Train driver's cab side door control circuit and method, electronic equipment, storage medium

Abstract

This application provides a control circuit and method for a train driver's cab side door, electronic equipment, and storage medium, belonging to the field of urban rail train design and manufacturing technology. The method includes: when the train is inactive and the driver's cab is not occupied, in response to receiving an activation key switch signal, controlling the battery to supply power to the driver's cab door controller; in response to receiving a key reset signal, controlling a power-off delay relay to delay for a first duration to allow the battery to supply power to the driver's cab door controller; and controlling the driver's cab side door to open or close according to the driver's cab side door status within the first duration; the first duration is determined based on the mechanical structure characteristics, control logic characteristics, and motor drive characteristics of the driver's cab side door. This application can ensure the safety of the electric control of the driver's cab side door, avoid wear and damage to the steel wire caused by frequent use of the emergency unlocking function, and save maintenance costs.

Description

Technical Field

[0001] This application belongs to the field of urban rail train design and manufacturing technology, and more specifically, relates to a train driver's cab side door control circuit and method, electronic equipment, and storage medium. Background Technology

[0002] To ensure the airtightness of existing urban rail vehicles, electrically controlled sliding doors are installed in the driver's cab. The driver's cab side door is opened and closed by the door opening and closing button in the driver's cab or on the door leaf. However, when the vehicle is without power, the driver can only enter the driver's cab through the emergency unlocking function. Frequent use of the emergency unlocking function can easily cause wear and damage to the steel wire, making inspection and maintenance complicated and costly. Summary of the Invention

[0003] The purpose of this application is to provide a control circuit and method for the side door of the driver's cab, an electronic device, and a storage medium that can ensure the safety of the electric control of the driver's cab side door, avoid the wear and damage of the steel wire caused by frequent use of the emergency unlocking function, and save maintenance costs.

[0004] A first aspect of this application provides a train driver's cab side door control circuit, including: an electric key switch, a first activation switch, a power-off delay relay, a first power supply contactor, a second power supply contactor, and a driver's cab power supply circuit breaker; The two ends of the electric key switch are connected to the battery and the first end of the power-off delay relay coil, respectively. The second end of the power-off delay relay coil is used to connect to the DC 0V terminal of the driver's cab door controller. The fixed end of the first activation switch is connected to the battery. The normally closed end of the first activation switch is connected to the DC 0V terminal of the driver's cab door controller in sequence through the first power-off delay switch of the power-off delay relay and the first power supply contactor. The normally open end of the first activation switch is connected to the DC 0V terminal of the driver's cab door controller through the second power supply contactor. The first terminal of the first power supply contactor switch is used to connect to the storage battery, and the second terminal of the first power supply contactor switch is connected to the DC 110V terminal of the driver's cab door controller through the driver's cab power supply circuit breaker. The first terminal of the second power supply contactor switch is used to connect to the DC 110V emergency power supply unit, and the second terminal of the second power supply contactor switch is connected to the DC 110V terminal of the driver's cab door controller through the driver's cab power supply circuit breaker.

[0005] In one embodiment, the side door control circuit further includes: First occupancy interlock relay and second activation switch; The first terminal of the first occupancy interlock relay is connected to the driver's cab power supply circuit breaker, and the second terminal of the first occupancy interlock relay is connected to the electric key control terminal of the driver's cab door controller through the second power-off delay switch of the power-off delay relay. The driver's cab power supply circuit breaker is connected to the zero-speed terminal of the driver's cab door controller in sequence through the third power-off delay switch and the second activation switch of the power-off delay relay.

[0006] In one embodiment, the side door control circuit further includes: First button switch, second button switch, third button switch, and second occupancy interlock switch; The first end of the first button switch and the first end of the second button switch are both connected to the power supply circuit breaker in the driver's cab. The second end of the first button switch is connected to the door opening end of the driver's cab door controller, and the second end of the second button switch is connected to the door closing end of the driver's cab door controller. The first end of the third push-button switch is connected to the DC 24V terminal of the driver's cab door controller via the second occupancy interlock switch, and the second end of the third push-button switch is connected to the door switch signal terminal of the driver's cab door controller.

[0007] A second aspect of this application provides a method for controlling a side door in a train driver's cab, comprising: When the train is inactive and the driver's cab is not occupied, in response to receiving the signal to activate the electric key switch, the battery is controlled to supply power to the driver's cab door controller. In response to receiving the electric key reset signal, the power-off delay relay is controlled to delay for a first duration to enable the battery to power the driver's cab door controller, and the driver's cab side door is controlled to open or close according to the status of the driver's cab side door within the first duration; the first duration is determined according to the mechanical structure characteristics, control logic characteristics and motor drive characteristics of the driver's cab side door.

