A vehicle remote bypass control circuit and execution circuit

Abstract

The application provides a vehicle remote bypass control circuit and an execution circuit, and the vehicle remote bypass control circuit comprises a remote bypass relay, an automatic driving mode relay, a zero-speed relay, a left door permission relay and a right door permission relay; a first end of a first normally closed contact of the zero-speed relay is connected with a vehicle control system, a second end of the first normally closed contact of the zero-speed relay is connected with a first end of a first normally closed contact of the automatic driving mode relay, a second end of the first normally closed contact of the automatic driving mode relay is connected with a first end of a remote bypass relay coil, and a second end of the remote bypass relay coil is grounded. According to the vehicle operation condition, the application can realize the starting and closing of the remote bypass relay, realize the remote bypass starting and releasing of the vehicle safety condition through the remote bypass relay, and improve the vehicle operation efficiency and the vehicle operation safety.

Description

Technical Field

[0001] This invention belongs to the field of vehicle control technology, and in particular relates to a vehicle remote bypass control circuit and execution circuit. Background Technology

[0002] Rail transit vehicles achieve their basic operational functions through critical procedures such as traction commands, braking commands, and emergency braking commands. For safety reasons, these commands include certain necessary safety conditions, and traction and braking of the vehicle can only be implemented when all these safety conditions are met. Figure 1 This describes the logic of emergency braking commands in existing technology. When a component malfunctions, preventing the fulfillment of safety conditions, it may cause the vehicle to apply emergency braking, brake, or lose traction commands, rendering it unable to move. Therefore, vehicles are equipped with necessary bypass switches. Under conditions where safety is ensured manually, the driver operates the corresponding bypass switch for specific faults to bypass the safety conditions and ensure the vehicle can continue operating. Currently, the operation of these bypass switches relies entirely on manual intervention. In driverless rail transit vehicles, when the aforementioned fault occurs, manual intervention is required to board the vehicle and troubleshoot the problem before restoring operation, resulting in low efficiency.

[0003] Patent application CN104483850A discloses a method for remote bypassing of rail trains. When the ground control system detects a bypass command, it sends the command to the onboard control system via a vehicle-to-ground communication system. Upon receiving the bypass command, the onboard control system bypasses the equipment requiring bypass according to the command. However, this remote bypass command is entirely dependent on the state of the ground equipment, meaning it executes the command solely based on ground instructions. It lacks a mechanism for deactivating the bypass control, which could affect the subsequent normal operation of the train. Summary of the Invention

[0004] The purpose of this invention is to address the shortcomings of existing technologies by providing a vehicle remote bypass control circuit and execution circuit, enabling the remote activation and deactivation of vehicle safety conditions, thereby improving vehicle operating efficiency and vehicle operational safety.

[0005] To achieve the above objectives, the technical solution adopted by the present invention is as follows: A vehicle remote bypass control circuit includes a remote bypass relay, an automatic driving mode relay, a zero-speed relay, a left door enable relay, and a right door enable relay. The first normally open contact of the zero-speed relay is connected to the vehicle control system. The second normally open contact of the zero-speed relay is connected to the first normally open contact of the autonomous driving mode relay. The second normally open contact of the autonomous driving mode relay is connected to the first terminal of the remote bypass relay coil. The second terminal of the remote bypass relay coil is grounded. The first normally closed contact of the left door enable relay is connected to a DC power supply. The second normally closed contact of the left door enable relay is connected to the first normally closed contact of the right door enable relay. The second normally closed contact of the right door enable relay is connected to the first normally open contact of the remote bypass relay. The second normally open contact of the remote bypass relay is connected to the first normally open contact of the automatic driving mode relay.

[0006] When the vehicle is at zero speed, the zero-speed relay coil is energized, and the first normally open contact of the zero-speed relay closes. When the vehicle is in autonomous driving mode, the autonomous driving mode relay coil is energized, and the first normally open contact of the autonomous driving mode relay closes. When the ground control center issues a remote bypass command through the vehicle control system, the remote bypass relay coil is energized, and the first normally open contact of the remote bypass relay closes.

[0007] When the right and left doors of the vehicle are closed, the coils of the left and right door permission relays are de-energized, and the first normally closed contact of both the left and right door permission relays closes. When the remote bypass relay coil is energized, its first normally open contact closes. Without door permission, the remote bypass control circuit is self-locked via the first normally open contact, and the remote bypass relay coil remains continuously energized. Other contacts of the remote bypass relay can be used to bypass safety conditions, eliminating the impact of the fault and allowing the vehicle to continue operating.

