific embodiments

[0028] The following will clearly and completely describe the technical solutions in the embodiments of the present application with reference to the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only some embodiments of the present application, rather than all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative efforts belong to the scope of protection of the present application.

[0029] Embodiment 1: The circuit includes:

[0030] ATO mode relay: It has two normally open contacts. One contact is connected to the output end of the vigilance device through a wire, and the other contact is connected to one input end of the vigilance relay through a wire, for controlling the power supply of the vigilance relay;

[0031] Vigilance device: Configured as a normally open switch, its output end is connected to the input end of the vehicle zero-speed relay through a wire, for detecting whether the driver operates the vigilance device within the specified time;

[0032] Vehicle zero-speed relay: Its output end is connected in series with the vigilance test button through a wire to the other input end of the vigilance relay, for enabling the vigilance test in the vehicle zero-speed state;

[0033] Vigilance test button: Designed as a normally closed switch, its two ends are respectively connected to the vehicle zero-speed relay and the vigilance relay through wires, for disconnecting the circuit connection between the vehicle zero-speed relay and the vigilance relay during the test, preventing accidental triggering of emergency braking during the test;

[0034] Vigilance relay: One of its output ends is directly connected to the emergency braking device through a wire, and the other output end is connected to the TCMS system through a wire, for monitoring the working state of the vigilance relay and triggering a safety warning when the vigilance relay loses power;

[0035] Vigilance bypass switch: Set between the vigilance relay and the emergency braking device, the normally open contact is disconnected in the default state and connected through a wire, for closing when the vigilance device fails, directly bypassing the vigilance relay to prevent accidental triggering of emergency braking;

[0036] TCMS system: Connected to the vigilance relay through a wire, it is used to monitor the status of the relay in real time and activate a safety warning through the display screen and buzzer connected by the wire when an abnormality is detected, reminding the driver and maintenance personnel to perform necessary inspections or maintenance.

[0037] It should be noted that the vigilance relay (DMTR in Figure 1 is a time-delay relay. When the condition at the front end of the DMTR causes it to lose power, it can delay for a certain time and then disconnect the DMTR contact at the front end of the EB circuit in Figure 1 to trigger the emergency braking. This ensures that when the driver fails to operate the vigilance device briefly due to special reasons such as a shaky hand, or the driver discovers that they have not operated in compliance and then operates the vigilance device again within this delay time, the emergency braking will not be directly triggered, thus affecting the train operation efficiency. It gives a certain tolerance time, which is more in line with the actual operation and use situation.

[0038] It can be understood that the ATO mode relay (ATOMR) has a normally open contact, which is responsible for controlling the activation state of the vigilance control circuit according to the driving mode. The vigilance device (DMS) includes a normally open contact, which is used to detect the driver's operation and send a signal when no activity is detected. The vehicle zero-speed relay (ZVR): Its normally open contact is connected in series with the normally closed contact of the vigilance test button (TDMPB), and the vigilance test is only enabled when the vehicle is stationary. The contacts of these three components are connected in parallel and then connected to the vigilance relay (DMTR), thus forming the condition trigger part of the vigilance control circuit. In addition, the status of the vigilance relay is collected and monitored through the vehicle's TCMS system to ensure the real-time feedback and safety monitoring of the system. At the same time, in order to trigger the emergency braking function, the normally open contacts of the vigilance bypass switch (DMPS), the normally open contact of the vigilance relay (DMTR), and the normally open contact of the ATO mode relay (ATOMR) are connected in parallel. Such a design ensures that in case of necessity, the emergency braking circuit can be directly activated through the bypass switch, thus providing safety protection when the vigilance system fails.

[0039] It should be understood that the above description clarifies the connection methods and functions of each component, ensuring that the vigilance control system can provide feedback on the driver's operation while also activating emergency response measures at critical moments. This design effectively improves the safety of rail vehicles and reduces accidents that may be caused by operational errors.