[0008] In one embodiment, the side door control method further includes: When the train is in an active state and the driver's cab is occupied, the first occupancy interlock relay is disconnected so that the power supply to the electric key control terminal of the driver's cab door controller is stopped. In response to receiving a first button switch closed signal or a second button switch closed signal, and detecting a zero-speed signal, the driver's cab side door is controlled to open or close; or, In response to receiving a closed signal from the third push-button switch and detecting a zero-speed signal, the driver's cab side door is controlled to open or close. When the train is in an active state and the driver's cab is not occupied, the driver's cab side door is controlled to open or close in response to the received activation key switch signal, first button switch closed signal, or second button switch closed signal.

[0009] In one embodiment, determining the first duration based on the mechanical structural features, control logic features, and motor drive characteristics of the driver's cab side door includes: The reference time for completing one door opening or closing operation is calculated based on the door lock mechanism stroke, hinge friction coefficient, and linkage transmission ratio of the driver's cab side door. The control logic delay duration is calculated based on the signal processing delay of the driver's cab door controller and the relay action time. The motor response time is calculated based on the rated speed and moment of inertia of the drive motor. The first duration is obtained by weighted summation of the base duration, control logic delay duration, and motor response duration.

[0010] In one embodiment, the reference duration, control logic delay duration, and motor response duration are determined according to the train model.

[0011] A third aspect of this application provides a train driver's cab side door control device, comprising: The activation module is used to control the battery to power the driver's cab door controller when the train is in an inactive state and the driver's cab is not occupied, in response to receiving the activation key switch signal. The control module is used to respond to the received electric key reset signal, control the power-off delay relay to delay for a first duration to enable the battery to supply power to the driver's cab door controller, and control the driver's cab side door to open or close according to the status of the driver's cab side door within the first duration; the first duration is determined according to the mechanical structure characteristics, control logic characteristics and motor drive characteristics of the driver's cab side door.

[0012] A fourth aspect of this application provides an electronic device, including a memory, a processor, and a computer program stored in the memory and running on the processor, wherein the processor executes the computer program to implement the steps of the train driver's cab side door control method described above.

[0013] A fifth aspect of this application provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the steps of the train driver's cab side door control method described above.

[0014] The beneficial effects of the train driver's cab side door control circuit and method, electronic equipment, and storage medium provided in this application embodiment are as follows: This embodiment of the application installs an electric key on the lower right side of the driver's cab side door. When the vehicle is not activated, the door controller is temporarily powered by the battery via a power-off delay relay, enabling electric door opening and closing. This replaces the existing method of frequently using the emergency unlock function to enter the driver's cab, effectively avoiding the problem of steel wire wear and damage, and reducing the complexity and cost of inspection and maintenance. Furthermore, the electric key is self-resetting, automatically returning to its initial state and de-energizing after operation, eliminating the need for manual reset, making operation convenient and less prone to oversight.

[0015] In addition, this application embodiment adopts a dual power supply circuit. When the train is not activated, it is powered by the battery through the first power supply contactor. After the train is activated, it is powered by the DC 110V emergency power supply unit through the second power supply contactor, which ensures that the driver's cab side door can be opened and closed in all states of the train. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1 A plan view of a train driver's cab side door provided in an embodiment of this application; Figure 2 This is a schematic diagram of the structure of the left-side door control circuit of the train driver's cab provided in an embodiment of this application; Figure 3 This is a diagram of an electric key control logic provided in an embodiment of this application; Figure 4 A schematic flowchart of a train driver's cab side door control method provided in an embodiment of this application; Figure 5 A structural block diagram of a train driver's cab side door control device provided in an embodiment of this application; Figure 6 This is a schematic block diagram of an electronic device provided in an embodiment of this application.

[0018] Attached reference numerals: 1. Driver's cab side door electric key; 2. Driver's cab side door emergency unlock position; 3. Open / close button next to the driver's cab side door leaf; 80-S09. Electric key switch; 22-K04. First activation switch; 22-K22. Second activation switch; 80-KT09. Power-off delay relay; 80-Q09. First power supply contactor; 80-Q19. Second power supply contactor; 80-F09. Driver's cab power supply circuit breaker; 22-K13. First occupancy interlock relay; 80-S27. First push-button switch; 80-S31. Second push-button switch; 80-S41. Third push-button switch; 22-K36. Second occupancy interlock switch. Detailed Implementation

[0019] In the following description, specific details such as particular system architectures and techniques are set forth for illustrative purposes and not for limitation, in order to provide a thorough understanding of the embodiments of this application. However, those skilled in the art will understand that this application may also be implemented in other embodiments without these specific details. In other instances, detailed descriptions of well-known systems, apparatuses, circuits, and methods have been omitted so as not to obscure the description of this application with unnecessary detail.