[0008] When the vehicle is running, the zero-speed relay coil is not energized, and the first normally open contact of the zero-speed relay opens. After the vehicle arrives at the platform, the vehicle control system can automatically or manually issue a left door permission signal or a right door permission signal. The left door permission relay coil or the right door permission relay coil is energized, and the first normally closed contact of the left door permission relay or the right door permission relay opens. At this time, the left door or the right door is opened, indicating that the fault has been manually handled. The remote bypass relay coil is no longer self-energized, and the vehicle's remote bypass function is disabled.

[0009] This invention can remotely activate and deactivate the bypass relay according to the vehicle's operating conditions, thereby remotely activating and deactivating vehicle safety conditions and improving vehicle operating efficiency and safety.

[0010] Furthermore, a first diode is disposed between the second end of the first normally open contact of the zero-speed relay and the first end of the first normally open contact of the automatic driving mode relay; Furthermore, a second diode is disposed between the second end of the first normally open contact of the remote bypass relay and the first end of the first normally open contact of the automatic driving mode relay.

[0011] A diode can prevent the two power sources of a remote bypass relay from being connected in series.

[0012] Based on the same inventive concept, the present invention also provides a vehicle remote bypass execution circuit, including: a normally open contact under non-bypass conditions, multiple normally open contacts under bypass conditions, and an emergency braking relay. A normally open contact with non-bypassable conditions, multiple normally open contacts with bypassable conditions, and an emergency brake relay coil are connected in series. One end of the normally open contact with non-bypassable conditions is connected to a DC power supply, and one end of the emergency brake relay coil is grounded. The first, second, and third normally open contacts of the emergency brake relay are connected in series. One end of the first normally open contact of the emergency brake relay is connected to a DC power supply, and one end of the third normally open contact of the emergency brake relay is connected to the traction control unit, the brake control unit, and the network control unit. A bypass switch and a remote bypass relay are connected in parallel to the normally open contact of the bypass condition.

[0013] Conditions under which bypass is not permitted include the driver's control steering handle, mushroom button, etc. Conditions under which bypass is permitted include overspeeding, low total air pressure, loss of train integrity, ATC emergency braking, etc.

[0014] When both the non-bypassable and bypassable conditions are met, the normally open contacts for both conditions will close, thus energizing the emergency brake relay coil and preventing it from being used for emergency braking. If any one of the conditions (either the non-bypassable or bypassable condition) is not met, the emergency brake relay coil will not be energized, preventing it from being used for emergency braking.

[0015] If a bypass condition is not met, the normally open contact for that condition will open, causing the emergency brake relay coil circuit to be non-conductive. The emergency brake relay coil will not be energized, thus initiating emergency braking. A second normally open contact of a remote bypass relay is connected in parallel with the normally open contact for that bypass condition. When the remote bypass relay coil is energized, its second normally open contact closes, enabling the bypass condition to conduct. This connects the emergency brake relay coil circuit, allowing it to be energized but not initiating emergency braking, allowing the vehicle to operate normally.

[0016] When the emergency brake relay coil is energized, the first normally open contact, the second normally open contact, and the third normally open contact of the emergency brake relay close, and the vehicle operates normally.

[0017] When the emergency brake relay coil is de-energized, the first, second, and third normally open contacts of the emergency brake relay open, and the vehicle is guided to emergency braking.

[0018] Compared with the prior art, the beneficial effects of the present invention are as follows: This invention can remotely activate and deactivate the bypass relay according to the vehicle's operating conditions, thereby remotely activating and deactivating vehicle safety conditions and improving vehicle operating efficiency and safety. Attached Figure Description

[0019] Figure 1 A schematic diagram of the emergency braking circuit bypass for an existing vehicle; Figure 2 This is a schematic diagram of the remote bypass execution process according to an embodiment of the present invention; Figure 3 This is a schematic diagram of a remote bypass control circuit according to an embodiment of the present invention; Figure 4 This is a schematic diagram of a remote bypass execution circuit according to an embodiment of the present invention.

