Driver vigilance system

Abstract

The utility model discloses a driver vigilance system. The driver vigilance system comprises a first driver vigilance device, a second driver vigilance device, a vehicle-mounted control system, a first relay, a second relay, a third relay, a fourth relay, a fifth relay, a sixth relay, a seventh relay and a vehicle-mounted network control system. The first driver vigilance device or the second driver vigilance device is controlled and activated through the vehicle-mounted control system and the relay, and requirements of different areas can be met through different driver vigilance devices. According to the utility model, the operation safety of the vehicle is protected through the hard wire loop and the network loop, at least one driver vigilance device is ensured to work at the same time, the safety of the driver vigilance function is increased, and the driving safety is protected.

Description

Technical Field

[0001] This utility model belongs to the field of rail transit technology, and in particular relates to a driver alert system. Background Technology

[0002] The locomotive is equipped with a driver alert device. When the locomotive driver is operating the locomotive, the driver alert device can monitor the driver's activity level, prevent situations such as driver fatigue, and apply the brakes to stop the train in the event of such situations, thus ensuring driving safety.

[0003] During the locomotive's traction phase, the driver alert device activates periodically to remind the driver to pay attention to operation. When the locomotive speed is not zero, the driver alert device enters monitoring mode. Within a certain period after entering monitoring mode, pressing the alert button, moving the driver's control handle, moving the brake handle, pressing the sand-spraying button, or sounding the horn button will re-enter monitoring mode (resetting the timer). If none of the above buttons or handles are pressed within the specified period after entering monitoring mode, the driver alert device will activate an audible and visual alarm. If the button or handle remains unactivated for an extended period, the brakes will be automatically applied to bring the locomotive to a stop, ensuring operational safety.

[0004] Currently, locomotives are generally equipped with a driver alert device. When a locomotive travels to different areas, such as from a main line to a city, the locomotive control requirements will be different in different areas, and the parameters of the driver alert device need to be reconfigured, which is not conducive to driving safety. Utility Model Content

[0005] This invention aims to address the shortcomings of existing technologies by providing a driver alert system that can meet the driver alert needs in different areas.

[0006] To achieve the above objectives, the technical solution adopted by this utility model is as follows:

[0007] A driver alert system includes a driver alert device and an onboard control system.

[0008] It also includes: the first relay, the second relay, the third relay, the fourth relay, the fifth relay, and the sixth relay;

[0009] The driver alert device includes a first driver alert device and a second driver alert device;

[0010] The first end of the first normally open contact of the first relay is connected to the first end of the second normally open contact of the first relay, the second end of the second normally open contact of the first relay is connected to the first end of the first driver alert device, and the second end of the first driver alert device is connected to the first end of the coil of the second relay.

[0011] The first end of the first normally open contact of the third relay is connected to the first end of the second normally open contact of the third relay, the second end of the second normally open contact of the third relay is connected to the first end of the second driver alert device, and the second end of the second driver alert device is connected to the first end of the coil of the fourth relay; the first end of the first normally open contact of the second relay is connected to the first end of the first normally open contact of the third relay, and the second end of the first normally open contact of the second relay is connected to the second end of the second normally open contact of the third relay.

[0012] The first end of the first relay coil is connected to the first end of the first normally open contact of the fifth relay;

[0013] The first end of the third relay coil is connected to the first end of the first normally open contact of the sixth relay.

[0014] The first end of the fifth relay coil and the first end of the sixth relay coil are both connected to the vehicle control system.

[0015] The second end of the first normally open contact of the first relay, the second end of the first normally open contact of the third relay, the second end of the first normally open contact of the fifth relay, and the second end of the first normally open contact of the sixth relay are all connected to the positive terminal of the vehicle control power supply.

[0016] The second ends of the first relay coil, the second relay coil, the third relay coil, the fourth relay coil, the fifth relay coil, and the sixth relay coil are all connected to the negative terminal of the vehicle control power supply.

[0017] This invention activates the first driver alert device or the second driver alert device through an on-board control system and a relay control, and can meet the requirements of different operating areas through different driver alert devices.

[0018] Furthermore, it also includes a seventh relay;

[0019] The first end of the seventh relay coil is connected to the vehicle control system, and the second end of the seventh relay coil is connected to the negative terminal of the vehicle control power supply.

[0020] The first normally open contact of the seventh relay and the first normally open contact of the fifth relay are connected in parallel;

[0021] The second normally open contact of the seventh relay and the first normally open contact of the sixth relay are connected in parallel.