[0020] To make the objectives, technical solutions, and advantages of this application clearer, the following description will be provided in conjunction with the accompanying drawings and specific embodiments.

[0021] Please refer to Figure 1 , Figure 1 This is a plan view of a train driver's cab side door according to an embodiment of this application. A driver's cab side door electric key 1 is installed on the vehicle body at the lower right side of the driver's cab side door. The driver's cab side door electric key 1 is self-resetting and can electrically open or close the driver's cab side door. The driver's cab side door electric key 1 can be a square-hole lock cylinder, a round lock cylinder, or a lock cylinder of other shapes; this embodiment does not limit the type of lock cylinder.

[0022] Please refer to Figure 2 , Figure 2 This is a schematic diagram of the structure of the left-side door control circuit of the train driver's cab provided in one embodiment of this application.

[0023] In this embodiment, the control logic for the left and right doors of the driver's cab is the same. Taking the left door as an example, the control principle of the side door control circuit is as follows: When the vehicle is not activated, it is not powered, and the doors cannot be opened or closed using the door opening / closing buttons in the driver's cab (first button switch 80-S27 and second button switch 80-S31) or the button on the side door of the driver's cab (third button switch 80-S41). This embodiment can determine whether the driver's cab is powered by the battery by the operation of the electric key. Specifically: when the train is not activated, there is no current flowing through the first activation switch 22-K04 and the second activation switch 22-K22, meaning their normally closed terminals are closed. Therefore, there is no current flowing through the first power supply contactor 80-Q09, and the driver's cab door controller is not powered. At this time, if the driver's cab is not occupied, there is also no current flowing through the first occupancy interlock relay 22-K13.

[0024] When the ignition key switch 80-S09 is closed, the coil of the power-off delay relay 80-KT09 is energized, the battery supplies power to the driver's cab door controller, the driver's cab power supply circuit breaker 80-F09 closes, and the ignition key's forced door open / close output enable is sent to the driver's cab door controller; simultaneously, the ignition key's forced zero-speed output is sent to the driver's cab door controller. At this time, the driver's cab door controller determines the current side door status. If the side door is closed, the corresponding side door opens; if the side door is open, the corresponding side door closes.

[0025] The electric key in this embodiment is a self-resetting electric key. After the operation is completed, it will quickly return to the initial state. At this time, the electric key switch 80-S09 is turned off, and the power-off delay relay 80-KT09 turns off the power after a first delay.

[0026] When the train is activated, the first activation switch 22-K04 and the second activation switch 22-K22 are closed. That is, the normally closed terminals of the first activation switch 22-K04 and the second activation switch 22-K22 are opened, and the normally open terminals are closed. At this time, no current flows through the first power supply contactor 80-Q09, and current flows through the second power supply contactor 80-Q19. The power supply of the driver's cab door controller is switched from permanent battery power supply to emergency power supply via DC 110V.

[0027] When the train is activated and the driver's cab is not occupied, the first occupancy interlock relay 22-K13 is de-energized. At this time, the electric key and the buttons in the driver's cab (first button switch 80-S27 and second button switch 80-S31) can control the opening or closing of the driver's cab side door. However, because the driver's cab is not occupied, the second occupancy interlock relay 22-K36 is also de-energized. Therefore, the normally open terminal of the second occupancy interlock relay 22-K36 is in the open state, and the button next to the driver's cab side door (third button switch 80-S41) cannot control the opening or closing of the driver's cab side door.

[0028] To prevent unreliable key contacts from causing malfunctions in the side doors during train operation, when the train is activated and the driver's cab is occupied, current flows through the first occupancy interlock relay 22-K13, meaning its normally closed terminal is open. In this case, the key's door-opening enable is ineffective, and the driver's cab side door cannot be opened or closed using the key. Similarly, when the train is activated and the driver's cab is occupied, current flows through the second occupancy interlock relay 22-K36, meaning its normally open terminal is closed. The button (third push-button switch 80-S41) next to the driver's cab side door can control its opening or closing. At this time, the buttons inside the driver's cab (first push-button switch 80-S27 and second push-button switch 80-S31) can also control the opening or closing of the driver's cab side door.