[0020] In the diagram, KM1 is the remote bypass relay, KM2 is the automatic driving mode relay, KM3 is the zero-speed relay, KM4 is the left door permission relay, KM5 is the right door permission relay, and KM6 is the emergency brake relay. Detailed Implementation

[0021] The present invention will be described in detail below with reference to embodiments. It should be noted that, unless otherwise specified, the embodiments and features in the embodiments of the present invention can be combined with each other. Example

[0022] This embodiment presents a remote bypass solution based on fully automated driving vehicles. While retaining the hard bypass switch, this solution fully utilizes the vehicle's intelligent detection information and adds remote control of the vehicle by the ground-based OCC (Operation Control Center), enabling remote bypass for certain safety conditions and improving vehicle operating efficiency.

[0023] (1) Initiation of remote bypass like Figure 2The vehicle transmits its fault and status information to the OCC (Operation Control Center) in real time through the intelligent operation and maintenance system. When a fault in a critical circuit node prevents the vehicle from continuing operation, the fault information pops up on the OCC display interface. The dispatcher combines the fault information and status data to comprehensively determine whether the fault can be remotely bypassed (defined in the operation management regulations, the bypass condition is a fault in the equipment status, not an actual fault. For example, this bypass can bypass the total wind pressure condition in the vehicle's emergency braking circuit; the ground can bypass the fault only if the total wind pressure is normal through data). If the fault can be remotely bypassed, the dispatcher confirms it on the display interface, and the ATC (Vehicle Control System) issues a remote bypass command to the vehicle. If the fault cannot be remotely bypassed, other procedures are executed according to the operation rules (if the remote bypass is effective, the vehicle can return to the station to clear passengers after the remote bypass is executed; if the remote bypass is ineffective, personnel are arranged to board the vehicle to handle the situation or onboard personnel intervene manually).

[0024] (2) Execution of remote bypass To clearly explain the working principle of this circuit, it is necessary to first explain the other condition relays used in this circuit: KM2 Automatic Driving Mode Relay: FAM (Fully Automatic Operation Mode) relay, which is energized when the vehicle is in driverless mode.

[0025] Zero-speed relay KM3: This relay is energized after the vehicle has come to a complete stop.

[0026] Left door permission relay KM4: Left door permission relay, allows the left door to be opened. This signal is automatically issued by the ATC system after arrival at the station or is manually issued by the driver.

[0027] Right door permission relay KM5: Right door permission relay, allows the right door to be opened. This signal is automatically issued by the ATC system after arrival at the station or is manually issued by the driver. Based on the above premises, such as Figure 3 The remote bypass control circuit includes a remote bypass relay KM1, an automatic driving mode relay KM2, a zero-speed relay KM3, a left door enable relay KM4, and a right door enable relay KM5.

[0028] The first normally open contact of the zero-speed relay KM3 is connected to the vehicle control system. The second normally open contact of the zero-speed relay KM3 is connected to the first normally open contact of the autonomous driving mode relay KM2. The second normally open contact of the autonomous driving mode relay KM2 is connected to the first coil of the remote bypass relay KM1. The second coil of the remote bypass relay KM1 is grounded.

[0029] The first normally closed contact of the left door enable relay KM4 is connected to a DC power supply. The second normally closed contact of the left door enable relay KM4 is connected to the first normally closed contact of the right door enable relay KM5. The second normally closed contact of the right door enable relay KM5 is connected to the first normally open contact of the remote bypass relay KM1. The second normally open contact of the remote bypass relay KM1 is connected to the first normally open contact of the automatic driving mode relay KM2.

[0030] When the vehicle is at zero speed, the coil of the zero-speed relay KM3 is energized, and the first normally open contact of the zero-speed relay KM3 closes. When the vehicle is in autonomous driving mode, the coil of the autonomous driving mode relay KM2 is energized, and the first normally open contact of the autonomous driving mode relay KM2 closes. When the ground control center issues a remote bypass command through the vehicle control system, the coil of the remote bypass relay KM1 is energized, and the first normally open contact of the remote bypass relay KM1 closes.

[0031] When the right and left doors of the vehicle are closed, the coils of the left door permission relay KM4 and the right door permission relay KM5 are de-energized. The first normally closed contact of the left door permission relay KM4 and the first normally closed contact of the right door permission relay KM5 are closed. When the coil of the remote bypass relay KM1 is energized, the first normally open contact of the remote bypass relay KM1 closes. Without door permission, the first normally closed contact of the remote bypass relay KM1 achieves self-locking of the remote bypass control circuit, and the coil of the remote bypass relay KM1 remains continuously energized. The remote bypass relay KM1 can be used to bypass safety conditions, eliminate the impact of the fault, and allow the vehicle to continue operating.