[0022] The zero-speed signal output by the vehicle control system controls the deactivation of the driver alert device, and associates the deactivation of the first driver alert device and the second driver alert device with zero speed. That is, once the driver alert device is activated, it can only be deactivated when the locomotive is stationary, ensuring that the vehicle is protected by the driver alert system during operation.

[0023] Furthermore, the third end of both the first driver alert device and the third end of the second driver alert device are connected to the output end of the vehicle network control system;

[0024] The first end of the third normally open contact of the first relay, the first end of the second normally open contact of the second relay, the first end of the third normally open contact of the third relay, the first end of the first normally open contact of the fourth relay, the first end of the second normally open contact of the fifth relay, the first end of the second normally open contact of the sixth relay, and the first end of the third normally open contact of the seventh relay are all connected to the input terminal of the vehicle network control system.

[0025] The second end of the third normally open contact of the first relay, the second end of the second normally open contact of the second relay, the second end of the third normally open contact of the third relay, the second end of the first normally open contact of the fourth relay, the second end of the second normally open contact of the fifth relay, the second end of the second normally open contact of the sixth relay, and the second end of the third normally open contact of the seventh relay are all connected to the positive terminal of the vehicle control power supply.

[0026] The activation status of the first and second driver alert devices is transmitted to the vehicle network control system. The vehicle network control system monitors the activation status of the driver alert devices. When both the first and second driver alert devices are inactive, the vehicle network control system automatically applies the brakes to stop the vehicle and protect driving safety.

[0027] Compared with the prior art, the beneficial effects of this utility model are:

[0028] This invention activates the first driver alert device or the second driver alert device through a vehicle control system and a relay control, and can meet the requirements of different areas through different driver alert devices.

[0029] This invention protects vehicle operation safety through hard-wired circuits and network circuits, ensuring that at least one driver alert device is working at the same time, thereby increasing the safety of the driver alert function and protecting driving safety. Attached Figure Description

[0030] Figure 1 This is a schematic diagram of the driver alert system of this utility model;

[0031] Figure 2 This is a schematic diagram of the relay connection of the network circuit of the driver alert system of this utility model.

[0032] In the diagram: K1 - First relay, K2 - Second relay, K3 - Third relay, K4 - Fourth relay, K5 - Fifth relay, K6 - Sixth relay, K7 - Seventh relay;

[0033] K11 - First normally open contact of the first relay, K12 - Second normally open contact of the first relay, K13 - Third normally open contact of the first relay;

[0034] K21 - First normally open contact of the second relay; K22 - Second normally open contact of the second relay;

[0035] K31 - First normally open contact of the third relay, K32 - Second normally open contact of the third relay, K33 - Third normally open contact of the second relay;

[0036] K41 - First normally open contact of the fourth relay;

[0037] K51 - First normally open contact of the fifth relay; K52 - Second normally open contact of the fifth relay;

[0038] K61 - First normally open contact of the sixth relay, K62 - Second normally open contact of the sixth relay;

[0039] K71 - First normally open contact of the seventh relay, K72 - Second normally open contact of the seventh relay, K73 - Third normally open contact of the seventh relay. Detailed Implementation

[0040] The present invention will be described in detail below with reference to the accompanying drawings and embodiments. It should be noted that, unless otherwise specified, the embodiments and features described in the embodiments of the present invention can be combined with each other. For ease of description, the terms "upper," "lower," "left," and "right" appearing below only indicate that they correspond to the upper, lower, left, and right directions in the accompanying drawings and do not limit the structure.

[0041] Example

[0042] like Figure 1 A driver alert system according to this embodiment includes a driver alert device, an on-board control system, a first relay K1, a second relay K2, a third relay K3, a fourth relay K4, a fifth relay K5, a sixth relay K6, a seventh relay K7, and an on-board network control system (TCMS); the driver alert device and the on-board control system are connected; the driver alert device includes a first driver alert device and a second driver alert device.

[0043] The first end of the first normally open contact K11 of the first relay is connected to the first end of the second normally open contact K12 of the first relay. The second end of the second normally open contact K12 of the first relay is connected to the first end of the first driver alert device. The second end of the first driver alert device is connected to the first end of the coil of the second relay K2.

[0044] The first terminal of the first normally open contact K31 of the third relay is connected to the first terminal of the second normally open contact K32 of the third relay. The second terminal of the second normally open contact K32 of the third relay is connected to the first terminal of the second driver alert device. The second terminal of the second driver alert device is connected to the first terminal of the coil of the fourth relay. The first terminal of the first normally open contact K21 of the second relay is connected to the first terminal of the first normally open contact K31 of the third relay. The second terminal of the first normally open contact K21 of the second relay is connected to the second terminal of the second normally open contact K32 of the third relay.