[0029] In this embodiment, the control logic reference of the electric key Figure 3 First, after activating the electric key, determine if the driver's cab is occupied. If the driver's cab is occupied, it means that someone is operating the train. To prevent unreliable electric key contacts from causing malfunctions of the side doors during train operation, the electric key's door opening enable is disabled, meaning that the electric key cannot control the opening or closing of the driver's cab side doors.

[0030] If the driver's cab is not occupied, it means no one is on the train. The driver's cab side door can then be opened or closed directly based on the status of the electric key switch. Simultaneously, the power-off delay relay is activated, using the battery to power the driver's cab door controller. The electric key forces a zero-speed output and provides door enable to the driver's cab door controller. At this point, the driver's cab door controller again checks if the driver's cab is occupied. If it is not occupied, it checks the current side door status. If the side door is closed, it opens; if it is open, it closes.

[0031] In one embodiment of this application, the control logic of the driver's cab door controller is as follows: Using an electric key to open the door: When the signal at the electric key control terminal changes from low to high and remains high for more than 1000ms, the signal at the electric key control terminal is considered valid. If conditions ①-⑤ below are met simultaneously, the door will immediately open to the end position and remain in the fully opened position: ① Zero speed terminal is high level; ② Door closing terminal is low level; ③ No emergency unlocking device is operated; ④ "Vehicle speed > 10km / h" terminal is low level; ⑤ Side door is in the locked position.

[0032] Using an electric key to close the door: When the signal at the electric key control terminal transitions from low to high and remains high for more than 200ms, the signal at the electric key control terminal is considered valid. If conditions ①-⑤ below are met simultaneously, the door will immediately close to the final closing position and remain in the closed position. ① The zero-speed terminal is at a high level; ② The emergency unlocking device has not been operated; ③ The "vehicle speed > 10km / h" terminal is at a low level; ④ The side door is in the non-locked position.

[0033] In one embodiment, if the driver operates the key again within the first time interval (e.g., 30 seconds) after operating the key, the door controller in the driver's cab will not consider the second operation valid. This is because the door controller determines the validity of the key signal by detecting a transition from a low level to a high level and maintaining it for 200ms. During the first time interval, the power-off delay relay continuously supplies power to the zero-speed terminal, enable terminal, and key control terminal of the door controller, causing these signals to remain at a high level without any transition. Therefore, the door controller does not consider it valid.

[0034] As can be seen from the above, this embodiment of the application, by installing an electric key on the lower right side of the driver's cab side door, uses a battery via a power-off delay relay to temporarily power the door controller when the vehicle is not activated, enabling electric door opening and closing operations. This replaces the method of frequently using the emergency unlocking function to enter the driver's cab in the prior art, effectively avoiding the problem of steel wire wear and damage, and reducing the complexity and cost of inspection and maintenance. At the same time, the electric key adopts a self-resetting mechanism, automatically returning to its initial state and cutting off power after operation, eliminating the need for additional manual reset, making operation convenient and less prone to omission.

[0035] This application constructs a secure logical interlock through a first occupancy interlock relay and a second occupancy interlock relay: when the train is activated and the driver's cab is occupied, the electric key's door opening enable is automatically disabled, allowing only the buttons inside the driver's cab and the buttons next to the side door to control the side door, preventing unreliable electric key contacts from causing the side door to malfunction during train operation; when the train is activated and the driver's cab is not occupied, both the electric key and the buttons inside the cab can be controlled, but the buttons next to the door are locked, taking into account both the emergency operation needs in unoccupied conditions and the operational safety in occupied conditions, enabling control of the driver's cab side door under different operating conditions.

[0036] Please refer to Figure 4 , Figure 4 This is a flowchart illustrating a train driver's cab side door control method according to an embodiment of this application. The method may include: S101: When the train is inactive and the driver's cab is not occupied, in response to receiving the signal to activate the electric key switch, control the battery to supply power to the driver's cab door controller.

[0037] In this embodiment, when the train is inactive and the driver's cab is unoccupied, it means the driver needs to open or close the driver's cab side door from the outside while the train is without power. At this time, since the door is closed and locked, it needs to be unlocked first using the electric key. After the driver activates the electric key for the driver's cab side door, the battery can power the driver's cab door controller and its corresponding control circuit, putting the train in a powered state, i.e., an activated state.

