Skytrain car stabilizer control device and platform equipment control device

Abstract

The application relates to a sky train car stabilizer control device and a platform equipment control device. The device comprises the following: the normally closed contact of a first intermediate relay, the coil of a local mode contactor connected in series and then connected to a switch knob, a lifting button, the normally closed contact of a forward rotation AC contactor and the coil of a reverse rotation AC contactor connected in series and then connected to a switch knob, a falling button, the normally closed contact of a reverse rotation AC contactor and the coil of a forward rotation AC contactor connected in series and then connected to a switch knob, the coil of the first intermediate relay connected to the switch knob, and the normally open contact of the first intermediate relay connected to an OC control system; a phase failure protector connected to a 380V power supply, the normally open contact of the local mode contactor connected to the phase failure protector, and the normally open contact of the reverse rotation AC contactor and the normally open contact of the forward rotation AC contactor connected between the normally open contact of the local mode contactor and an electric switch machine. The train entering and leaving a station and operation efficiency are improved.

Description

Technical Field

[0001] This application relates to the field of rail transit control technology, and in particular to a control device for an air-rail stabilizer and a control device for platform equipment. Background Technology

[0002] Suspended monorails, also known as "sky rails," have bogies inside the track beams, with the carriages suspended below the bogies. When the train is running or stopping at a station, the carriages will sway to some extent, which will affect the comfort of passengers getting on and off the train and interfere with the platform steps used for passengers to get on and off the train.

[0003] The vehicle stabilizer is an important safety device in the monorail system. Its function is to keep the vehicle stable when entering the station. The device includes a drive motor. When the motor rotates, the drive linkage drives the docking rod at the end to rotate. When the docking rod rotates 90°, the stabilizing rollers at both ends of the docking rod just lock into the docking groove at the bottom of the vehicle. At this time, the vehicle cannot swing, thus facilitating passengers to get on and off.

[0004] It has been learned that the existing air rail project uses a motor-driven stabilizer with a relay feedback signal. The stabilizer is controlled by ordinary electrical components and circuits, which does not meet the SIL2 / 4 safety level requirements of the signaling system.

[0005] In view of this, considering the need for cost and project promotion, after comparing various options and taking into account factors such as feasibility, reliability and economy, a certified switch machine was selected to replace the existing motor of the empty rail stabilizer, and the transmission mechanism was modified accordingly.

[0006] The train stabilizer of a certain test line air rail project uses the ZDJ9 switch machine, which can lock the movable parts through the linkage mechanism to make the suspended train stop steadily after arriving at the station, and realize the position status detection through the monitoring rod.

[0007] Its main features are: 1) The motor is an AC380V 50HZ motor; 2) A reliable locking mechanism is installed inside the machine; 3) The transmission mechanism adopts ball screw drive, which has high transmission efficiency; 4) The overload protection device adopts a friction connector with a friction plate sealing structure.

[0008] The signaling system of a certain air-rail test line adopts the most advanced "vehicle-to-vehicle communication" signaling system. Based on the existing CBTC system, it greatly reduces trackside equipment and subsystem interfaces, streamlining the complex system. While meeting functional requirements, a simpler system is more stable and thus has a lower cost.

[0009] The trackside system uses a fully electronic interlocking system (OC). The main feature of this system is the elimination of existing relay interface circuits, using turnouts and track stabilizers as the execution units of the OC. However, currently, a single failure in the fully electronic interlocking (OC) system can cause the track stabilizer to completely lose control, affecting train entry and exit from stations and operational efficiency. Summary of the Invention

[0010] Therefore, it is necessary to provide an air-rail stabilizer control device and a platform equipment control device that can improve the efficiency of trains entering and leaving stations and operating.

[0011] A control device for a stabilizer on an empty train, the device comprising a local control circuit for the stabilizer, the local control circuit for the stabilizer comprising: a switching knob and n stabilizer control circuits; The power input terminal of the switching knob is connected to the live wire of a 220V power supply. The first output terminal of the switching knob is connected to the first power input terminal of n vehicle stabilizer control circuits. The second output terminal of the switching knob is connected to the first power input terminal of the OC control system. Each of the aforementioned vehicle stabilizer control circuits includes a first intermediate relay, a local mode contactor, a reverse AC contactor, a forward AC contactor, a phase loss protector, a lift button, and a drop button; The normally closed contact input terminal of the first intermediate relay is connected to the first output terminal of the switching knob. The normally closed contact output terminal of the first intermediate relay is connected to the coil input terminal of the local mode contactor. The coil output terminal of the local mode contactor is connected to the neutral wire of the 220V power supply. One end of the release button is connected to the first output terminal of the switching knob. The other end of the release button is connected to the normally closed contact input terminal of the forward AC contactor. The normally closed contact output terminal of the forward AC contactor is connected to the coil input terminal of the reverse AC contactor. The coil output terminal of the reverse AC contactor is connected to the neutral wire of the 220V power supply. One end of the drop button is connected to the first output terminal of the switching knob. At the output end, the other end of the drop button is connected to the normally closed contact input end of the reverse AC contactor, the normally closed contact output end of the reverse AC contactor is connected to the coil input end of the forward AC contactor, the coil output end of the forward AC contactor is connected to the neutral wire of the 220V power supply, the coil input end of the first intermediate relay is connected to the second output end of the switching knob, the coil output end of the first intermediate relay is connected to the neutral wire of the 220V power supply, the normally open contact input end of the first intermediate relay is connected to the first power input end of the OC control system, and the normally open contact output end of the first intermediate relay is connected to the coil input end of the OC mode contactor of the OC control system. The input terminal of the phase loss protector is connected to a 380V power supply. When the phase loss protector detects a fault, it disconnects the 380V input power supply, the local mode contactor loses power, the main contacts of the phase loss protector open, and the power supply to the electric switch machine is cut off. The normally open contact input terminal of the local mode contactor is connected to the output terminal of the phase loss protector, and the normally open contact output terminal of the local mode contactor is connected to the normally open contact input terminal of the reverse AC contactor and the forward AC contactor. The normally open contact output terminal of the reverse AC contactor is connected to the A-phase cable X1, the first B-phase cable X4, and the first C-phase cable X3 of the electric switch machine, and the normally open contact output terminal of the forward AC contactor is connected to the A-phase cable X1, the second B-phase cable X2, and the second C-phase cable X5 of the electric switch machine.

[0012] In one embodiment, the local control circuit of the vehicle stabilizer further includes an emergency stop button; One end of the emergency stop button is connected to the live wire of a 220V power supply, and the other end of the emergency stop button is connected to the power input terminal of the switching knob.

[0013] In one embodiment, the vehicle stabilizer control circuit further includes: a programmable logic controller, a first action judgment contactor, and a second action judgment contactor; The coil of the first action judgment contactor is connected in series between the A-phase cable X1 and the first C-phase cable X3 of the electric switch machine, and the coil of the second action judgment contactor is connected in series between the A-phase cable X1 and the second C-phase cable X5 of the electric switch machine. The normally open contacts of the first action judgment contactor and the second action judgment contactor are respectively connected to the first input terminal and the second input terminal of the programmable logic controller.

[0014] In one embodiment, the stabilizer control circuit further includes a drop position indicator and a lift position indicator; The drop position indicator and the lift position indicator are respectively connected to the first output terminal and the second output terminal of the programmable logic controller.

[0015] In one embodiment, the stabilizer control circuit further includes a stabilizer bypass relay and a bypass knob; The power input terminal of the vehicle stabilizer bypass relay is connected to the power output terminal of the fully electronic interlocking system, the normally open contact of the vehicle stabilizer bypass relay is connected to the signal acquisition terminal of the fully electronic interlocking system, and the bypass knob is connected to the coil circuit of the vehicle stabilizer bypass relay.

[0016] In one embodiment, the device further includes a control panel on which a switching knob, a lift button, a lower button, an emergency stop button, a lower position indicator light, a lift position indicator light, and a bypass knob from the local control circuit of the stabilizer are disposed.

[0017] A platform equipment control device, the device comprising a housing, an emergency communication module, a platform door local control module, a signal button module, and an empty train stabilizer control device as described in any one of claims 1-6; The emergency communication module, platform door local control module, signal button module, and empty train stabilizer control device are arranged in the enclosure. Each of the emergency communication module, platform door local control module, signal button module, and empty train stabilizer control device has an independent control panel and enclosure door.

[0018] In one embodiment, the control panel of the emergency call module includes an intercom trigger button, a camera, a microphone, a speaker, and a busy intercom indicator. The intercom trigger button, the camera, the microphone, the speaker, and the busy intercom indicator are connected to the circuitry of the emergency call module.