[0045] The first end of the coil of the first relay K1 is connected to the first end of the first normally open contact K51 of the fifth relay; the first end of the coil of the third relay K3 is connected to the first end of the first normally open contact K61 of the sixth relay; the first normally open contact K71 of the seventh relay and the first normally open contact K51 of the fifth relay are connected in parallel; the second normally open contact K72 of the seventh relay and the first normally open contact K61 of the sixth relay are connected in parallel.

[0046] The first terminal of the fifth relay K5 coil and the first terminal of the sixth relay K6 coil are both connected to the vehicle control system.

[0047] The second terminal of the first normally open contact K11 of the first relay, the second terminal of the first normally open contact K31 of the third relay, the second terminal of the first normally open contact K51 of the fifth relay, and the second terminal of the first normally open contact K61 of the sixth relay are all connected to the positive terminal of the vehicle control power supply.

[0048] The second terminals of the coils of the first relay K2, the second relay K2, the third relay K3, the fourth relay K4, the fifth relay K5, and the sixth relay K6 are all connected to the negative terminal of the vehicle control power supply.

[0049] The first end of the seventh relay K7 coil is connected to the vehicle control system, and the second end of the seventh relay K7 coil is connected to the negative terminal of the vehicle control power supply.

[0050] The third terminal of both the first driver alert device and the second driver alert device is connected to the output terminal of the vehicle network control system.

[0051] In some implementations of this embodiment, when the vehicle is in area A (such as a main road), the vehicle control system de-energizes the coil of the fifth relay K5 and energizes the coil of the sixth relay K6; the first normally open contact K51 of the fifth relay opens, de-energizing the coil of the first relay K1, and opening the first normally open contacts K11 and K12 of the first relay, activating the first driver alert device and energizing the second relay K2; the first normally open contact K61 of the sixth relay closes, energizing the coil of the third relay K3, closing the first normally open contacts K31 and K32 of the third relay, and closing the first normally open contact K21 of the second relay, deactivating the second driver alert device. The alert function is achieved through the first driver alert device.

[0052] When a vehicle travels from area A to area B (e.g., within a city), the vehicle control system energizes the coil of the fifth relay K5 and de-energizes the coil of the sixth relay K6. The first normally open contact K51 of the fifth relay closes, energizing the coil of the first relay K1. The first normally open contacts K11 and K12 of the first relay close, deactivating the first driver alert device, and de-energizing the second relay K2. When the first normally open contact K61 of the sixth relay opens, the coil of the third relay K3 de-energizes, and the first normally open contacts K31 and K32 of the third relay open. The first normally open contact K21 of the second relay also opens, activating the second driver alert device. The alert function is achieved through the second driver alert device.

[0053] In some implementations of this embodiment, when the vehicle is stationary, the vehicle control system outputs a zero-speed signal, energizing the coil of the seventh relay K7. This closes the first normally open contact K71 and the second normally open contact K72 of the seventh relay, energizing the coils of the first relay K1 and the third relay K3. This closes the first normally open contact K11 and the second normally open contact K12 of the first relay, and the first normally open contact K31 and the second normally open contact K32 of the third relay. The first driver alert device and the second driver alert device are in an inactive state.

[0054] like Figure 2 The first terminal of the third normally open contact K13 of the first relay, the first terminal of the second normally open contact K22 of the second relay, the first terminal of the third normally open contact K33 of the third relay, the first terminal of the first normally open contact K41 of the fourth relay, the first terminal of the second normally open contact K52 of the fifth relay, the first terminal of the second normally open contact K62 of the sixth relay, and the first terminal of the third normally open contact K73 of the seventh relay are all connected to the input terminal of the vehicle network control system.

[0055] The second terminal of the third normally open contact K13 of the first relay, the second terminal of the second normally open contact K22 of the second relay, the second terminal of the third normally open contact K33 of the third relay, the second terminal of the first normally open contact K41 of the fourth relay, the second terminal of the second normally open contact K52 of the fifth relay, the second terminal of the second normally open contact K62 of the sixth relay, and the second terminal of the third normally open contact K73 of the seventh relay are all connected to the positive terminal of the vehicle control power supply.

[0056] In some implementations of this embodiment, the activation status of the first driver alert device and the second driver alert device is transmitted to the vehicle network control system, which monitors the activation status of the driver alert devices. When both the first driver alert device and the second driver alert device are inactive, the coils of the second relay K2 and the fourth relay K4 are not energized, the second normally open contact K22 of the second relay and the first normally open contact K41 of the fourth relay are disconnected, and the vehicle network control system detects this state and automatically applies the brakes to stop the vehicle.