[0038] S102: In response to receiving the electric key reset signal, control the power-off delay relay to delay for a first duration to enable the battery to power the driver's cab door controller, and control the driver's cab side door to open or close according to the status of the driver's cab side door within the first duration; the first duration is determined according to the mechanical structure characteristics, control logic characteristics and motor drive characteristics of the driver's cab side door.

[0039] In this embodiment, after the electric key is reset, the battery powers the driver's cab door controller via a power-off delay relay, and the driver's cab side door is opened or closed according to its status. That is, when the side door is closed, the corresponding door is opened; when the door is open, the corresponding door is closed.

[0040] In one embodiment, determining the first duration based on the mechanical structural features, control logic features, and motor drive characteristics of the driver's cab side door includes: The reference time for completing one door opening or closing operation is calculated based on the door lock mechanism stroke, hinge friction coefficient, and linkage transmission ratio of the driver's cab side door. The control logic delay duration is calculated based on the signal processing delay of the driver's cab door controller and the relay action time. The motor response time is calculated based on the rated speed and moment of inertia of the drive motor. The first duration is obtained by weighted summation of the base duration, control logic delay duration, and motor response duration.

[0041] In this embodiment, the travel of the door lock mechanism of the driver's cab side door refers to the linear distance required for the latch in the side door lock mechanism to move from the fully locked position (door closed and locked) to the fully unlocked position, or conversely, the linear distance required to move from unlocked to locked. The hinge friction coefficient refers to the ratio of the frictional resistance to the normal force between the contact surfaces of the hinge (the rotating joint between the door and the door frame) of the driver's cab side door during relative movement; it is dimensionless. This coefficient affects the mechanical resistance to door rotation; a larger value indicates greater friction and a longer time required to open and close the door. The linkage transmission ratio refers to the conversion ratio of the linkage transmission system from the output shaft of the drive motor (or the end of the reduction mechanism) to the door lock mechanism, and is usually defined as the ratio of the number of motor rotations to the door lock displacement.

[0042] In one embodiment, the reference time for completing one door opening or closing operation is calculated based on the door lock mechanism stroke, hinge friction coefficient, and linkage transmission ratio of the driver's cab side door, including: The baseline duration is calculated based on the first formula, which is: ; in, The base duration is in seconds. This refers to the linkage ratio, expressed in revolutions per meter (RPM). This refers to the rated speed of the drive motor, measured in revolutions per second. The travel distance of the door lock mechanism is in meters. The equivalent arc length of rotation when the door is fully open or closed, expressed in meters. Let be the hinge friction coefficient, dimensionless. Let be the hinge friction coefficient, which is dimensionless.

[0043] This embodiment determines the reference time for opening and closing the door based on the stroke of the door lock mechanism of the driver's cab side door, the hinge friction coefficient, and the linkage transmission ratio. Compared with the existing technology that uses fixed empirical values, this overcomes the problems of insufficient delay leading to door not locking and excessive delay causing battery wear, which are common with traditional methods. Furthermore, the parameters in this embodiment vary depending on the type of train, meeting the door opening and closing requirements of different types of vehicles, minimizing static energy consumption of the battery, and extending battery life.

[0044] In one embodiment, calculating the control logic delay duration based on the signal processing delay of the driver's cab door controller and the relay action time includes: adding the signal processing delay and the relay action time to obtain the control logic delay duration.

[0045] Among these, signal processing delay refers to the total time required for the driver's cab door controller to output a control command from the moment it receives an external control signal (such as a key reset signal). Relay operating time refers to the time required for the relay to mechanically close its contacts from the moment the coil is energized. Control logic delay refers to the total electrical delay from the input of the control signal to the actual activation of the drive circuit.

[0046] In one embodiment, calculating the motor response time based on the rated speed and moment of inertia of the drive motor includes: calculating the motor response time according to a second formula: ; in, Motor response time, in seconds. The total moment of inertia on the motor shaft, expressed in kilograms per square meter. This refers to the rated angular velocity of the drive motor, expressed in radians per second. The rated torque of the drive motor, expressed in Newton-meters (N·m). This is the equivalent load torque on the motor shaft, measured in Newton-meters.

[0047] In this embodiment, the rated angular velocity of the drive motor can be determined based on the rated rotational speed. pass Calculated.

[0048] In this embodiment, the weighting coefficients corresponding to the reference duration, control logic delay duration, and motor response duration can be the same or different. If the weighting coefficients are different, the first duration can be calculated based on the weighting coefficients corresponding to the reference duration, control logic delay duration, and motor response duration preset for different train models.