[0019] In one embodiment, the control panel of the platform door local control module is equipped with an open indicator light, a close indicator light, an ASD / EED off indicator light, an interlock release indicator light, a local operation knob, and an interlock release switch. The open indicator light, the close indicator light, the ASD / EED off indicator light, the interlock release indicator light, the local operation knob, and the interlock release switch are connected to the circuit of the platform door local control module.

[0020] In one embodiment, the control panel of the signal button module is provided with an automatic turnaround button, an SPKS switch, a platform door opening button, a platform door closing button, an emergency stop release button, an alarm cut-off button, a departure authorization button, a test light button, an emergency stop button, and a call button. The automatic turnaround button, the SPKS switch, the platform door opening button, the platform door closing button, the emergency stop release button, the alarm cut-off button, the departure authorization button, the test light button, the emergency stop button, and the call button are connected to the circuit of the signal button module.

[0021] The aforementioned air-rail stabilizer control device and platform equipment control device are connected via a switching knob and n stabilizer control circuits. Each stabilizer control circuit includes a first intermediate relay, a local mode contactor, a reverse AC contactor, a forward AC contactor, a phase loss protector, a lift button, and a drop button. The normally closed contact of the first intermediate relay and the coil of the local mode contactor are connected in series to the first output terminal of the switching knob. The normally closed contact of the lift button, the coil of the forward AC contactor, and the coil of the reverse AC contactor are connected in series to the first output terminal of the switching knob. The normally closed contact of the drop button, the coil of the reverse AC contactor, and the coil of the forward AC contactor are connected in series to the first output terminal of the switching knob. The coil of the first intermediate relay is connected to the second output terminal of the switching knob. The normally open contact of the first intermediate relay is connected to the OC control system. The input terminal of the phase loss protector is connected to a 380V power supply. The normally open contact of the local mode contactor is connected to the output terminal of the phase loss protector. The normally open contacts of the reverse AC contactor and the forward AC contactor are connected between the normally open contact of the local mode contactor and the electric switch machine. Therefore, by connecting the reverse circuit in parallel with the fully electronic interlocking execution unit to the main circuit of the stabilizer, the problem of the stabilizer completely losing control when a single fault occurs in the fully electronic interlocking (OC) system, affecting the efficiency of train entry and exit from the station and operation, is solved, thus improving the efficiency of train entry and exit from the station and operation. It also solves the disadvantages of high cost, complex design, and difficult construction and debugging caused by completely replicating the traditional relay circuit. Attached Figure Description

[0022] Figure 1 This is a circuit diagram of the high-voltage circuit and the main circuit of the motor in one embodiment of the local control circuit of the vehicle stabilizer; Figure 2 This is a circuit diagram of the PLC low-voltage circuit of the local control circuit of the vehicle stabilizer in one embodiment. Figure 3 A schematic diagram of the control panel of the overhead rail stabilizer control device in one embodiment; Figure 4 This is a schematic diagram of the control panel for the emergency communication module of the platform equipment control device in one embodiment; Figure 5 This is a schematic diagram of the control panel of the platform door local control module of the platform equipment control device in one embodiment; Figure 6 This is a schematic diagram of the control panel of the signal button module of the platform equipment control device in one embodiment. Detailed Implementation

[0023] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0024] In one embodiment, such as Figure 1 As shown, a control device for a stabilizer on an empty train is provided, including a local control circuit for the stabilizer, which includes a switching knob and n stabilizer control circuits. The power input terminal of the switching knob is connected to a 220V power supply, the first output terminal of the switching knob is connected to the first power input terminal of n vehicle stabilizer control circuits, and the second output terminal of the switching knob is connected to the first power input terminal of the OC control system.

[0025] The number of stabilizer control circuits is the same as the number of electric switch machines, with one stabilizer control circuit controlling one electric switch machine.

[0026] Each of the aforementioned vehicle stabilizer control circuits includes a first intermediate relay R1, a local mode contactor KM, a reverse AC contactor KM1, a forward AC contactor KM2, a phase loss protector, a lift button, and a lower button; The normally closed contact input terminal of the first intermediate relay R1 is connected to the first output terminal of the switching knob. The normally closed contact output terminal of the first intermediate relay R1 is connected to the coil input terminal of the local mode contactor KM. The coil output terminal of the local mode contactor KM is connected to the neutral wire of the 220V power supply. One end of the release button is connected to the first output terminal of the switching knob. The other end of the release button is connected to the normally closed contact input terminal of the forward AC contactor KM2. The normally closed contact output terminal of the forward AC contactor KM2 is connected to the coil input terminal of the reverse AC contactor KM1. The coil output terminal of the reverse AC contactor KM1 is connected to the neutral wire of the 220V power supply. One end of the drop button is connected to the first output terminal of the switching knob. One end of the drop button is connected to the normally closed contact input terminal of the reverse AC contactor KM1, the normally closed contact output terminal of the reverse AC contactor KM1 is connected to the coil input terminal of the forward AC contactor KM2, the coil output terminal of the forward AC contactor KM2 is connected to the neutral wire of the 220V power supply, the coil input terminal of the first intermediate relay R1 is connected to the second output terminal of the switching knob, the coil output terminal of the first intermediate relay R1 is connected to the neutral wire of the 220V power supply, the normally open contact input terminal of the first intermediate relay R1 is connected to the first power input terminal of the OC control system, and the normally open contact output terminal of the first intermediate relay R1 is connected to the coil input terminal of the OC mode contactor KMOC of the OC control system. The input terminal of the phase loss protector is connected to a 380V power supply. When the phase loss protector detects a fault, it disconnects the 380V input power supply, the local mode contactor KM loses power, the main contacts of the phase loss protector open, and the power supply to the electric switch machine is cut off. The normally open contact input terminal of the local mode contactor KM is connected to the output terminal of the phase loss protector, and the normally open contact output terminal of the local mode contactor KM is connected to the normally open contact input terminals of the reverse AC contactor KM1 and the forward AC contactor KM2. The normally open contact output terminal of the reversing AC contactor KM1 is connected to the A-phase cable X1, the first B-phase cable X4, and the first C-phase cable X3 of the electric switch machine. The normally open contact output terminal of the forward AC contactor KM2 is connected to the A-phase cable X1, the second B-phase cable X2, and the second C-phase cable X5 of the electric switch machine.

[0027] The coil output of the OC mode contactor KMOC is connected to the neutral wire of the 220V power supply, and the normally open contact of the OC mode contactor KMOC is connected to the electric switch machine. When the signal control position is reached, the electric switch machine is controlled to lift and lower.

[0028] The aforementioned air-rail stabilizer control device and platform equipment control device are connected via a switching knob and n stabilizer control circuits. Each stabilizer control circuit includes a first intermediate relay, a local mode contactor, a reverse AC contactor, a forward AC contactor, a phase loss protector, a lift button, and a lower button. The normally closed contact of the first intermediate relay and the coil of the local mode contactor are connected in series to the first output terminal of the switching knob. The normally closed contact of the lift button, the coil of the forward AC contactor, and the coil of the reverse AC contactor are connected in series to the first output terminal of the switching knob. The normally closed contact of the lower button, the coil of the reverse AC contactor, and the coil of the forward AC contactor are connected in series to the first output terminal of the switching knob. The coil of the first intermediate relay is connected to the second output terminal of the switching knob. The normally open contact of the first intermediate relay is connected to the OC control system. The input terminal of the phase loss protector is connected to a 380V power supply. The normally open contact of the local mode contactor is connected to the output terminal of the phase loss protector. The normally open contacts of the reverse AC contactor and the forward AC contactor are connected between the normally open contact of the local mode contactor and the electric switch machine. Therefore, by connecting the reverse circuit in parallel with the fully electronic interlocking execution unit to the main circuit of the stabilizer, the problem of the stabilizer completely losing control when a single fault occurs in the fully electronic interlocking (OC) system, affecting the efficiency of train entry and exit from the station and operation, is solved, thus improving the efficiency of train entry and exit from the station and operation. It also solves the disadvantages of high cost, complex design, and difficult construction and debugging caused by completely replicating the traditional relay circuit.

[0029] like Figure 1 As shown, in one embodiment, the local control circuit of the vehicle stabilizer further includes: one end of the emergency stop button is connected to the live wire of a 220V power supply, and the other end of the emergency stop button is connected to the power input terminal of the switching knob.