[0040] In the second embodiment, first, press Figure 1Conduct wiring: Electrically connect the coil (DMTR) of the vigilance relay to the positive bus (DC110V+) and negative bus (DC110V-) of the vehicle to provide stable power support. The status of the vigilance relay is monitored in real time through the TCMS system, which can collect the working signals of the relay to ensure that in the event of any abnormality during vehicle operation, the system can respond immediately and take corresponding control measures. Figure 1 The specific wiring structure is shown, where: ATOMR represents the ATO mode relay, which is used to switch between the manual driving mode and the automatic driving mode; DMS is the normally open contact of the vigilance device, which remains open when the driver does not operate; ZVR represents the vehicle zero-speed relay, which is connected in series with the vigilance test button (TDMPB) to detect whether the vehicle is in a stationary state; DMPS is the vigilance bypass switch, which allows bypassing the vigilance relay to manually control the emergency brake in case of system failure or emergency; EB is the emergency braking device, which is triggered by the DMTR relay; TCMS is the train control and management system, which is responsible for monitoring and managing the operating status of the entire vigilance control loop in real time. Through the above connections and monitoring, the vigilance control of the rail vehicle in different driving modes is realized, ensuring the safety of the vehicle in case of abnormalities.

[0041] The method includes: Electrically connecting the coil of the vigilance relay to the positive bus and negative bus of the vehicle, and monitoring the working status of the vigilance relay in real time through the TCMS system;

[0042] It should be noted that the connection of the coil of the vigilance relay to the positive and negative buses of the vehicle enables the relay to be continuously powered when the power supply system is normal, ensuring that the vigilance system is always in a monitoring state when the vehicle is in a safe state. At the same time, the TCMS system (train control and management system) monitors the working status of the vigilance relay in real time. When the vigilance relay loses power or other abnormal situations occur, the TCMS system will immediately trigger an alarm and display it on the display screen in the driver's cab.

[0043] It can be understood that through this design, the core role of the vigilance relay during vehicle operation is fully exerted. The TCMS system can obtain the status information of the vigilance relay in real time and take corresponding measures in a timely manner when abnormalities are detected to ensure the safe operation of the vehicle.

[0044] It should be understood that the selection of the connection method and the monitoring function of the TCMS system not only improve the reliability of the vigilance control loop, but also reduce the potential safety hazards caused by unexpected situations, further optimizing the overall operation safety of the vehicle.

[0045] When the vehicle is in the manual driving mode, continuously monitor the operating state of the vigilance device. When the vigilance device is not operated or in an abnormal state, disconnect the normally open contact of the vigilance relay and then trigger the emergency braking device;

[0046] It should be noted that in Figure 1 In the circuit shown, the normally open contact of the vigilance device (DMS) is in series with the normally open contact of the ATO mode relay (ATOMR). When the vehicle is in the manual driving mode, the ATOMR relay contact is disconnected, and the state of the vigilance device (DMS) directly affects the operation of the vigilance relay (DMTR). If the vigilance device is not operated (i.e., the DMS contact is not closed), the vigilance relay (DMTR) will lose power, and then its normally open contact will disconnect, triggering the emergency braking device (EB) to make the vehicle stop urgently.

[0047] It can be understood that this design realizes the real-time monitoring of the driver's operation state during manual driving by directly associating the state of DMS with the operation of DMTR. When the driver fails to operate the DMS in a timely manner due to inattention or other reasons, the system automatically determines it as an abnormal state, and then disconnects the normally open contact of DMTR to ensure that the vehicle can brake quickly in an emergency.

[0048] When the vehicle is in the automatic driving or driverless mode, ensure that the mode switching relay contact is closed, so that the vigilance relay is constantly powered, thereby shielding the vigilance device and the vigilance test circuit;

[0049] It should be noted that in Figure 1 In the circuit shown, when the vehicle switches to the automatic driving or driverless mode, the contact of the mode switching relay (ATOMR) is closed, directly providing continuous power supply to the vigilance relay (DMTR). Since the DMTR relay remains constantly powered in this mode, the states of the vigilance device (DMS) and the vigilance test circuit (ZVR and TDMPB) will be shielded, and the system no longer relies on manual operation to determine the triggering of emergency braking.