[0049] This embodiment determines the delay duration of the power-off delay relay based on the mechanical structure, control logic, and motor drive characteristics of the driver's cab side door. This avoids situations where the door fails to lock due to a short delay or wastes battery energy due to a long delay. The method provided in this embodiment is adaptable to different vehicle models and door types, ensuring the side door is fully locked before a power outage, reducing operational safety hazards, while minimizing battery static energy consumption and extending its service life.

[0050] In one embodiment of this application, the train driver's cab side door control method further includes: When the train is in an active state and the driver's cab is occupied, the first occupancy interlock relay is disconnected so that the power supply to the electric key control terminal of the driver's cab door controller is stopped. In response to receiving a first button switch closed signal or a second button switch closed signal, and detecting a zero-speed signal, the driver's cab side door is controlled to open or close; or, In response to receiving a closed signal from the third push-button switch and detecting a zero-speed signal, the driver's cab side door is controlled to open or close. When the train is in an active state and the driver's cab is not occupied, the driver's cab side door is controlled to open or close in response to the received activation key switch signal, first button switch closed signal, or second button switch closed signal.

[0051] In this embodiment, the electric key can briefly activate the power-off delay relay to allow the battery to power the driver's cab door controller. Once the train is powered on and the driver's cab is occupied, the contacts of the first occupancy interlock relay in the driver's cab can be controlled to disconnect the power supply from the electric key. This prevents unreliable electric key contacts from causing malfunctions of the driver's cab side door during vehicle operation. When the train is active and before the driver disembarks, the driver can open the door and immediately disconnect the train's power by operating the first button inside the driver's cab before power is cut off. After the driver disembarks, the door can be closed using the external electric key.

[0052] In this embodiment, when the train is in an active state and the driver's cab is occupied, the electric key is invalid. If you want to open or close the driver's cab side door from the outside, you can do so by pressing the button on the driver's cab side door after detecting a zero speed signal. If you want to open or close the driver's cab side door from the inside, you can do so by pressing the door open / close button (first button switch and second button switch) inside the driver's cab after detecting a zero speed signal.

[0053] Corresponding to the train driver's cab side door control method in the above embodiment, Figure 5 This is a structural block diagram of a train driver's cab side door control device according to an embodiment of this application. For ease of explanation, only the parts relevant to the embodiment of this application are shown. References Figure 5The train driver's cab side door control device 20 includes an activation module 21 and a control module 22.

[0054] The activation module 21 is used to control the battery to supply power to the driver's cab door controller when the train is in an inactive state and the driver's cab is not occupied, in response to receiving the activation key switch signal. The control module 22 is used to respond to the received electric key reset signal, control the power-off delay relay to delay for a first duration so that the battery can supply power to the driver's cab door controller, and control the driver's cab side door to open or close according to the status of the driver's cab side door within the first duration; the first duration is determined according to the mechanical structure characteristics, control logic characteristics and motor drive characteristics of the driver's cab side door.

[0055] In one embodiment of this application, the control module 22 is further configured to control the first occupancy interlock relay to disconnect when the train is in an active state and the driver's cab is occupied, so that the power supply to the electric key control terminal of the driver's cab door controller is stopped. In response to receiving a first button switch closed signal or a second button switch closed signal, and detecting a zero-speed signal, the driver's cab side door is controlled to open or close; or, In response to receiving a closed signal from the third push-button switch and detecting a zero-speed signal, the driver's cab side door is controlled to open or close. When the train is in an active state and the driver's cab is not occupied, the driver's cab side door is controlled to open or close in response to the received activation key switch signal, first button switch closed signal, or second button switch closed signal.

[0056] In one embodiment of this application, when the control module 22 determines the first duration based on the mechanical structural features, control logic features, and motor drive characteristics of the driver's cab side door, it is specifically used for: The reference time for completing one door opening or closing operation is calculated based on the door lock mechanism stroke, hinge friction coefficient, and linkage transmission ratio of the driver's cab side door. The control logic delay duration is calculated based on the signal processing delay of the driver's cab door controller and the relay action time. The motor response time is calculated based on the rated speed and moment of inertia of the drive motor. The first duration is obtained by weighted summation of the base duration, control logic delay duration, and motor response duration.

[0057] In one embodiment, the reference duration, control logic delay duration, and motor response duration are determined according to the train model.