[0030] In one embodiment, the stabilizer control circuit further includes: a programmable logic controller S7-200, a first action judgment contactor KM3, and a second action judgment contactor KM4; the coil of the first action judgment contactor KM3 is connected in series between the A-phase cable X1 and the first C-phase cable X3 of the electric switch machine, and the coil of the second action judgment contactor KM4 is connected in series between the A-phase cable X1 and the second C-phase cable X5 of the electric switch machine; the normally open contacts of the first action judgment contactor KM3 and the second action judgment contactor KM4 are respectively connected to the first input terminal I0.0 and the second input terminal I0.1 of the programmable logic controller S7-200.

[0031] Among them, such as Figure 2 As shown, one end of the normally open contact of the first action judgment contactor KM3 is connected to the first input terminal I0.0 of the programmable logic controller S7-200, and the other end of the normally open contact of the first action judgment contactor KM3 is connected to the negative terminal of the 24VDC power supply.

[0032] Among them, such as Figure 2 As shown, one end of the normally open contact of the second action judgment contactor KM4 is connected to the second input terminal I0.1 of the programmable logic controller S7-200, and the other end of the normally open contact of the second action judgment contactor KM4 is connected to the negative terminal of the 24VDC power supply.

[0033] Among them, the combination of contactor + PLC (programmable logic controller) simplifies the action and indication circuit of the stabilizer, which solves the problem of the traditional three-phase five-wire turnout control circuit using a large number of relays, resulting in complex circuits, many fault points and inconvenient maintenance; it also solves the problem of achieving reliable forward and reverse control of motor, phase loss protection and position status detection under limited space and cost constraints.

[0034] In one embodiment, the vehicle stabilizer control circuit further includes a drop position indicator L1 and a lift position indicator L2; the drop position indicator L1 and the lift position indicator L2 are respectively connected to the first output terminal Q0.0 and the second output terminal Q0.1 of the programmable logic controller S7-200.

[0035] Among them, such as Figure 2 As shown, one end of the landing position indicator L1 is connected to the first output terminal Q0.0 of the programmable logic controller S7-200, and the other end of the landing position indicator L1 is connected to the negative terminal of the 24VDC power supply.

[0036] Among them, such as Figure 2As shown, one end of the lift position indicator L2 is connected to the second output terminal Q0.1 of the programmable logic controller S7-200, and the other end of the lift position indicator L2 is connected to the negative terminal of the 24VDC power supply.

[0037] In one embodiment, the stabilizer control circuit further includes a stabilizer bypass relay and a bypass knob; the power input terminal of the stabilizer bypass relay is connected to the power output terminal of the fully electronic interlocking system, the normally open contact of the stabilizer bypass relay is connected to the signal acquisition terminal of the fully electronic interlocking system, and the bypass knob is connected to the coil circuit of the stabilizer bypass relay.

[0038] It should be understood that the bypass knob is located on the control panel of the air-rail stabilizer control device. When the stabilizer is lost in the dropped state and the train needs to enter or leave the station, station staff, after ensuring the safety of the stabilizer, can activate the "bypass" switch by operating the bypass knob on the control panel of the air-rail stabilizer control device. This closes the normally open contact of the stabilizer bypass relay, and the fully electronic interlocking system can receive the stabilizer bypass signal. The fully electronic interlocking system then considers the stabilizer to be in a safe state, and the train can enter or leave the station normally.

[0039] In one embodiment, an alarm device is connected in series at the fifth output terminal Q0.7 of the programmable logic controller S7-200. The alarm device can be an audible alarm device or an indicator light.

[0040] In one embodiment, the programmable logic controller S7-200 can be connected to a power indicator light.

[0041] In one embodiment, such as Figure 3 As shown, the air rail stabilizer control device also includes a control panel, on which a switching knob, a lift button, a lower button, an emergency stop button, a lower position indicator light, a lift position indicator light, and a bypass knob are located.

[0042] It should be understood that when the operator presses the "Lift" button, the stabilizer is raised; when the operator presses the "Lower" button, the stabilizer is lowered. The switching knob uses a widely used industry-standard toggle switch, with two positions (signal control and local control). The emergency stop button, when pressed in an emergency, immediately terminates the stabilizer's operation. The bypass knob, when operated by the operator and the stabilizer is lowered, bypasses any stabilizer malfunctions, allowing the train to enter the station normally. The lowered and raised position indicator lights show the current status of the stabilizer.

[0043] The aforementioned air-rail stabilizer control device connects to the main circuit of the stabilizer via its local control circuit, in parallel with the fully electronic interlocking system. This prevents the stabilizer from becoming inoperable in the event of a fault in the fully electronic interlocking system, and also addresses scenarios where the bypass knob needs to be operated to allow the train to enter or leave the station. The air-rail stabilizer control device serves as a backup control mode for the signaling system, providing redundancy in stabilizer operation and thus ensuring operational efficiency. It solves the problem of the stabilizer completely losing control in the event of a single fault in the fully electronic interlocking system, affecting train entry and exit from stations and operational efficiency; and it also overcomes the drawbacks of high cost, complex design, and difficult construction and debugging resulting from completely replicating traditional relay circuits.

[0044] The above-mentioned air-rail stabilizer control device also adopts a combination of contactor + PLC to simplify the stabilizer's action and indication circuit, solving the problem of complex circuits, many fault points, and inconvenient maintenance caused by the use of a large number of relays in the traditional three-phase five-wire turnout control circuit. (1) It solves the problem of complex circuits, many fault points, and inconvenient maintenance caused by the use of a large number of relays in the traditional three-phase five-wire turnout control circuit. (2) It solves the problem of achieving reliable forward and reverse control of the motor, phase loss protection, and position status detection under limited space and cost constraints. (3) Action circuit: The reverse AC contactor KM1 and the forward AC contactor KM2 are used to directly replace the traditional poled relays to control the forward and reverse rotation of the stabilizer motor, respectively. The contacts of the phase loss protector are connected in series with the stabilizer's local control circuit to achieve power supply abnormality protection. (4) Indication circuit: The traditional indication transformer and indication relay are abandoned.

[0045] The aforementioned air-rail stabilizer control device also integrates a safe stabilizer bypass function, which solves the operational congestion problem when the stabilizer locks the interlocking logic due to a malfunction (such as a lost indicator), causing the train to be unable to enter or leave the station normally.

[0046] In one embodiment, controlling the operation of the AC five-wire turnout and collecting data requires one 380V power supply and one 220V power supply. The air-rail stabilizer control device is powered by the power supply panel. The 380V and 220V power input terminals of the fully electronic interlocking system are connected in parallel. A circuit breaker for inputting the air-rail stabilizer control device is set at the front end of the air-rail stabilizer control device. The switch capacity should be consistent with the switch capacity of the circuit breaker of the stabilizer in the fully electronic interlocking system.

[0047] The control circuit of railway switch machines uses a large number of relays, making the circuit quite complex. Building a new circuit using railway signal relays in the local control box of the stabilizer would be time-consuming, labor-intensive, and require sufficient space. Considering saving time, space, and cost... Figure 2As shown, a local control circuit for the vehicle stabilizer is built based on a PLC. A three-phase AC contactor replaces the polarized relay 2DQJ to directly control the forward and reverse rotation of the motor. The two coils of the contactor are interlocked to prevent abnormal operation of the stabilizer due to circuit malfunction. Phase loss protection for the three-phase power supply is provided by a phase loss protector. An emergency stop button is connected in series with the coil circuit of each contactor. In an emergency, pressing the emergency stop button cuts off the system power supply, ensuring safety. When the stabilizer is in the "lowered" position, internal contacts 11, 12, 13, and 14 of the electric switch machine are closed, closing KM1. Power is supplied to the AC electric switch machine through phase A cable X1, the first phase B cable X4, and the first phase C cable X3. The three coils of the motor (UVW) receive the AC 380V A / C / B phase sequence, respectively. The electric switch machine reverses and moves towards the "raised" position. When the stabilizer is in the "raised" position, internal contacts 41, 42, 43, and 44 of the electric switch machine are connected, closing KM2. Phase commutation occurs via phase A cable X1, phase B cable X2, and phase C cable X5 through the internal contacts of the electric switch machine. The motor's U, V, and W coils receive AC 380V A, B, and C phases respectively, causing the motor to rotate forward and move towards the "lowered" position. After the stabilizer is in the correct position, the contacts in the automatic switch inside the electric switch machine switch, cutting off the starting circuit.