[0050] It can be understood that this design avoids the possibility of accidentally triggering the emergency braking by manual operation or the test circuit by ensuring that the DMTR relay is always powered on in the automatic driving mode. This not only improves the stability of the system but also reduces the risk of train suspension caused by accidental triggering, thereby optimizing the vehicle operation efficiency in the automatic driving mode.

[0051] It should be understood that in actual operation, this design can effectively ensure the continuous and stable operation of the vehicle in autonomous driving or unmanned driving mode. By shielding the warning device and test loop, the system can focus on safety and efficiency under automatic control while reducing unnecessary human intervention. Such a design takes into account the actual needs of autonomous driving scenarios and ensures that the vehicle can still operate smoothly and safely in complex environments.

[0052] In manual driving mode, when the warning device fails and causes the warning relay to be frequently triggered by mistake, operate the warning bypass switch to the bypass position to close the normally open contact, thereby bypassing the warning relay;

[0053] It can be understood that the alert relay (DMTR) is essentially a key component that controls the emergency brake (EB). Under normal operation, the state of the DMTR determines whether the EB is triggered. The alert bypass switch (DMPS) is designed as a normally open contact. In manual driving mode, if a failure of the DMS or DMTR causes an emergency brake that should not be triggered, the operator can activate the DMPS. When the DMPS is activated (bypass position), its normally open contacts are closed. This closure operation directly bypasses the alert relay (DMTR), so that even if the DMTR attempts to disconnect due to a fault (normally disconnection will trigger the EB), its effect is offset by the closed state of the bypass switch. Therefore, the emergency brake system (EB) will not be triggered by mistake, and the train can continue to operate normally, avoiding unnecessary stops due to faults.

[0054] It should be understood that, through the bypass operation of the DMPS, the system provides operators with a method of quickly responding to alert system failures, effectively preventing unnecessary emergency stops of trains due to system errors.

[0055] When the vehicle is at zero speed, when a caution test signal is detected, the caution relay coil circuit is disconnected and the caution relay is de-energized, thereby triggering the emergency brake device to test the caution control loop and collect and store the test results.

[0056] It should be understood that when the vehicle is in a zero speed state, the system uses the vehicle zero speed relay (ZVR) and the alert test button (TDMPB) to test the alert control loop. The specific process of this step can be:

[0057] (1) Vehicle zero speed state detection: In the circuit diagram, the contacts of the vehicle zero speed relay (ZVR) are closed when the vehicle is stationary. This closed state is a prerequisite for the start of the test, ensuring that the test is only performed when the vehicle is completely stopped to avoid emergency braking while the vehicle is moving, which may cause safety risks.

[0058] (2)Vigilance test button operation: The vigilance test button (TDMPB) is designed as a normally closed contact. During testing, the operator presses this button to open its contacts. Figure 1 The series relationship between TDMPB and ZVR is shown in Figure 1 . Both of them must be in a specific state (ZVR closed, TDMPB open) simultaneously to enter the next test phase.

[0059] (3)Disconnect the vigilance relay circuit: When the above two conditions are met, the coil circuit of the vigilance relay (DMTR) will be disconnected. Since the vigilance relay loses power supply at this time, its normally open contacts open, triggering the emergency braking device (EB) connected to these contacts.

[0060] (4)Trigger emergency braking and record data: The emergency braking device (EB) is activated to simulate an actual emergency stop process. Meanwhile, the TCMS system monitors and records the entire test process, including data such as the state change of the vigilance relay and the response time of the emergency braking.

[0061] Obviously, those skilled in the art can make various changes and modifications to this application without departing from the spirit and scope of this application. Thus, if these modifications and variations of this application fall within the scope of the claims of this application and their equivalent technologies, this application is also intended to include these changes and modifications.