[0058] See Figure 6 , Figure 6 This is a schematic block diagram of an electronic device provided according to an embodiment of this application. Figure 3The electronic device 300 in this embodiment may include one or more processors 301, one or more input devices 302, one or more output devices 303, and one or more memories 304. The processors 301, input devices 302, output devices 303, and memories 304 communicate with each other via a communication bus 305. The memories 304 store computer programs, including program instructions. The processors 301 execute the program instructions stored in the memories 304. Specifically, the processors 301 are configured to invoke the program instructions to perform the functions of the modules in the aforementioned device embodiments, for example... Figure 5 The functions of the activation module 21 and the control module 22 are shown.

[0059] It should be understood that, in the embodiments of this application, the processor 301 may be a central processing unit (CPU), but it may also be other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor may be a microprocessor or any conventional processor.

[0060] Input device 302 may include a touchpad, a fingerprint sensor (for collecting the user's fingerprint information and fingerprint orientation information), a microphone, etc., and output device 303 may include a display (LCD, etc.), a speaker, etc.

[0061] The memory 304 may include read-only memory and random access memory, and provides instructions and data to the processor 301. A portion of the memory 304 may also include non-volatile random access memory.

[0062] In specific implementations, the processor 301, input device 302, and output device 303 described in the embodiments of this application can execute the implementation method described in the train driver's cab side door control method provided in the embodiments of this application, or they can execute the implementation method of the electronic device described in the embodiments of this application, which will not be repeated here.

[0063] In another embodiment of this application, a computer-readable storage medium is provided. This computer-readable storage medium stores a computer program, which includes program instructions. When executed by a processor, the program instructions implement all or part of the processes in the methods described above. Alternatively, the computer program can instruct related hardware to complete the process. The computer program can be stored in a computer-readable storage medium, and when executed by a processor, it can implement the steps of the various method embodiments described above. The computer program includes computer program code, which can be in the form of source code, object code, executable files, or certain intermediate forms. The computer-readable medium can include any entity or device capable of carrying computer program code, a recording medium, a USB flash drive, a portable hard drive, a magnetic disk, an optical disk, a computer memory, a read-only memory (ROM), a random access memory (RAM), an electrical carrier signal, a telecommunication signal, and a software distribution medium, etc.

[0064] The computer-readable storage medium can be an internal storage unit of the electronic device in any of the foregoing embodiments, such as a hard disk or memory of the electronic device. The computer-readable storage medium can also be an external storage device of the electronic device, such as a plug-in hard disk, smart media card (SMC), secure digital card (SD), flash card, etc., equipped on the electronic device. Furthermore, the computer-readable storage medium can include both internal and external storage units of the electronic device. The computer-readable storage medium is used to store computer programs and other programs and data required by the electronic device. The computer-readable storage medium can also be used to temporarily store data that has been output or will be output.

[0065] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of both. To clearly illustrate the interchangeability of hardware and software, the components and steps of the various examples have been generally described in terms of functionality in the foregoing description. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementations should not be considered beyond the scope of this application.

[0066] Those skilled in the art will understand that, for the sake of convenience and brevity, the specific working process of the electronic devices and modules described above can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0067] In the several embodiments provided in this application, it should be understood that the disclosed electronic devices and methods can be implemented in other ways. For example, the device embodiments described above are merely illustrative. For instance, the division of modules is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple modules or components may be combined or integrated into another system, or some features may be ignored or not executed. In addition, the mutual coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some interfaces or modules, or it may be an electrical, mechanical, or other form of connection.

[0068] The modules described as separate components may or may not be physically separate. Similarly, the components shown as modules may or may not be physical modules; they may be located in one place or distributed across multiple network modules. Some or all of the modules can be selected to achieve the purpose of the embodiments of this application, depending on actual needs.

[0069] Furthermore, the functional modules in the various embodiments of this application can be integrated into one processing module, or each module can exist physically separately, or two or more modules can be integrated into one module. The integrated modules described above can be implemented in hardware or as software functional modules.

[0070] The above are merely specific embodiments of this application, but the scope of protection of this application is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in this application, and these modifications or substitutions should all be covered within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A control circuit for a side door of a train driver's cab, characterized in that, It includes an electric key switch, a first activation switch, a power-off delay relay, a first power supply contactor, a second power supply contactor, and a driver's cab power supply circuit breaker; The two ends of the electric key switch are respectively connected to the battery and the first end of the power-off delay relay coil. The second end of the power-off delay relay coil is used to connect to the DC 0V terminal of the driver's cab door controller. The fixed end of the first activation switch is connected to the battery. The normally closed end of the first activation switch is connected to the DC 0V terminal of the driver's cab door controller in sequence through the first power-off delay switch of the power-off delay relay and the first power supply contactor. The normally open end of the first activation switch is connected to the DC 0V terminal of the driver's cab door controller through the second power supply contactor. The first terminal of the first power supply contactor switch is used to connect to the storage battery, and the second terminal of the first power supply contactor switch is connected to the DC 110V terminal of the driver's cab door controller through the driver's cab power supply circuit breaker. The first terminal of the second power supply contactor switch is used to connect to the DC 110V emergency power supply unit, and the second terminal of the second power supply contactor switch is connected to the DC 110V terminal of the driver's cab door controller through the driver's cab power supply circuit breaker.