[0048] The ZDJ9 switch machine's indication circuit consists of a transformer, indication relays, rectifier diodes, resistors, and various sets of indication contacts on the switch machine. After the switch machine completes a switch change, the protection relay (BHJ) drops, the starting relay (1DQJ) drops, and the starting repeater relay (1DQJF) drops, cutting off the three-phase power supply. The indication circuit is formed through the rear contacts of 1DQJ, and the indication relays automatically connect to the power supply from the secondary side of the transformer and remain energized. Without the 110V power supply from the secondary side transformer and the DBJ and FBJ relays participating in the indication circuit, position indication cannot be provided. To solve the position indication problem of the stabilizer, circuit analysis revealed that during the switch change process, when the stabilizer rotates from the "drop" position to the "raise" position, the third row of contacts will first engage the fourth row. At this time, the terminals of rows 1 and 4 close simultaneously, energizing all five cables at the same time. Therefore, contactors KM3 and KM4 can be connected in series between X1 and X3, and between X1 and X5 respectively. Their contacts are then input to the PLC to determine whether the stabilizer is in the "lowered" or "raised" position. When contactor KM1 is engaged, X1, X4, and X3 are energized. KM3 is engaged first, and then, due to the movement of the stabilizer's indicator lever, the third row of terminals opens while the fourth row closes, causing KM4 to engage. When the stabilizer rotates to the "raised" position, the first row of terminals opens and the second row closes. At this time, KM4 is de-energized and falls due to the disconnection of contacts 11 and 12, but the coil of KM3 remains engaged because it receives the voltage of phases A and C of the power supply. When the stabilizer transitions from the "raised" to the "lowered" position, the action sequence of contactors KM3 and KM4 is exactly reversed. The PLC determines whether the stabilizer has reached the "lowered" or "raised" position based on the sequence of these two contactors' on / off states. At the same time, the PLC drives the corresponding "drop" or "lift" position indicator light to light up as a prompt.

[0049] The PLC used is Siemens' S7-200 series, powered by a 24V DC CPU. Figure 2 This is a schematic diagram of the external wiring for a PLC.

[0050] The switching knob in the air-rail stabilizer control device can switch between fully electronic interlocking system control (i.e., signal control) and local control. When the switching knob is in signal control, the stabilizer's control circuit is: power supply panel - fully electronic interlocking system - HZ24 box - stabilizer. When the switching knob is in local control, the stabilizer's control circuit is: power supply panel - air-rail stabilizer control device - HZ24 box - stabilizer.

[0051] The air-rail stabilizer control device can also be equipped with a local control relay, providing two sets of dry contacts for the fully electronic interlocking system to collect data. Under normal conditions, the local control relay is deactivated, and the fully electronic interlocking system determines that the stabilizer is in its control mode, controlling the stabilizer's operation and data collection via the fully electronic interlocking board. When the switch knob is turned to "local control," the local control relay is activated, and the signal system determines that the stabilizer is in local control mode, controlling the stabilizer's operation through its local control circuit.

[0052] The air-rail stabilizer control device includes a bypass relay for the stabilizer, providing two sets of dry contacts for the fully electronic interlocking system to collect data. When the stabilizer is lost in its lowered state and the train needs to enter or leave the station, station staff, after ensuring the stabilizer's safety, activate the "bypass" switch on the fully electronic interlocking system. Upon receiving the stabilizer bypass signal, the onboard signaling system considers the stabilizer to be in a safe state, and the train can enter or leave the station normally.

[0053] like Figure 3 As shown, the control panel of the air-rail stabilizer includes a lift button, a lower button, a switching knob, a bypass knob, an emergency stop button, a lift position indicator light, and a lower position indicator light. When the operator presses the "lift" button, the stabilizer lifts; pressing the "lower" button lowers the stabilizer. The switching knob uses a widely used industry-standard toggle switch with two positions (signal control mode and local control mode). The "emergency stop" button, when pressed in an emergency, immediately terminates the stabilizer's operation. The "bypass" knob, when pressed while the stabilizer is lowered, bypasses any stabilizer malfunctions, allowing the train to enter the station normally.

[0054] The entire circuit structure or part of the circuit structure of the air-rail stabilizer control device can be integrated into the local control box of the stabilizer. The control panel of the air-rail stabilizer control device is set on the local control box of the stabilizer. When the signal system fails and the stabilizer cannot be raised or lowered, the station staff can operate the local control box of the stabilizer after obtaining permission from the dispatcher of the control center. First, operate the local control box of the stabilizer to the "local control" position, disconnect the OC control cables X1-X5, the ATS interface loses the stabilizer indication status, and connect the local control circuit of the stabilizer.

[0055] Once the train has entered the station and come to a complete stop, the stabilizer is in the "lowered" position. When the operator presses the "raise" button on the stabilizer, contacts 11, 12, 13, and 14 are connected, closing KM1. Power is supplied to the AC motor through X1, X4, and X3. The motor's three coils (UVW) receive the A / C / B phase sequence of 380V AC, causing the motor to reverse and move towards the "raised" position. After the stabilizer reaches the correct position, the internal automatic switch contacts change, cutting off the starting circuit.

[0056] During the transition of the vehicle stabilizer from the "lower" to the "raised" position, the third row of contacts will first engage the fourth row. At this time, the terminals of rows 1 and 4 will close simultaneously, energizing all five cables. Therefore, contactors KM3 and KM4 can be connected in series between X1 and X3, and between X1 and X5 respectively. Their contacts can then be fed into the PLC input to determine the "lower" or "raised" position of the stabilizer. When contactor KM1 engages, X1, X4, and X3 are energized, first engaging KM3. Subsequently, due to the movement of the stabilizer's indicator rod, the third row of contacts opens while the fourth row closes, engaging KM4. After the stabilizer rotates to the "raised" position, the first row of contacts opens and the second row closes. At this time, KM4 loses power and falls due to the disconnection of contacts 11 and 12, but the coil of KM3 remains engaged because it receives the voltage of phases A and C of the power supply. The PLC determines whether the vehicle stabilizer has reached the "raised" position by controlling the sequential switching of KM3 and KM4. Simultaneously, the PLC activates the corresponding "raised position indicator light" as a notification.

[0057] Station staff, seeing the "raised indicator light" illuminate on the stabilizer, confirm that the stabilizer is in the raised and locked state. They then open the platform screen doors and signal to the driver via hand gestures / flags that the doors can be opened. Upon seeing the signal, the driver opens the doors to allow passengers to board and alight. After boarding and alighting are complete, the driver closes the doors, station staff close the platform screen doors, press the "lower" button on the stabilizer, closing KM2. This causes a phase reversal via X1, X2, and X5 through the internal contacts of the stabilizer. The motor's U, V, and W coils receive the A, B, and C phase sequence of 380V AC, respectively, and the motor rotates forward, moving towards the "lower" position. The PLC determines that the stabilizer has reached the "lower" position through the circuitry and activates the "lower position indicator light."

[0058] After using the local control box of the bike stabilizer, switch the knob to the "Signal Control" position. The start-up and indicator circuits of the bike stabilizer are connected, but the stabilizer remains in a lost-indicator state. It needs to be re-driven to retrieve the indicator. For safety reasons, the ATS interface does not have a command for single-operation of the bike stabilizer, and to avoid restarting the OC (Over-Control) system, the operation process is restricted. That is, if the bike stabilizer has an indicator under "Signal Control," after switching to "Local Control," regardless of the operation, switching back to "Signal Control" restores the bike stabilizer to its original "Signal Control" position, and the indicator status can then be retrieved.

[0059] When the signaling system is functioning normally but a train stabilizer malfunctions, to avoid affecting train arrivals and departures, station staff, with permission from the control center dispatcher, activate the "bypass" switch on the stabilizer's local control box. Upon receiving the bypass signal, the signaling system considers the stabilizer to be in a safe state, and trains can enter and leave the station normally. Because the driverless signaling system has alignment isolation capabilities, passengers can disembark from the door on the side with the normally functioning stabilizer, ensuring operational efficiency and a positive user experience.

[0060] The aforementioned air-rail stabilizer control device, through a dual-mode redundancy architecture of "fully electronic interlocking control" and "PLC local control", realizes physical backup of the stabilizer control path, improving the reliability and availability of the air-rail system; it also provides a key emergency response method through the stabilizer bypass function, avoiding the impact of local trackside equipment failure on the operation of the entire line. The above-mentioned design scheme for the air-rail stabilizer control device is relatively simple, using general-purpose PLCs and contactors to replace a large number of railway-specific signal relays, transformers and other components, which significantly reduces the hardware cost of a single set of equipment. The solution proposed to meet the development needs of air-rail systems has been successfully applied on the test line and has important industry demonstration significance.

[0061] In one embodiment, a platform equipment control device is provided, the device comprising a housing, an emergency communication module, a platform door local control module, a signal button module, and an empty train stabilizer control device as described in any one of claims 1-5; the emergency communication module, the platform door local control module, the signal button module, and the empty train stabilizer control device are arranged in the housing, and the emergency communication module, the platform door local control module, the signal button module, and the empty train stabilizer control device are provided with independent control panels and housing doors.