[0057] This invention activates the first driver alert device or the second driver alert device through a vehicle control system and a relay control, and can meet the requirements of different areas through different driver alert devices.

[0058] This invention links the activation of the two driver alert devices by setting the normally open contact of the relay (K2) of the first driver alert device on the control circuit of the second driver alert device. When the first driver alert device is inactive, the second driver alert device is not allowed to be deactivated, ensuring that at least one driver alert device is active at the same time, thus protecting driving safety.

[0059] This invention controls the deactivation of the driver alert device by using the zero-speed signal output by the vehicle control system. The deactivation of the first and second driver alert devices is associated with zero speed. That is, once the driver alert device is activated, it can only be deactivated when the train is stationary, ensuring that the vehicle is protected by the driver alert device system during operation.

[0060] This invention protects vehicle operation safety through hard-wired circuits and network circuits, ensuring that at least one driver alert device is working at the same time, thereby increasing the safety of the driver alert function and protecting driving safety.

[0061] 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 embodiments by those skilled in the art in various equivalent forms fall within the scope defined by the appended claims.

Claims

1. A driver alert system, comprising a driver alert device and an onboard control system, characterized in that, Also includes: First relay (K1), second relay (K2), third relay (K3), fourth relay (K4), fifth relay (K5), sixth relay (K6); The driver alert device includes a first driver alert device and a second driver alert device; The first end of the first normally open contact (K11) of the first relay is connected to the first end of the second normally open contact (K12) of the first relay, the second end of the second normally open contact (K12) of the first relay is connected to the first end of the first driver alert device, and the second end of the first driver alert device is connected to the first end of the coil of the second relay (K2). The first terminal of the first normally open contact (K31) of the third relay is connected to the first terminal of the second normally open contact (K32) of the third relay. The second terminal of the second normally open contact (K32) of the third relay is connected to the first terminal of the second driver alert device. The second terminal of the second driver alert device is connected to the first terminal of the coil of the fourth relay (K4). The first terminal of the first normally open contact (K21) of the second relay is connected to the first terminal of the first normally open contact (K31) of the third relay. The second terminal of the first normally open contact (K21) of the second relay is connected to the second terminal of the second normally open contact (K32) of the third relay. The first end of the coil of the first relay (K1) is connected to the first end of the first normally open contact (K51) of the fifth relay; The first end of the coil of the third relay (K3) is connected to the first end of the first normally open contact (K61) of the sixth relay; The first end of the coil of the fifth relay (K5) and the first end of the coil of the sixth relay (K6) are both connected to the vehicle control system. The second end of the first normally open contact (K11) of the first relay, the second end of the first normally open contact (K31) of the third relay, the second end of the first normally open contact (K51) of the fifth relay, and the second end of the first normally open contact (K61) of the sixth relay are all connected to the positive terminal of the vehicle control power supply. The second end of the coils of the first relay (K1), the second relay (K2), the third relay (K3), the fourth relay (K4), the fifth relay (K5), and the sixth relay (K6) are all connected to the negative terminal of the vehicle control power supply.

2. The driver alert system according to claim 1, characterized in that, It also includes the seventh relay (K7); The first end of the seventh relay (K7) coil is connected to the vehicle control system, and the second end of the seventh relay (K7) coil is connected to the negative terminal of the vehicle control power supply. The first normally open contact (K71) of the seventh relay and the first normally open contact (K51) of the fifth relay are connected in parallel; The second normally open contact (K72) of the seventh relay and the first normally open contact (K61) of the sixth relay are connected in parallel.

3. The driver alert system according to claim 1, characterized in that, The third end of the first driver alert device and the third end of the second driver alert device are both connected to the output end of the vehicle network control system. The first terminal of the third normally open contact (K13) of the first relay, the first terminal of the second normally open contact (K22) of the second relay, the first terminal of the third normally open contact (K33) of the third relay, the first terminal of the first normally open contact (K41) of the fourth relay, the first terminal of the second normally open contact (K52) of the fifth relay, the first terminal of the second normally open contact (K62) of the sixth relay, and the first terminal of the third normally open contact (K73) of the seventh relay are all connected to the input terminal of the vehicle network control system. The second terminal of the third normally open contact (K13) of the first relay, the second terminal of the second normally open contact (K22) of the second relay, the second terminal of the third normally open contact (K33) of the third relay, the second terminal of the first normally open contact (K41) of the fourth relay, the second terminal of the second normally open contact (K52) of the fifth relay, the second terminal of the second normally open contact (K62) of the sixth relay, and the second terminal of the third normally open contact (K73) of the seventh relay are all connected to the positive terminal of the vehicle control power supply.

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