Railway engineering vehicle and failure protection system thereof

Abstract

The utility model discloses a railway engineering vehicle and a failure protection system thereof. The system comprises a central control module, a failure protection module and a driving display module, the host module is used for continuously and circularly sending specified operation instructions, monitoring whether a driver completes the specified operation or not and sending countdown prompting / alarming / emergency braking instructions when the driver does not complete the specified operation; the data acquisition module is used for acquiring operation signals executed by the driver and vehicle speed signals and sending the signals to the host module; the data output module is used for sending alarm and emergency braking instructions; the host module is in communication connection with a vehicle driver controller and a power transmission system; the operation unit is used for a driver to complete specified operation, the bypass unit is used for completing bypass operation to prevent the host module from generating an alarm instruction / emergency braking instruction, and the sound-light alarm unit is used for receiving the alarm instruction sent by the central control module to give an alarm. The system can timely discover and effectively prevent safety accidents caused by short knowing of a driver.

Description

TECHNICAL FIELD

[0001] The utility model belongs to the field of railway engineering vehicle operation safety protection technology. BACKGROUND

[0002] As an important part of public transportation, urban rail transit and overseas market railway engineering vehicles are concerned about their safety and stability with the acceleration of urbanization. However, in the current operating environment, it is difficult to effectively monitor the behavior of the driver due to the lack of a low-cost and fully functional operation monitoring system. Due to the influence of factors such as long-time driving or night driving, fatigue, distraction, etc., the driver may have a short-term loss of awareness phenomenon such as daydreaming or dozing off during driving. The behavior of the driver plays a decisive role in the safety and stability of the train, and this short-term loss of awareness may cause serious accidents such as red light running, overspeeding, and even rear-end collisions of the engineering vehicle. SUMMARY

[0003] The purpose of the utility model is to provide a railway engineering vehicle loss of awareness protection system to prevent safety accidents caused by fatigue, distraction, accidental injury, etc. during driving of the railway engineering vehicle driver.

[0004] The technical solution of the utility model is as follows: a railway engineering vehicle loss of awareness protection system, comprising a central control module and a loss of awareness protection module;

[0005] The central control module is composed of a host module for continuously circulating the driver's prescribed operation instructions according to the monitoring period and monitoring whether the driver has completed the prescribed operation, issuing a loss of awareness protection countdown prompt instruction and an alarm instruction when the driver has not completed the prescribed operation within the set silent time, and issuing an emergency braking instruction when the driver has not completed the prescribed operation or executed the bypass operation at the end of the monitoring period; a data acquisition module for acquiring the driver's operation signal and vehicle speed signal and sending them to the host module; and a data output module for sending the alarm instruction and the emergency braking instruction; the host module is in communication connection with the railway engineering vehicle driver controller and the power transmission system to obtain vehicle operating state information; the vehicle operating state information includes vehicle direction information, throttle opening degree information, engine state information, and gearbox state information;

[0006] It also includes a driving display module for receiving and displaying the prescribed operation instruction information and the loss of awareness protection countdown prompt instruction information issued by the central control module;

[0007] The cognitive protection module includes an operation unit for the driver to complete the prescribed operation required by the prescribed operation instructions, a bypass unit for completing bypass operation to avoid the host module generating alarm instructions and / or emergency braking instructions, and an audible and visual alarm unit for receiving alarm instructions issued by the central control module and implementing alarm.

[0008] After system activation, the central control module automatically and continuously generates and monitors the prescribed operation commands until it enters sleep mode, bypasses the system, or initiates an alarm. During the monitoring cycle, if the driver fails to complete the prescribed operation within the set silent time, the central control module issues a countdown reminder command to remind the driver to perform the prescribed operation and sends an alarm command to the audible and visual alarm unit to activate the alarm. During the monitoring cycle, if the driver performs the prescribed operation, the system determines that the driver is in a competent driving state, the current monitoring cycle ends, and a new monitoring cycle automatically begins. At the end of the current monitoring cycle, if the driver fails to perform the prescribed operation and the central control module does not receive the prescribed operation signal, it determines that the driver is in an incompetent driving state and sends an emergency braking command to the vehicle's brake valve assembly to achieve emergency braking of the vehicle.