[0062] In one embodiment, the enclosure has four doors, and its interior comprises four functional zones, from top to bottom: an emergency communication module, a platform door local control module, a signal button module, and an empty train stabilizer control device. Each of these modules includes an internal control panel, with several control areas for controlling the controlled object. Each control area contains several buttons and indicator lights for controlling and displaying the status of the controlled object. The buttons and indicator lights are connected to the corresponding PLC via an I / O driver module. The PLCs of the emergency communication module, platform door local control module, signal button module, and empty train stabilizer control device communicate with the corresponding platform door PSC and OC systems via Ethernet modules to transmit information.

[0063] In terms of appearance, reasonable and necessary protection has been taken. Each functional area is equipped with an independent door, and the door is equipped with a lock. Staff can open the door to prevent other personnel from operating it accidentally. The enclosure is made of steel plate, the door is covered with a window glass pressure plate, and the glass in the middle is 3mm thick fully tempered transparent glass.

[0064] In one embodiment, the control panel of the emergency call module includes an intercom trigger button, a camera, a microphone, a speaker, and a busy intercom indicator. The intercom trigger button, the camera, the microphone, the speaker, and the busy intercom indicator are connected to the circuitry of the emergency call module.

[0065] The emergency intercom module's control panel includes an intercom trigger button, camera, microphone, speaker, and busy intercom indicator. The control panel can be positioned above the platform equipment control unit. In an emergency, passengers or staff can press the trigger button to call the OCC dispatch center. When the call is connected, the camera feed is simultaneously uploaded to the OCC screen, allowing the dispatcher to clearly see the intercom area. Operating instructions are located below the intercom button. Station passengers in emergency situations can press the intercom trigger button to call the OCC dispatch center; once the dispatcher answers, the conversation can begin.

[0066] In one embodiment, the control panel of the platform door local control module is equipped with an open indicator light, a close indicator light, an ASD / EED off indicator light, an interlock release indicator light, a local operation knob, and an interlock release switch. The open indicator light, the close indicator light, the ASD / EED off indicator light, the interlock release indicator light, the local operation knob, and the interlock release switch are connected to the circuit of the platform door local control module.

[0067] The platform door local control module includes door opening indicator, door closing indicator, ASD / EED closing indicator, interlock release indicator, local operation knob, interlock release switch, PLC control unit, IO drive module, and Ethernet communication module.

[0068] Among them, the Ethernet communication module can be connected to the switch through the Ethernet port of the PLC of the platform door local control module, and communicate with the platform door PSC through a private protocol.

[0069] Among them, the IO driver acquisition module is used to acquire the status of the switch or button of the local control module of the platform door, as well as the indicator lights used for driver configuration; The local operation knob is a physical operation knob that can open or close the platform door in local mode.

[0070] The interlock release switch is a key switch; inserting a key allows you to switch between the interlocked open and closed states.

[0071] The cables for the door opening indicator, door closing indicator, ASD / EED off indicator, interlock release indicator, local operation knob, and interlock release switch can be connected to the I / O driver module of the PLC in the platform screen door local control module via terminal blocks. The PLC of the platform screen door local control module communicates with the PSC in the station equipment room via an Ethernet module. Operators can control the opening and closing of the platform screen door by operating the local operation knob on the control panel of the platform screen door local control module. The door opening / closing indicator and the ASD / EED off indicator show whether the platform screen door is open or closed. The local operation knob has three positions: reset, local open, and local off; the interlock release switch has two positions: interlock reset and interlock release.

[0072] When the SkyTrain enters the station and stops in RM / EUM mode, station staff confirm that the train stabilizer is raised, and use the local gate to open the platform doors. Simultaneously, the driver manually opens the train doors to allow passengers to board and alight. After the SkyTrain stops, the driver manually closes the train doors, and station staff simultaneously use the local gate to close the platform doors.

[0073] When an empty train enters and stops at a station in FAM mode, if the platform screen doors suddenly lose their closing and locking signals, the train will brake suddenly. Authorized station staff can activate the interlock release switch. The PLC of the platform screen door's local control module receives this signal and sends it to the platform screen door's PSC. The PSC then sends the interlock release signal to the signaling system. Upon receiving this signal, the signaling system considers all platform screen doors to be closed and locked. The empty train, in fully automatic driving mode, can then ease the emergency braking and enter the station normally.

[0074] In one embodiment, the control panel of the signal button module is equipped with an automatic turnaround button, an SPKS switch, a platform door opening button, a platform door closing button, an emergency stop release button, an alarm cut-off button, a departure authorization button, a test light button, an emergency stop button, and a call button. The automatic turnaround button, the SPKS switch, the platform door opening button, the platform door closing button, the emergency stop release button, the alarm cut-off button, the departure authorization button, the test light button, the emergency stop button, and the call button are connected to the circuit of the signal button module.

[0075] The cables for the automatic turnaround button, the SPKS switch, the platform door opening button, the platform door closing button, the emergency stop release button, the alarm cut-off button, the departure authorization button, the test light button, the emergency stop button, and the call button are connected to the IO acquisition module of the PLC of the signal button module through terminal blocks. The PLC of the signal button module communicates with the OC system in the station equipment room through an Ethernet communication module and sends the acquired button status to the OC system.

[0076] All buttons in the signal button module are selected from master control devices that conform to railway standards, meeting operational and lifespan requirements. All button cables in the signal button module are connected via terminal blocks, with the output ends of the terminal blocks consisting of a pre-marked wire harness. The signal button module is shipped as a finished product. Upon arrival at the site, construction personnel only need to connect the output side of the signal button module to the corresponding IO driver module, and the corresponding IO driver module to the corresponding PLC.

[0077] The IO driver module corresponding to the signal button module is used to collect the status of the signal button or switch, and to drive the indicator lights configured in the signal button module.

[0078] The PLC corresponding to the signal button module is connected to the Ethernet communication module, communicating with the OC system via a railway proprietary protocol. Compared to the dozens of cables in a subway, only one network cable is needed to achieve the same effect, greatly reducing on-site construction work. If additional buttons need to be added later, only the buttons need to be added and the protocol updated; there is no need to reopen the cover and run cables to the machine room, greatly enhancing scalability.

[0079] The automatic turnaround button's main function is to allow the train to automatically turn back to its origin after reaching its destination. When the SkyTrain cannot operate in FAM mode and can only be driven by ATO, the driver gets off the train and presses the automatic turnaround button after reaching the terminal station. After stopping at the destination platform, the SkyTrain will automatically enter the turnaround track and complete the turnaround without driver intervention, finally returning to the platform.

[0080] In emergency situations, staff or passengers can press the emergency stop button to bring the train to a complete stop within a very short time to prevent accidents from occurring or escalating. It should be noted that using the emergency stop button in non-emergency situations that affects rail transit safety or operational order will result in corresponding legal liability. The emergency stop button is a self-resetting button; once triggered, it cannot be deactivated and must be pressed by staff to reset it.

[0081] The departure authorization button is used when a train exits FAM mode after a door or platform door malfunctions and the fault is resolved, allowing the train to re-enter FAM mode for departure. Its function is that if a train is unable to continue operating in FAM mode for any reason, the train can only regain movement authorization (speed code) and start departing after the fault is resolved or the train is bypassed, requiring staff to press the departure authorization button.

[0082] When a train stops at a station and the doors do not automatically open or close according to the signal system commands, staff can press the platform door open button and platform door close button to open / close the doors.

[0083] One unique feature of the SkyTrain is the call button, which is applicable after the SkyTrain is taken out of service. Unlike subways, which need to return to the depot daily, the SkyTrain can remain dormant on the station's storage track. If a passenger needs to ride the SkyTrain, they can press the call button on the device to wake up the SkyTrain and have it arrive at their platform.

[0084] The purpose of the test light button is to test whether all buttons are properly wired. When the test light button is pressed, all button lights will illuminate, indicating that the button wiring is normal and not disconnected.

[0085] In one embodiment, the control panel of the air rail stabilizer control device is equipped with a lift button, a lower button, a switching knob, a bypass knob, an emergency stop button, a lift position indicator light, and a lower position indicator light.

[0086] The switching knob includes signal control and local control positions. Under normal circumstances, the switching knob is in the signal control position, and the car stabilizer is raised or lowered by the fully electronic interlocking system of the signal system. When the car-to-ground wireless communication fails or the fully electronic interlocking system fails, the switching knob is switched to the local control position, and the car stabilizer is controlled by the air rail car stabilizer control device.