2. The train driver's cab side door control circuit as described in claim 1, characterized in that, The circuit also includes: First occupancy interlock relay and second activation switch; The first terminal of the first occupancy interlock relay is connected to the driver's cab power supply circuit breaker, and the second terminal of the first occupancy interlock relay is connected to the electric key control terminal of the driver's cab door controller through the second power-off delay switch of the power-off delay relay. The driver's cab power supply circuit breaker is connected to the zero-speed terminal of the driver's cab door controller in sequence through the third power-off delay switch and the second activation switch of the power-off delay relay.

3. The train driver's cab side door control circuit as described in claim 1, characterized in that, The circuit also includes: First button switch, second button switch, third button switch, and second occupancy interlock switch; The first end of the first button switch and the first end of the second button switch are both connected to the driver's cab power supply circuit breaker. The second end of the first button switch is connected to the opening end of the driver's cab door controller, and the second end of the second button switch is connected to the closing end of the driver's cab door controller. The first end of the third push-button switch is connected to the DC24V terminal of the driver's cab door controller via the second occupancy interlock switch, and the second end of the third push-button switch is connected to the door switch signal terminal of the driver's cab door controller.

4. A method for controlling the side door of a train driver's cab, characterized in that, include: When the train is inactive and the driver's cab is not occupied, in response to receiving the signal to activate the electric key switch, the battery is controlled to supply power to the driver's cab door controller. In response to receiving a key reset signal, the power-off delay relay is controlled to delay for a first duration to enable the battery to power the driver's cab door controller, and the driver's cab side door is controlled to open or close according to the status of the driver's cab side door within the first duration; the first duration is determined based on the mechanical structure characteristics, control logic characteristics and motor drive characteristics of the driver's cab side door.

5. The train driver's cab side door control method as described in claim 4, characterized in that, The method further includes: When the train is in an active state and the driver's cab is occupied, the first occupancy interlock relay is disconnected so that the power supply to the electric key control terminal of the driver's cab door controller is stopped. In response to receiving a first button switch closed signal or a second button switch closed signal, and detecting a zero-speed signal, the driver's cab side door is controlled to open or close; or, In response to receiving a closed signal from the third push-button switch and detecting a zero-speed signal, the driver's cab side door is controlled to open or close. When the train is in an active state and the driver's cab is not occupied, the driver's cab side door is controlled to open or close in response to the received activation key switch signal, first button switch closed signal, or second button switch closed signal.

6. The train driver's cab side door control method as described in claim 4, characterized in that, The first duration is determined based on the mechanical structure characteristics, control logic characteristics, and motor drive characteristics of the driver's cab side door, including: The reference time for completing one door opening or closing operation is calculated based on the door lock mechanism stroke, hinge friction coefficient, and linkage transmission ratio of the driver's cab side door. The control logic delay duration is calculated based on the signal processing delay of the driver's cab door controller and the relay action time. The motor response time is calculated based on the rated speed and moment of inertia of the drive motor. The first duration is obtained by weighted summation of the reference duration, the control logic delay duration, and the motor response duration.

7. The train driver's cab side door control method as described in claim 6, characterized in that, The reference duration, the control logic delay duration, and the motor response duration are determined according to the train model.

8. A train driver's cab side door control device, characterized in that, include: The activation module is used to control the battery to power the driver's cab door controller when the train is in an inactive state and the driver's cab is not occupied, in response to receiving the activation key switch signal. The control module is used to respond to the received electric key reset signal, control the power-off delay relay to delay for a first duration to enable the battery to power the driver's cab door controller, and control the driver's cab side door to open or close according to the status of the driver's cab side door within the first duration; the first duration is determined according to the mechanical structure characteristics, control logic characteristics and motor drive characteristics of the driver's cab side door.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and running on the processor, characterized in that, When the processor executes the computer program, it implements the steps of the method as described in any one of claims 4 to 7.

10. A computer-readable storage medium storing a computer program, characterized in that, When the computer program is executed by a processor, it implements the steps of the method as described in any one of claims 4 to 7.

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