[0032] When the vehicle is running, the coil of the zero-speed relay KM3 is not energized, and the first normally open contact of the zero-speed relay KM3 is open. After the vehicle arrives at the platform, the vehicle control system can automatically or manually issue a left door permission or right door permission signal through boarding operation. The coil of the left door permission relay KM4 or the coil of the right door permission relay KM5 is energized, and the first normally closed contact of the left door permission relay KM4 or the first normally closed contact of the right door permission relay KM5 is open. At this time, the left door or the right door is opened, indicating that the fault has been manually handled. The coil of the remote bypass relay KM1 is no longer self-holding energized, and the vehicle's remote bypass function is disabled.

[0033] The ATC (Vehicle Control System) sends a remote bypass pulse command through the onboard equipment according to the instructions of the ground OCC. When the vehicle is at zero speed and in FAM mode, the first normally open contact of the zero speed relay KM3 and the first normally open contact of the automatic driving mode relay KM2 are both closed. At this time, the pulse command drives the coil of the remote bypass relay KM1 to be energized.

[0034] After the remote bypass relay KM1 is energized, its first normally open contact closes. Without door permission, the circuit is self-locked through this contact, and the remote bypass relay KM1 remains energized.

[0035] The other contacts of the remote bypass relay KM1 can bypass bypassable conditions in critical circuits, eliminating the impact of the fault and allowing the vehicle to continue running to the station for processing. See details below. Figure 4 .

[0036] After the vehicle arrives at the platform, the ATC system can automatically or manually issue a left door permission signal or a right door permission signal. One of the left door permission relays KM4 or right door permission relays KM5 will be energized. The first normally closed contact of the right door permission relay KM5, which is connected in series in the remote bypass control circuit, will open. The remote bypass self-holding circuit will be de-energized, and the coil of the remote bypass relay KM1 will no longer be energized. At this time, the remote bypass function will fail.

[0037] Because the commands issued by the ATC system are in pulse form rather than continuously transmitted, self-locking is achieved through the design of the remote bypass circuit. First, the ATC system issues a command, and after the coil of the remote bypass relay KM1 is energized, the first normally open contact of the remote bypass relay KM1 closes. This keeps the remote bypass relay KM1 continuously energized through the circuits of the left door enable relay and the right door enable relay. Once the first normally closed contact of the left door enable relay KM4 or the first normally closed contact of the right door enable relay KM5 opens, the remote bypass relay KM1 is de-energized.

[0038] In some implementations of this embodiment, a first diode is provided between the second end of the first normally open contact of the zero-speed relay KM3 and the first end of the first normally open contact of the automatic driving mode relay KM2.

[0039] A second diode is provided between the second terminal of the first normally open contact of the bypass relay KM1 and the first terminal of the first normally open contact of the automatic driving mode relay KM2.

[0040] A diode can prevent the two power sources of a remote bypass relay from being connected in series.

[0041] like Figure 4 The vehicle remote bypass execution circuit includes normally open contacts for non-bypass conditions, multiple normally open contacts for bypass conditions, and an emergency braking relay KM6.

[0042] The normally open contact under non-bypass condition, multiple normally open contacts under bypass condition, and the coil of emergency brake relay KM6 are connected in series. One end of the normally open contact under non-bypass condition is connected to a DC power supply, and one end of the coil of emergency brake relay KM6 is grounded. The first normally open contact, the second normally open contact, and the third normally open contact of emergency brake relay KM6 are connected in series. One end of the first normally open contact of emergency brake relay KM6 is connected to a DC power supply, and one end of the third normally open contact of emergency brake relay KM6 is connected to the traction control unit, the brake control unit, and the network control unit.

[0043] A bypass switch and a remote bypass relay are connected in parallel to the normally open contact of the bypass condition.

[0044] Conditions under which bypass is not permitted include the driver's control steering handle, mushroom button, etc. Conditions under which bypass is permitted include overspeeding, low total air pressure, loss of train integrity, ATC emergency braking, etc.

[0045] When both the non-bypassable and bypassable conditions are met, the normally open contacts for both conditions will close, thus energizing the emergency brake relay coil and preventing it from being used for emergency braking. If any one of the conditions (either the non-bypassable or bypassable condition) is not met, the emergency brake relay coil will not be energized, preventing it from being used for emergency braking.

[0046] If a bypass condition is not met, the normally open contact for that condition will open, causing the emergency brake relay coil circuit to be non-conductive. The emergency brake relay coil will not be energized, thus initiating emergency braking. A second normally open contact of a remote bypass relay is connected in parallel with the normally open contact for that bypass condition. When the remote bypass relay coil is energized, its second normally open contact closes, enabling the bypass condition to conduct. This connects the emergency brake relay coil circuit, allowing it to be energized but not initiating emergency braking, allowing the vehicle to operate normally.