[0087] When the PLC (Programmable Logic Controller) of the air train stabilizer control device detects that the switching knob is in the local control position and the stabilizer is in place, if the operator presses the lift button, the PLC of the air train stabilizer control device will output a forward rotation command. The first row of contacts 11, 12, 13, and 14 inside the three-phase AC electric switch machine will close, and the contactor KM1 will close. 380V three-phase AC power will be supplied to the motor coil of the electric switch machine through the A-phase cable X1, the first B-phase cable X4, and the first C-phase cable X3. The motor will rotate forward, causing the stabilizer to rotate from the lowered state to the lifted state. After the stabilizer is in place, the starting circuit will be disconnected due to the internal contact switching.

[0088] When the PLC of the air-rail stabilizer control device detects that the switching knob is in the local control position and the stabilizer is raised to the correct position, the operator presses the lower button. The PLC of the air-rail stabilizer control device outputs a reverse command, and the fourth row of contacts 41, 42, 43, and 44 inside the three-phase AC electric switch machine closes. Contactor KM2 closes, and the power supply is switched between phases B and C through the contacts inside the electric switch machine via phase A cable X1, phase B cable X2, and phase C cable X5. The motor then reverses, causing the stabilizer to rotate from the raised state to the lowered state.

[0089] The bypass knob includes a bypass position and a reset position. Under normal circumstances, the bypass knob is in the reset position, and the bypass function is not activated. However, if the stabilizer's lowering position is abnormal and the train has already made an emergency stop outside the station, staff will confirm that the stabilizer is in the lowered position and perform a stabilizer bypass operation on the control panel of the stabilizer control device. The PLC of the stabilizer control device will collect this information and send it to the OC system. After the OC system detects the stabilizer bypass, the train will proceed to the station and stop normally.

[0090] The PLC of the air-rail stabilizer control device connects a first action judgment contactor KM3 and a second action judgment contactor KM4 in series between phase A cable X1 and the first phase C cable X3, and between phase A cable X1 and the second phase C cable X5, respectively. The contacts of the first and second action judgment contactors KM3 and KM4 are then input to the PLC of the air-rail stabilizer control device, serving as the conditions for determining whether the stabilizer is "lowered" or "raised". When contactor KM1 is engaged, phase A cable X1, the first phase B cable X4, and the first phase C cable X3 are energized, firstly engaging the first action judgment contactor KM3. Subsequently, due to the movement of the stabilizer indicator rod, the third row of terminals of the electric switch machine disconnects while the fourth row of terminals closes, causing the second action judgment contactor KM4 to engage. After the stabilizer is "raised" to the correct position, the first row of terminals disconnects and the second row of terminals closes. At this time, the second action judgment contactor KM4 drops due to the disconnection of terminals 11 and 12 of the first row of terminals of the electric switch machine. However, the coil of the first action judgment contactor KM3 remains energized because it is subjected to the voltage of phases A and C of the power supply. When the stabilizer changes from the "raised" position to the "lowered" position, the action sequence of the first action judgment contactor KM3 and the second action judgment contactor KM4 is exactly reversed. The PLC of the air-rail stabilizer control device determines whether the stabilizer has reached the "lowered" or "raised" position by the order of the on / off of the first action judgment contactor KM3 and the second action judgment contactor KM4. At the same time, the PLC of the air-rail stabilizer control device drives the corresponding "lowered" or "raised" position indicator light to illuminate as a prompt.

[0091] Among them, the coils of contactors KM1 and KM2 in the air rail stabilizer control device are interlocked. When contactor KM1 is closed, X1, X4, and X3 supply 380V three-phase AC power to the motor coil, and the motor rotates forward. When contactor KM2 is closed, X1, X2, and X5 supply 380V three-phase AC power to the motor coil, the B and C power supplies are switched, and the motor rotates in reverse.

[0092] The reverse AC contactor KM1 and the forward AC contactor KM2 are connected at one end to the electric switch machine and at the other end to a phase loss protector, which is connected to a three-phase power supply. The phase loss protector outputs 24V DC power when the power supply is normal; when a phase is lost, there is no output voltage. The phase loss protector provides a phase loss input signal to the PLC of the empty train stabilizer control device, which then controls the power supply to be cut off.

[0093] When the emergency stop button is pressed, the start circuit of the vehicle stabilizer is disconnected.

[0094] When the air-rail stabilizer control device is in local control mode, if the stabilizer is in the "lowered" state, pressing the lift button will cause the PLC of the air-rail stabilizer control device to output a "forward rotation" command. The first row of contacts 11, 12, 13 and 14 inside the three-phase AC electric switch machine will close, and the reverse AC contactor KM1 will close. 380V three-phase AC power will be supplied to the motor coil of the electric switch machine through A-phase cable X1, first B-phase cable X4 and first C-phase cable X3. The motor will rotate forward, causing the stabilizer to rotate from the "lowered" state to the "lifted" state. After the stabilizer is in position, the starting circuit will be disconnected due to the internal contact switching. When the stabilizer is in the "raised" state, pressing the lower button triggers a "reverse" command from the PLC of the air-rail stabilizer control device. This closes the fourth row of contacts 41, 42, 43, and 44 inside the three-phase AC electric switch machine, causing the forward AC contactor KM2 to close. Power is supplied to the motor via phase A cable X1, phase B cable X2, and phase C cable X5 through the internal contacts of the electric switch machine, resulting in a phase reversal between phases B and C. The motor then reverses direction, causing the stabilizer to rotate from the "raised" state to the "lowered" state. The PLC of the air-rail stabilizer control device connects the first action judgment contactor KM3 and the second action judgment contactor KM4 in series between X1 and X3, and between X1 and X5, respectively. These contacts are then fed into the PLC's input, serving as the condition for determining whether the stabilizer is in the "lowered" or "raised" position. When KM1 is engaged, contacts X1, X4, and X3 are energized. KM3 is engaged first, followed by the movement of the stabilizer indicator lever, causing the third row of terminals to disconnect and the fourth row to close, thus engaging KM4. After the stabilizer is "raised" to its designated position, the first row of terminals disconnects and the second row closes. At this point, KM4 drops due to the disconnection of contacts 11 and 12, but the KM3 coil remains engaged because it receives the voltage across phases A and C of the power supply. When the stabilizer transitions from the "raised" to the "lowered" position, the action sequence of contactors KM3 and KM4 is exactly reversed. The PLC of the air-rail stabilizer control device determines whether the stabilizer has reached the "lowered" or "raised" position based on the sequence of these two contactors' on / off states. Simultaneously, the PLC of the air-rail stabilizer control device illuminates the corresponding "lowered" or "raised" position indicator light as a notification.

[0095] The coils of KM1 and KM2 are interlocked. When KM1 is closed, X1, X4, and X3 supply 380V three-phase AC power to the motor coil, and the motor rotates in the forward direction. When KM2 is closed, X1, X2, and X5 supply 380V three-phase AC power to the motor coil, the B and C power supplies are switched, and the motor rotates in the reverse direction.

[0096] In one embodiment, such as Figure 4 As shown, the emergency communication module includes an intercom trigger button, camera, microphone, speaker, and busy intercom light, and is deployed above the platform equipment control device. In case of an emergency, passengers or staff can call the OCC dispatcher by pressing the intercom trigger button. When the call is connected, the camera image will be uploaded to the OCC screen simultaneously, and the dispatcher can clearly see the intercom area.

[0097] like Figure 5 As shown, the platform screen door local control module includes a local operation knob, an interlock release switch, an open indicator light, a closed indicator light, an AED / EED off indicator light, and an interlock release indicator light. When system-level (automatic) control fails, station staff use the platform screen door local control module to control the sliding doors. When a sliding door is opening / closing, the corresponding open / close indicator light illuminates simultaneously. When all sliding doors and emergency doors are closed and locked, the AED / EED off indicator light illuminates. If the entire platform screen door fails to open automatically due to a malfunction, preventing passengers from disembarking, station staff can turn the local operation knob to "Open," opening the entire platform screen door. At this time, the "Open Indicator Light" on the panel illuminates, and the "AED / EED Off Indicator Light" turns off. When passengers have finished boarding and alighting and the platform screen door needs to be closed, station staff turn the local operation knob to "Close," closing the entire platform screen door. At this time, the "Close Indicator Light" and the "AED / EED Off Indicator Light" on the panel illuminate. If the platform screen doors recover from a malfunction and can automatically open / close, station staff will turn the local operation knob to "reset". When individual platform screen doors malfunction and fail to send a "closed and locked" signal, preventing trains from entering or leaving the station, authorized personnel can use the "interlock release" function to send an "interlock release" signal to the signaling system, allowing trains to enter or leave the station. In this scenario, before a train enters the station, authorized station staff insert the "interlock release" key into the switch, turn it to the interlock release position and hold it there. The interlock release indicator light will illuminate, allowing the train to enter the station normally for passenger boarding and alighting. After confirming that passenger boarding and alighting are complete and the train has passed the exit signal, authorized station staff will turn the "interlock release key" back to "reset".