[0009] The data acquisition module also includes a vehicle speed sensor for detecting the speed of railway engineering vehicles.

[0010] The operating unit includes an alarm unit and a horn unit; the alarm unit includes an alarm button, which is a red mushroom-shaped self-resetting switch; the horn unit includes an electric horn button and a wind horn foot switch; the prescribed operation includes pressing the alarm button, pressing the electric horn button, or pressing the wind horn button.

[0011] The audible and visual alarm unit includes a buzzer.

[0012] The fault protection module also includes a self-test unit for testing whether the system is normal before the vehicle is dispatched, and a reset unit for clearing alarms and emergency braking of the vehicle.

[0013] The bypass unit includes a self-locking push-button switch with a lead-sealed protective cover; the bypass operation includes pressing the self-locking push-button switch of the bypass unit.

[0014] The central control module also includes a recording module for real-time recording of driver operations, vehicle operating status information, failure protection countdown prompts, and alarm information.

[0015] It also includes a state switching module, which is used to activate the failure protection system when the railway engineering vehicle's operating status meets the activation conditions and deactivate the failure protection system when the dormancy conditions are met; the activation conditions are that the engine is in the starting state, the vehicle has a direction signal and the vehicle speed is greater than 1 km / h; the dormancy condition is that the vehicle speed is 0.

[0016] The host module is connected to the data acquisition module, data output module, driver controller, and power transmission system via CAN communication; the host module communicates with the driving display module and recording module via Ethernet.

[0017] In another aspect, this utility model provides a railway engineering vehicle equipped with the loss protection system described in the first aspect.

[0018] Compared to existing technologies, the advantages of this invention are as follows: This cognitive impairment protection system has a simple composition, complete functions, low hardware cost, and is easy to implement. The driver's operation is simple, flexible, and adaptable, with strong scalability, strong applicability, and wide application range. It possesses good applicability and versatility, and can meet the safety operation requirements of railway engineering vehicles and urban rail transit. This invention monitors the driver's behavior and driving operations in real time, promptly detecting and effectively preventing safety accidents caused by brief driver cognitive impairment. It ensures that drivers of urban rail transit and engineering vehicles in overseas markets remain alert and in a good state during operation, effectively improving driving safety and operational efficiency. Attached Figure Description

[0019] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, 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 utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1 This is a diagram of the components of a railway engineering vehicle accident protection system.

[0021] Figure 2 This is a control flowchart for the railway engineering vehicle failure protection system. Detailed Implementation

[0022] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit the present utility model or its application or use. All other embodiments obtained by those skilled in the art based on the embodiments of the present utility model without creative effort are within the scope of protection of the present utility model.

[0023] Techniques, methods, and equipment known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and equipment should be considered part of the specification.

[0024] The first part is the structural composition. The fault protection system determines the driver's status by monitoring the driver's operations in real time, and consists of a central control module, a driving display module, and a fault protection module.

[0025] The central control module consists of a data acquisition module for receiving driver operation commands, a host module for cyclically monitoring whether the driver completes the prescribed operations within the specified time and takes safety protection measures, a data output module for outputting alarm signals and emergency braking commands, and a recording module for real-time recording of the driver's various operation commands, vehicle operating status information, failure protection countdown prompts, and alarm information. The host module communicates with the data acquisition module (digital input module) and data output module (digital output module) via CAN, and with the driving display module and recording module via Ethernet.

[0026] The host module processes the driver's operation commands received by the data acquisition module, performs logical judgments on the completion of the specified operation within a specified time through continuous cyclic monitoring, and then controls the data output module to issue alarm signals and emergency braking commands.

[0027] The driver controller and power transmission system are existing equipment on railway engineering vehicles. The main module communicates with the driver controller via CAN to obtain vehicle direction and throttle opening information. The power transmission system of railway engineering vehicles includes the engine controller and gearbox controller. The main module communicates with the power transmission system of railway engineering vehicles via CAN to obtain engine and gearbox status information.