[0047] When the emergency brake relay coil is energized, the first normally open contact, the second normally open contact, and the third normally open contact of the emergency brake relay close, and the vehicle operates normally.

[0048] When the emergency brake relay coil is energized, the first, second, and third normally open contacts of the emergency brake relay open, and the vehicle brakes suddenly.

[0049] like Figure 4When all four conditions—non-bypass, 1, 2, 3, and 4—are met, these normally open contacts will close, thus completing the circuit and energizing the coil of the emergency braking relay KM6, without triggering emergency braking. If any one of these conditions is not met, the circuit will not complete, triggering emergency braking.

[0050] For conditions 1, 2, 3, and 4, when these conditions cannot be met but emergency braking of the train is required, the corresponding bypass switch can be operated to bypass the condition and relieve the emergency braking.

[0051] Conditions 2 and 3 mean that they can be bypassed by the local bypass switch and also by the remote bypass switch.

[0052] Conditions under which bypass is not permitted: driver's control steering handle, mushroom button, etc.; conditions under which bypass is permitted: overspeed, low total air pressure, loss of train integrity, ATC emergency braking, etc.

[0053] Traditionally, when a rail transit vehicle experiences a fault, it must be manually bypassed. This embodiment, based on manual bypass, designs a complete remote bypass execution process, including establishment, termination, and execution circuits. It is applicable to fully automated urban rail transit vehicles, improves the vehicle's remote fault handling capabilities, and greatly eliminates the adverse effects of faults on the vehicle.

[0054] The above embodiments should be understood as being used only to illustrate the present invention more clearly, and not to limit the scope of the present invention. After reading the present invention, any modifications of the present invention in various equivalent forms by those skilled in the art fall within the scope defined by the appended claims.

Claims

1. A vehicle remote bypass control circuit, characterized in that, Including remote bypass relay (KM1), automatic driving mode relay (KM2), zero speed relay (KM3), left door enable relay (KM4), right door enable relay (KM5). The first normally open contact of the zero-speed relay (KM3) is connected to the vehicle control system. The second normally open contact of the zero-speed relay (KM3) is connected to the first normally open contact of the automatic driving mode relay (KM2). The second normally open contact of the automatic driving mode relay (KM2) is connected to the first coil of the remote bypass relay (KM1). The second coil of the remote bypass relay (KM1) is grounded. The first normally closed contact of the left door enable relay (KM4) is connected to the DC power supply. The second normally closed contact of the left door enable relay (KM4) is connected to the first normally closed contact of the right door enable relay (KM5). The second normally closed contact of the right door enable relay (KM5) is connected to the first normally open contact of the remote bypass relay (KM1). The second normally open contact of the remote bypass relay (KM1) is connected to the first normally open contact of the automatic driving mode relay (KM2).

2. The vehicle remote bypass control circuit according to claim 1, characterized in that, A first diode is disposed between the second terminal of the first normally open contact of the zero-speed relay (KM3) and the first terminal of the first normally open contact of the automatic driving mode relay (KM2).

3. The vehicle remote bypass control circuit according to claim 1 or 2, characterized in that, A second diode is provided between the second terminal of the first normally open contact of the bypass relay (KM1) and the first terminal of the first normally open contact of the automatic driving mode relay (KM2).

4. A vehicle remote bypass execution circuit, characterized in that, Includes normally open contacts under non-bypassable conditions, normally open contacts under multiple bypassable conditions, emergency braking relay (KM6), and the vehicle remote bypass control circuit as described in any one of claims 1-3. The normally open contact under non-bypass condition, multiple normally open contacts under bypass condition, and the coil of the emergency brake relay (KM6) are connected in series. One end of the normally open contact under non-bypass condition is connected to a DC power supply, and one end of the coil of the emergency brake relay (KM6) is grounded. The first normally open contact, the second normally open contact, and the third normally open contact of the emergency brake relay (KM6) are connected in series. One end of the first normally open contact of the emergency brake relay (KM6) is connected to a DC power supply, and one end of the third normally open contact of the emergency brake relay (KM6) is connected to the traction control unit, the brake control unit, and the network control unit. A bypass switch and a remote bypass relay (KM1) are connected in parallel to the normally open contact of the bypass condition.

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