Claims

1. A vigilance control circuit for a rail vehicle, characterized in that: The circuit comprises: ATO mode relay: It is equipped with two normally open contacts, one of which is connected to the output terminal of the alarm device through a wire, and the other is connected to an input terminal of the alarm relay through a wire, which is used to control the power supply of the alarm relay; Warning device: It is configured as a normally open switch, and its output end is connected to the input end of the vehicle zero-speed relay through a wire to detect whether the driver operates the warning device within the specified time; Vehicle zero speed relay: its output terminal is connected in series to another input terminal of the alert relay through a wire and a alert test button, so as to enable alert test when the vehicle is in zero speed state; Warning test button: designed as a normally closed switch, with its two ends connected to the vehicle zero-speed relay and the warning relay through wires, used to disconnect the circuit connection between the vehicle zero-speed relay and the warning relay during the test to prevent the emergency brake from being triggered accidentally during the test; Alert relay: One of its output ends is directly connected to the emergency brake device through a wire, and the other output end is connected to the TCMS system through a wire to monitor the working status of the alert relay and trigger a safety warning when the alert relay loses power; Warning bypass switch: It is set between the warning relay and the emergency brake device. The normally open contact is disconnected in the default state. It is closed when the warning device fails, and directly bypasses the warning relay to prevent the emergency brake from being triggered by mistake. TCMS system: connected to the alert relay through wires, used to monitor the status of the relay in real time and activate safety warnings through the display screen and buzzer connected by wires when abnormalities are found, reminding drivers and maintenance personnel to perform necessary inspections or maintenance.

2. The vigilance control circuit for a rail vehicle according to claim 1, characterized in that: The alert test button is configured as a soft touch button, including a touch sensitive layer for opening when touched and automatically returning to a closed state after release.

3. The vigilance control circuit for a rail vehicle according to claim 1, characterized in that: The alert bypass switch is an electronic switch including manual and automatic operation modes. The automatic mode is controlled by the TCMS system and is used to detect frequent power failures of the alert relay and automatically bypass it.

4. The vigilance control circuit for a rail vehicle according to claim 1, characterized in that: The TCMS system includes a fault diagnosis unit for analyzing the working status of the alert relay and recording the fault history for fault prediction and maintenance.

5. The vigilance control circuit for a rail vehicle according to claim 1, characterized in that: The front end of the coil of the warning relay also includes a signal acquisition sensor for collecting the working status information of the relay and transmitting it to the TCMS system. When the TCMS system detects that the warning relay loses power, it triggers the operation prompt on the display screen in the driver's cab and activates the buzzer.

6. A vigilance control method for a rail vehicle, characterized in that: The method comprises the following steps: The coil of the alert relay is electrically connected to the positive bus and the negative bus of the vehicle, and the working state of the alert relay is monitored in real time through the TCMS system; When the vehicle is in a manual driving mode, the operating state of the alert device is continuously monitored, and when the alert device is not operated or is in an abnormal state, the emergency brake device is triggered after disconnecting the normally open contact of the alert relay; When the vehicle is in the automatic driving or unmanned driving mode, the mode switching relay contacts are closed so that the alert relay is always energized, thereby shielding the alert device and the alert test circuit; In manual driving mode, when the warning device fails and causes the warning relay to be frequently triggered by mistake, operate the warning bypass switch to the bypass position to close the normally open contact, thereby bypassing the warning relay; When the vehicle is in a zero-speed state, when a warning test signal is detected, the warning relay coil circuit is disconnected, thereby de-energizing the warning relay, triggering the emergency brake device and collecting and storing the test results.

7. The vigilance control method for a rail vehicle according to claim 6, characterized in that: The alert test signal in the alert control loop is a self-resetting switch signal, and the alert test signal includes a reset signal for restoring the initial state after the test is completed.

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