[0028] After the failure protection system is activated, the main module automatically and continuously monitors the system until it enters sleep mode, bypasses the system, or triggers an alarm. Before the end of the monitoring cycle, the system issues a prompt signal to remind the driver to perform the prescribed operations. If the driver performs the prescribed operations during the monitoring cycle, the system determines that the driver is in a competent driving state. At this time, the prompt signal stops being issued. The current monitoring cycle ends, and a new monitoring cycle begins automatically. If the driver does not perform the prescribed operations during the monitoring cycle, the system determines that the driver is in an incompetent driving state, issues an alarm signal, and takes unloading and emergency braking measures.

[0029] The fault protection module is installed on the control panel of the vehicle driver's control room. It consists of an alert unit and horn unit for performing the driver's prescribed operations, a self-test unit for testing the system's normal operation before departure, a reset unit for disabling emergency braking triggered by the fault protection, a bypass unit for turning off the fault protection function, and an audible and visual alarm unit for implementing the alarm.

[0030] The alert unit includes an alert button, which is a red mushroom-shaped self-resetting switch; the horn unit includes an electric horn button and a wind horn foot switch. Pressing the alert button, electric horn button, or wind horn button is considered as the driver performing the prescribed operation.

[0031] The self-test unit and reset unit include an alarm mode selection switch, which uses a three-position self-locking selection switch with three positions: normally closed, self-test, and reset. Before the train starts, the fault protection system is forcibly activated and monitoring begins by turning the knob to the "self-test" position. The self-test process is as follows: First, if the self-testing personnel perform the prescribed operations within the monitoring period and the prompt signal stops (or no longer issues a prompt signal), the system monitoring function is normal; otherwise, it is abnormal. Second, after confirming that the monitoring function is normal, if the self-testing personnel do not perform the prescribed operations within the monitoring period and an alarm signal is issued, and unloading and emergency braking are initiated, the safety protection function is normal; otherwise, it is abnormal.

[0032] The reset function is used to reset the vehicle after the system issues an alarm command and an emergency braking command to stop the vehicle. When the system issues an alarm signal and initiates emergency braking to stop the vehicle, it checks and ensures that the vehicle has returned to a safe and controllable state. The reset is performed by turning the mode selection switch knob to the "Reset" position. After the reset operation, the alarm signal and emergency braking are released.

[0033] The bypass unit includes a self-locking push-button switch with a lead-sealed protective cover, which is used to bypass the fault protection system. It has the characteristics of being able to be quickly unlocked by hand or with common tools, and locking again after unlocking is irreversible. Pressing the self-locking push-button switch of the bypass unit will prevent the fault protection system from being activated or even started.

[0034] The fault protection system provided by this utility model has the functions of self-test, reset, bypass, automatic activation / run / sleep, driver status cyclic monitoring, alert and active safety protection, and data recording.

[0035] Self-test and reset functions: These are achieved through a mode selection switch with three positions (normally closed, self-test, and self-reset). The self-test function is used to determine whether the fault protection system is functioning properly before the vehicle is dispatched. The reset function can trigger the alarm of the fault protection system and release it after emergency braking.

[0036] Bypass function: Employing a lead seal or similar locking structure, it can be quickly unlocked by hand or with common tools, but once unlocked, the lock cannot be restored. The bypass function includes cutting off the path for the fault protection system to initiate emergency braking; preventing the fault protection system from being activated or even started, thereby avoiding the issuance of prompts or alarm signals.

[0037] Automatic activation, operation, and hibernation functions: When the operating status of the engineering vehicle meets certain conditions, the fault protection system can be automatically activated or put into hibernation. The fault protection system does not function when in hibernation. The "activation / hibernation conditions" are determined based on parameters such as vehicle speed. Activation conditions: a. Engine is running; b. Vehicle has a direction signal; c. Vehicle speed is greater than 1 km / h. Hibernation condition: Vehicle speed is 0.