[0098] like Figure 6As shown, the signal button module includes an "Automatic Turnaround" button, an "SPKS" switch, a "Platform Open Door" button, a "Platform Close Door" button, an "Emergency Stop Cancel" button, an "Alarm Cancellation" button, a "Departure Authorization" button, a "Test Lights" button, an "Emergency Stop" button, and a "Call Train" button.

[0099] Among them, the SPKS switch, also known as the area blockade switch, is used because there is no driver on the fully automated driverless tram. When operators need to enter the fully automated operation area, the system must ensure that the tram cannot enter the operation area, and that trams already in the operation area cannot suddenly start, in order to ensure the personal safety of operators and the safety of equipment.

[0100] The main function of the automatic turnaround button is to allow the train to automatically turn back to its origin after reaching its destination. When the Sky Train cannot continue operating in FAM (Fully Automatic Mode) and can only be driven by ATO, the driver gets off the train and presses the "Automatic Turnaround" button after the Sky Train arrives at the terminal station. After stopping at the destination platform, the Sky Train will automatically enter the turnaround track and complete the turnaround without driver intervention, finally returning to the platform.

[0101] The emergency stop button is used to bring the train to a complete stop in an emergency, preventing accidents from occurring or escalating. This includes, but is not limited to, the following scenarios: 1) Passengers climbing over platform doors and approaching the track area, endangering their lives; 2) Passengers becoming trapped between the train doors and the platform, preventing the doors from closing properly; 3) A fire or other emergency on the platform. It is important to note that using the emergency stop button in non-emergency situations that affects rail transit safety or operational order will result in corresponding legal liability. The emergency stop button is a self-resetting button; once triggered, it cannot be deactivated and requires personnel to press the "emergency stop release" button to reset it.

[0102] The departure authorization button is used when a train exits FAM mode after a door or platform door malfunctions and the fault is resolved, allowing the train to re-enter FAM mode for departure. When individual platform doors malfunction and fail to send a "closed and locked" signal, preventing empty trains from entering / leaving the station, station staff can, with human intervention, operate the "interlock release" function to send an "interlock release" signal to the signaling system, allowing the train to enter / leave the station. While the "interlock release" function provides convenience for train operations, it also carries risks. If a passenger is trapped between a door and a platform door, and the anti-pinch function fails and the door or platform door does not open, and the operator mistakenly operates the "interlock release," serious consequences may result. The "departure authorization" function ensures that if a train cannot continue operating in FAM mode due to a fault, after the fault is resolved or the train is bypassed, the operator must press the "departure authorization" button to regain movement authorization (speed code) and the train can then depart.

[0103] The platform door opening button and platform door closing button are used by station staff to open / close the doors when the train stops and the doors do not automatically open / close according to the signal system command.

[0104] One of the unique features of the SkyTrain is the call button. Unlike subway trains, which need to be returned to the depot after they are taken out of service for the day, SkyTrain trains can be put into hibernation on the station's storage line. If a passenger needs to take the SkyTrain, they can press the call button to wake up the SkyTrain and have it arrive at the passenger's platform.

[0105] The test light button is used to test whether all buttons are properly wired. When pressed, all button lights will illuminate, indicating that the button wiring is normal and not disconnected.

[0106] like Figure 3 As shown, the air-rail stabilizer control device includes a control panel and a local control circuit. The control panel includes a "raise button," a "lower button," a switching knob, a bypass knob, an emergency stop button, a raise position indicator light, and a lower position indicator light. The local control circuit includes a stabilizer start circuit and an indication circuit. The electric part of the stabilizer uses a ZDJ9 switch machine. Controlling the AC five-wire switch machine's operation and acquiring indications requires one AC 380V power supply and one DC 220V power supply. The required AC 380V is connected in parallel from the AC 380V power input terminal of the OC integrated cabinet and connected to the input circuit breaker at the front end of the air-rail stabilizer control device. The switch capacity should be consistent with the circuit breaker capacity of the stabilizer in the OC cabinet. The control panel has a switching knob with two positions: "signal control" and "local control." Additionally, a local control circuit is set... The local control indicator light is located on the ground. Power to the local control box of the stabilizer is only connected after selecting "Local Control." Five sets of dry contacts in the local control box control the local power supply. Operating "Signal Control" disconnects the power to the air-rail stabilizer control device. The air-rail stabilizer control device is equipped with a local control relay (BKJ), providing two sets of dry contacts for the OC system to collect data. An additional set of dry contacts is needed to illuminate the "Local Control" indicator light. Under normal conditions, when BKJ is down, the OC system determines that the stabilizer is in fully electronic control mode and controls the stabilizer's operation and data collection via the OC board. When the switch knob is turned to "Local Control," BKJ is raised, the OC system determines that the stabilizer is in local control mode, and controls the stabilizer's operation via the relay circuit.

[0107] The railway switch machine control circuit uses many relays, making the circuit quite complex. Building a new circuit using railway signal relays in the local control box of the stabilizer would be time-consuming, labor-intensive, and require sufficient space. To save time, space, and cost, a PLC-based local control circuit for the stabilizer is used, replacing the polarized relay 2DQJ with a three-phase AC contactor to directly control the motor's forward and reverse rotation. The two coils of the contactor are interlocked to prevent malfunctions caused by circuit confusion in the stabilizer's operating circuit. Phase loss protection for the three-phase power supply is provided by the phase loss protector DBQ. An emergency stop button is connected in series with the contactor's coil circuit; in an emergency, pressing the emergency stop button cuts off the system power, ensuring safety. When the stabilizer is in the "lowered" position, contacts 11, 12, 13, and 14 are closed, closing KM1 and supplying power to the AC motor through X1, X4, and X3. The motor's three coils (UVW) receive the A / C / B phase sequence of 380V AC, causing the motor to reverse and move towards the "raised" position. When the stabilizer is in the "lifted" position, contacts 41, 42, 43, and 44 are closed, shutting down KM2. The circuit then passes through X1, X2, and X5 to the internal contacts of the stabilizer, causing a phase commutation. The motor's U, V, and W coils receive the A, B, and C phase sequence of AC 380V respectively, and the motor rotates forward, moving towards the "lower" position. Once the stabilizer has reached the correct position, the internal automatic switch contacts change, cutting off the starting circuit.

[0108] The ZDJ9 switch machine's indication circuit consists of a transformer, indication relays, rectifier diodes, resistors, and various sets of indication contacts on the switch machine. After the switch machine completes its switching operation, BHJ drops, 1DQJ drops, and 1DQJF drops, cutting off the three-phase power supply. The indication circuit is formed through the rear contacts of 1DQJ, and the indication relays automatically connect to the power supply from the secondary side of the transformer and remain energized. Without the 110V power supply from the secondary transformer and the DBJ and FBJ relays participating in the indication circuit, it is impossible to provide position indication. To solve the problem of the position indication of the stabilizer, circuit analysis revealed that during the switching process, when the stabilizer rotates from the "drop" position to the "raise" position, the third row of contacts will first engage the fourth row. At this time, the terminals of rows 1 and 4 close simultaneously, energizing all five cables at the same time. Therefore, contactors KM3 and KM4 can be connected in series between X1 and X3, and between X1 and X5 respectively. Their contacts are then input to the PLC to determine whether the stabilizer is in the "lowered" or "raised" position. When contactor KM1 is engaged, X1, X4, and X3 are energized. KM3 is engaged first, and then, due to the movement of the stabilizer's indicator lever, the third row of terminals opens while the fourth row closes, causing KM4 to engage. When the stabilizer rotates to the "raised" position, the first row of terminals opens and the second row closes. At this time, KM4 is de-energized and falls due to the disconnection of contacts 11 and 12, but the coil of KM3 remains engaged because it receives the voltage of phases A and C of the power supply. When the stabilizer transitions from the "raised" to the "lowered" position, the action sequence of contactors KM3 and KM4 is exactly reversed. The PLC determines whether the stabilizer has reached the "lowered" or "raised" position based on the sequence of these two contactors' on / off states. At the same time, the PLC drives the corresponding "drop" or "lift" position indicator light to light up as a prompt.

[0109] The aforementioned train stabilizer control device can be manually switched over to "local control" mode to take over the stabilizer control in the event of a failure in the fully electronic interlocking execution unit, thus improving equipment redundancy. If a stabilizer loses its "dropped" position indication, the train in fully automatic driverless mode will not be allowed to enter the station by the signaling system. The signaling system will only allow the train to enter the station after an authorized staff member moves the stabilizer to the "bypass" position. Because the driverless signaling system has a positioning isolation function, passengers can disembark from the door on the side with the normally functioning stabilizer, ensuring operational efficiency and user experience.