[0038] Driver Status Cyclic Monitoring Function: When activated, the driver status is continuously and cyclically monitored. Within the monitoring cycle (selectable within the range of 10~90 seconds), the driver is required to demonstrate their competent driving ability by performing prescribed operations. Prescribed operations include, but are not limited to, pressing buttons (pulses), operating the speed control lever, shifting gears or initiating braking, and sounding the horn.

[0039] Alert and Active Safety Protection Functions: The automatic monitoring cycle of the fail-safe protection system is (m+n) seconds. Starting from the (m+1)th second, the fail-safe protection system issues a warning signal lasting n seconds to alert the driver to trigger the operation signal as required. The alarm signal is continuous, sounding / flashing without interruption before resetting. The alarm signal is linked to the emergency braking initiated by the fail-safe protection system. If the driver does not take any action within a complete monitoring cycle, the fail-safe protection system will automatically unload and initiate emergency braking measures until the vehicle comes to a complete stop. After the fail-safe protection system issues an alarm signal and initiates emergency braking, it will not perform any other actions except accepting a reset operation.

[0040] The vehicle display module has a failure countdown reminder function. After the alarm is triggered, a failure countdown begins. If the prescribed operation is not performed by the end of the countdown, the system will actively disconnect the vehicle towing and bring it to an emergency stop to avoid a safety accident.

[0041] This fault protection system is fully functional, featuring self-testing, reset, bypass, automatic activation / running / sleep, driver status cyclic monitoring, alert and active safety protection, and data recording. It boasts advantages such as ease of driver operation, lower cost, ease of implementation, wide applicability, and strong scalability, exhibiting good applicability and versatility to meet the safety operation requirements of railway engineering vehicles and urban rail transit.

[0042] Part Two: Control Principles.

[0043] The fault protection system functions through activation, monitoring and alarm processes, and reset. It activates and operates when the vehicle's operating status meets certain conditions; otherwise, it remains inactive. The "activation / dormancy conditions" are determined based on parameters such as vehicle speed. Activation conditions: a. Engine is running; b. Vehicle has a direction signal; c. Vehicle speed is greater than 1 km / h. Dormancy condition: Vehicle speed is 0.

[0044] After system activation, it begins continuous cyclic monitoring of the driver's status, with a monitoring cycle of (m+n) seconds. Starting from the (m+1)th second, it issues an alarm signal lasting n seconds. The alarm signal is continuous, sounding / flashing without interruption before resetting, requiring the driver to demonstrate their competent driving state by performing prescribed actions. Prescribed actions include pressing a button (pulse), pressing the electric horn button, wind horn button, or operating the driver controller, but are not limited to the examples above. If the driver fails to perform the prescribed actions within the monitoring cycle, the system will issue an alarm and enter a countdown for failure protection. If the driver still fails to perform the prescribed actions by the end of the countdown, the system will disconnect traction and initiate emergency braking. The system continues continuous cyclic monitoring until it enters sleep mode, bypass mode, or triggers an alarm. A reset operation is required after triggering emergency braking to restore normal system function.

[0045] Part Three: Control Process. The main unit module connects to the vehicle traction control module, data acquisition module, data output module, driving display module, and data recording module. The data acquisition module connects to various switches (alarm button, mode selection switch, bypass switch, horn switch), and the data output module connects to the buzzer and vehicle brake valve assembly. The vehicle traction control module consists of a driver controller and a power transmission system, used to control the direction and throttle of the engineering vehicle. The vehicle brake valve assembly is mainly used to achieve emergency braking of the engineering vehicle, ensuring driving safety in the event of a malfunction. The data acquisition module collects the driver's prescribed operation signals through switch signals, processes and judges them by the main unit module, and transmits them to the data output module, driving display module, and brake valve assembly.

[0046] The failure protection system activates upon vehicle power-on. Before the train starts moving, the driver performs a self-check to determine if the system is functioning correctly and records the normal self-check data. The system determines whether it is in "active" or "dormant" mode. Once activated, the system checks if the driver has performed the prescribed operation within a monitoring cycle of (m+n) seconds. If the prescribed operation is performed, the system checks if the current timer is within the silent time (m seconds) of the monitoring cycle. If it is within the silent time, the system automatically enters the next monitoring cycle from the moment the prescribed operation was performed. If the prescribed operation is not performed and the current timer exceeds the silent time, an alarm and warning message are issued, and a countdown to the failure of the failure protection begins (n ​​seconds). If the prescribed operation is still not performed by the end of the countdown, the system will cut off traction and initiate emergency braking.

[0047] The above description is only an exemplary embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A railway engineering vehicle failure protection system, characterized in that: Including the central control module and the fault protection module; The central control module consists of a host module that continuously and cyclically issues prescribed operation instructions to the driver according to the monitoring cycle and monitors whether the driver has completed the prescribed operation; issues a countdown prompt and alarm instruction for the failure protection when the driver fails to complete the prescribed operation within the set silent time; and issues an emergency braking instruction when the driver has neither completed the prescribed operation nor performed a bypass operation at the end of the current monitoring cycle. It also includes a data acquisition module that collects the operation signals performed by the driver and the vehicle speed signal and sends them to the host module, and a data output module that sends alarm and emergency braking instructions. The host module is communicatively connected to the railway engineering vehicle driver controller and the power transmission system to obtain vehicle operating status information, including vehicle direction information, throttle opening information, engine status information, and gearbox status information. It also includes a driving display module, which is used to receive and display the prescribed operation instructions and failure protection countdown prompt instructions issued by the central control module; The cognitive protection module includes an operation unit for the driver to complete the prescribed operation required by the prescribed operation instructions, a bypass unit for completing bypass operation to avoid the host module generating alarm instructions and / or emergency braking instructions, and an audible and visual alarm unit for receiving alarm instructions issued by the central control module and implementing alarm.

2. The railway engineering vehicle failure protection system according to claim 1, characterized in that: The data acquisition module also includes a vehicle speed sensor for detecting the speed of railway engineering vehicles.

3. The railway engineering vehicle failure protection system according to claim 1, characterized in that: The operating unit includes an alarm unit and a horn unit; the alarm unit includes an alarm button, which is a red mushroom-shaped self-resetting switch; the horn unit includes an electric horn button and a wind horn foot switch; the prescribed operation includes pressing the alarm button, pressing the electric horn button, or pressing the wind horn button.

4. The railway engineering vehicle failure protection system according to claim 1, characterized in that: The audible and visual alarm unit includes a buzzer.

5. The railway engineering vehicle failure protection system according to claim 1, characterized in that: The fault protection module also includes a self-test unit for testing whether the system is normal before the vehicle is dispatched, and a reset unit for clearing alarms and emergency braking of the vehicle.

6. The railway engineering vehicle failure protection system according to claim 1, characterized in that: The bypass unit includes a self-locking push-button switch with a lead-sealed protective cover; the bypass operation includes pressing the self-locking push-button switch of the bypass unit.

7. The railway engineering vehicle failure protection system according to claim 1, characterized in that: The central control module also includes a recording module for real-time recording of driver operations, vehicle operating status information, failure protection countdown prompts, and alarm information.

8. The railway engineering vehicle failure protection system according to claim 1, characterized in that: It also includes a state switching module, which is used to activate the failure protection system when the railway engineering vehicle's operating status meets the activation conditions and deactivate the failure protection system when the dormancy conditions are met; the activation conditions are that the engine is in the starting state, the vehicle has a direction signal and the vehicle speed is greater than 1 km / h; the dormancy condition is that the vehicle speed is 0.

9. The railway engineering vehicle failure protection system according to claim 1 or 7, characterized in that: The host module is connected to the data acquisition module, data output module, driver controller, and power transmission system via CAN communication; the host module communicates with the driving display module and recording module via Ethernet.

10. A railway engineering vehicle, characterized in that, It is equipped with a loss protection system as described in any one of claims 1 to 9.

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