[0110] The application scenarios are as follows: 1) After the train enters the station and stops in RM / EUM mode, the station staff will use a key to open the protective cover of the train stabilizer control device, switch to the "local control" position, and press the "lift" button. The PLC will drive the stabilizer to lift. When the station staff sees the "lift indicator light" of the stabilizer illuminate, confirming that the stabilizer is in the lifted position, the station staff will use a key to open the protective cover of the platform door control panel and open the platform door in local opening mode. After the driver sees the platform door open, he will manually open the train door, and passengers will get on and off the train.

[0111] After the station stop operation is completed, the driver manually closes the train doors, and station staff close the platform doors using the "local close" mode. Once both the train doors and platform doors are confirmed closed, the "lower" button is pressed, causing the stabilizer to lower. Station staff will then see the stabilizer's "lower indicator light" illuminate, signaling to the driver that the train can depart.

[0112] 2) When the empty train enters and stops at the station using the FAM (Front End Signal), the OC (Operating Control) system continuously monitors the lowering status of all platform stabilizers and transmits this status to the OBC (On-Board Control) system. If the OC system detects that any stabilizer is missing or has fallen, it closes the corresponding route signal, and the OBC system applies emergency braking to the train. After station staff confirm that the stabilizer is in the lowered position and has not risen, they open the protective cover of the stabilizer's local control module on the platform equipment's local control device, disengage the stabilizer interlock, and the OC system records that the stabilizer interlock has been released. After this, the empty train can enter the station normally.

[0113] This application has been successfully applied to the air rail test line. By integrating the platform door PSL, IBP, platform turnaround button, platform emergency stop button, and local control function of the stabilizer, it can realize the control of all platform equipment on one device, saving a lot of construction and commissioning time for the project, reducing the operation difficulty for operation and maintenance personnel, and improving the operation and maintenance capabilities of the air rail operator.

[0114] The aforementioned platform equipment control device not only integrates the standard platform PSL, IBP, emergency stop button, and automatic turnaround button found in typical subway projects, but also adds an emergency communication module and an empty train stabilizer control device. From top to bottom, each platform equipment control device consists of an emergency communication module, a platform door local control module, a signal button module, and an empty train stabilizer control device. These modules are connected to their respective PLCs, and each PLC communicates with other ground subsystems via a small switch.

[0115] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0116] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the invention patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. A control device for a stabilizer on an empty train, characterized in that, The device includes a local control circuit for the stabilizer, which includes a switching knob and n stabilizer control circuits. The power input terminal of the switching knob is connected to the live wire of a 220V power supply. The first output terminal of the switching knob is connected to the first power input terminal of n vehicle stabilizer control circuits. The second output terminal of the switching knob is connected to the first power input terminal of the OC control system. Each of the aforementioned vehicle stabilizer control circuits includes a first intermediate relay, a local mode contactor, a reverse AC contactor, a forward AC contactor, a phase loss protector, a lift button, and a drop button; The normally closed contact input terminal of the first intermediate relay is connected to the first output terminal of the switching knob. The normally closed contact output terminal of the first intermediate relay is connected to the coil input terminal of the local mode contactor. The coil output terminal of the local mode contactor is connected to the neutral wire of the 220V power supply. One end of the release button is connected to the first output terminal of the switching knob. The other end of the release button is connected to the normally closed contact input terminal of the forward AC contactor. The normally closed contact output terminal of the forward AC contactor is connected to the coil input terminal of the reverse AC contactor. The coil output terminal of the reverse AC contactor is connected to the neutral wire of the 220V power supply. One end of the drop button is connected to the first output terminal of the switching knob. At the output end, the other end of the drop button is connected to the normally closed contact input end of the reverse AC contactor, the normally closed contact output end of the reverse AC contactor is connected to the coil input end of the forward AC contactor, the coil output end of the forward AC contactor is connected to the neutral wire of the 220V power supply, the coil input end of the first intermediate relay is connected to the second output end of the switching knob, the coil output end of the first intermediate relay is connected to the neutral wire of the 220V power supply, the normally open contact input end of the first intermediate relay is connected to the first power input end of the OC control system, and the normally open contact output end of the first intermediate relay is connected to the coil input end of the OC mode contactor of the OC control system. The input terminal of the phase loss protector is connected to a 380V power supply. When the phase loss protector detects a fault, it disconnects the 380V input power supply, the local mode contactor loses power, the main contacts of the phase loss protector open, and the power supply to the electric switch machine is cut off. The normally open contact input terminal of the local mode contactor is connected to the output terminal of the phase loss protector, and the normally open contact output terminal of the local mode contactor is connected to the normally open contact input terminal of the reverse AC contactor and the forward AC contactor. The normally open contact output terminal of the reverse AC contactor is connected to the A-phase cable X1, the first B-phase cable X4, and the first C-phase cable X3 of the electric switch machine, and the normally open contact output terminal of the forward AC contactor is connected to the A-phase cable X1, the second B-phase cable X2, and the second C-phase cable X5 of the electric switch machine.

2. The control device for the air-rail stabilizer according to claim 1, characterized in that, The local control circuit of the vehicle stabilizer also includes: an emergency stop button; One end of the emergency stop button is connected to the live wire of a 220V power supply, and the other end of the emergency stop button is connected to the power input terminal of the switching knob.

3. The control device for the air-rail stabilizer according to claim 1, characterized in that, The vehicle stabilizer control circuit also includes: a programmable logic controller, a first action judgment contactor, and a second action judgment contactor; The coil of the first action judgment contactor is connected in series between the A-phase cable X1 and the first C-phase cable X3 of the electric switch machine, and the coil of the second action judgment contactor is connected in series between the A-phase cable X1 and the second C-phase cable X5 of the electric switch machine. The normally open contacts of the first action judgment contactor and the second action judgment contactor are respectively connected to the first input terminal and the second input terminal of the programmable logic controller.

4. The control device for the air-rail stabilizer according to claim 3, characterized in that, The stabilizer control circuit also includes a drop position indicator and a lift position indicator; The drop position indicator and the lift position indicator are respectively connected to the first output terminal and the second output terminal of the programmable logic controller.

5. The control device for the air-rail stabilizer according to claim 3, characterized in that, The stabilizer control circuit also includes a stabilizer bypass relay and a bypass knob; The power input terminal of the vehicle stabilizer bypass relay is connected to the power output terminal of the fully electronic interlocking system, the normally open contact of the vehicle stabilizer bypass relay is connected to the signal acquisition terminal of the fully electronic interlocking system, and the bypass knob is connected to the coil circuit of the vehicle stabilizer bypass relay.

6. The control device for the empty train stabilizer according to claim 1, characterized in that, The device also includes a control panel, on which the switching knob, lift button, lower button, emergency stop button, lower position indicator light, lift position indicator light, and bypass knob of the local control circuit of the stabilizer are located.

7. A platform equipment control device, characterized in that, The device includes a housing, an emergency communication module, a platform door local control module, a signal button module, and an empty train stabilizer control device as described in any one of claims 1-6. The emergency communication module, platform door local control module, signal button module, and empty train stabilizer control device are arranged in the enclosure. Each of the emergency communication module, platform door local control module, signal button module, and empty train stabilizer control device has an independent control panel and enclosure door.

8. The platform equipment control device according to claim 7, characterized in that, The control panel of the emergency call module is equipped with an intercom trigger button, a camera, a microphone, a speaker, and a busy intercom indicator. The intercom trigger button, the camera, the microphone, the speaker, and the busy intercom indicator are connected to the circuitry of the emergency call module.

9. The platform equipment control device according to claim 8, characterized in that, The control panel of the platform door local control module is equipped with an open indicator light, a close indicator light, an ASD / EED off indicator light, an interlock release indicator light, a local operation knob, and an interlock release switch. The open indicator light, the close indicator light, the ASD / EED off indicator light, the interlock release indicator light, the local operation knob, and the interlock release switch are connected to the circuit of the platform door local control module.

10. The platform equipment control device according to claim 9, characterized in that, The control panel of the signal button module is equipped with an automatic turnaround button, an SPKS switch, a platform door opening button, a platform door closing button, an emergency stop release button, an alarm deactivation button, a departure authorization button, a test light button, an emergency stop button, and a train call button. The automatic turnaround button, the SPKS switch, the platform door opening button, the platform door closing button, the emergency stop release button, the alarm cut-off button, the departure authorization button, the test light button, the emergency stop button, and the call button are connected to the circuit of the signal button module.

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