CN112706784A - Full-automatic driving vehicle activation and interlocking control circuit, control method and vehicle - Google Patents
Full-automatic driving vehicle activation and interlocking control circuit, control method and vehicle Download PDFInfo
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- CN112706784A CN112706784A CN202110044665.2A CN202110044665A CN112706784A CN 112706784 A CN112706784 A CN 112706784A CN 202110044665 A CN202110044665 A CN 202110044665A CN 112706784 A CN112706784 A CN 112706784A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W60/00—Drive control systems specially adapted for autonomous road vehicles
- B60W60/005—Handover processes
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C17/00—Arrangement or disposition of parts; Details or accessories not otherwise provided for; Use of control gear and control systems
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Abstract
The invention belongs to the field of vehicle control circuits, and provides a full-automatic driving vehicle activation and interlocking control circuit, a control method and a vehicle. The full-automatic driving vehicle activation and interlocking control circuit comprises two interlocking units, wherein the two interlocking units are connected through a vehicle connecting line; the interlocking unit comprises an ATC system and a driver controller handle which are connected in parallel, one end of the ATC system and one end of the driver controller handle are connected to the positive electrode of the power supply, and the other end of the ATC system and the other end of the driver controller handle are connected to the negative electrode of the power supply through a full-automatic cab occupation relay and a manual cab occupation relay respectively; the driver controller and the driver key are interlocked to ensure that the vehicle is activated only in any one mode of a full-automatic driving mode and a manual driving mode.
Description
Technical Field
The invention belongs to the field of vehicle control circuits, and particularly relates to a full-automatic driving vehicle activation and interlocking control circuit, a control method and a vehicle.
Background
The statements in this section merely provide background information related to the present disclosure and may not necessarily constitute prior art.
The full-automatic driving is the current development trend, the full-automatic driving supports a full-automatic driving mode and a manual driving mode, the vehicle activation is the precondition for the vehicle running, how to effectively ensure the full-automatic driving mode and the manual driving mode of the full-automatic driving vehicle to obtain the train activation is achieved, and the two driving modes are particularly important without causing the vehicle activation conflict.
In the current vehicle activation control method, a driver key is generally used as a precondition for vehicle activation, but the inventor finds that the driver key cannot identify whether the fully-automatic driving vehicle is in a full-automatic driving mode or a manual driving mode, and the method cannot be used as the precondition for activation of the fully-automatic driving vehicle. Secondly, the inventor also finds that the current vehicle activation circuit has two relays of local terminal activation and train activation, when the vehicle needs to use the relay activated by other terminal, the relay can only be replaced by the normally closed point activated by the local terminal, if the normally closed point of the local terminal activation relay is adhered, the normally closed point cannot be disconnected, wrong information can be transmitted, and certain risk is brought to vehicle control.
Disclosure of Invention
In order to solve at least one technical problem in the background art, the invention provides a full-automatic driving vehicle activation and interlocking control circuit, a control method and a vehicle.
In order to achieve the purpose, the invention adopts the following technical scheme:
a full-automatic driving vehicle activation and interlocking control circuit comprises two interlocking units, wherein the two interlocking units are connected through a vehicle connecting line; the interlocking unit comprises an ATC system and a driver controller handle which are connected in parallel, one end of the ATC system and one end of the driver controller handle are connected to the positive electrode of the power supply, and the other end of the ATC system and the other end of the driver controller handle are connected to the negative electrode of the power supply through a full-automatic cab occupation relay and a manual cab occupation relay respectively; the driver controller and the driver key are interlocked to ensure that the vehicle is activated only in any one mode of a full-automatic driving mode and a manual driving mode.
As an optional implementation manner, a connection point of the ATC system and the handle of the driver controller is connected to the positive electrode of the power supply through a first parallel contact circuit, wherein the first parallel contact circuit is a first pair of normally closed contacts of the other-end activation relay and a first pair of normally open contacts of the local-end activation relay which are connected in parallel.
As an optional implementation, the interlock unit further comprises a second parallel contact circuit, one end of the second parallel contact circuit is connected to the positive pole of the power supply, and the other end is connected to the negative pole of the power supply through the local activation relay.
In an alternative embodiment, one end of the second pair of normally open contacts of the local activation relay is connected to the positive electrode of the power supply, and the other end of the second pair of normally open contacts of the local activation relay is connected to the vehicle connecting line after being connected with the diode in series.
In an alternative embodiment, the connection point of the diode and the vehicle connection line is also connected to the negative pole of the power supply via an arbitrary end activation relay.
As an alternative embodiment, the third pair of normally closed contacts of the local terminal activation relay has one end connected to the vehicle connection wire and the other end connected to the negative electrode of the power supply through the other terminal activation relay.
As an alternative embodiment, the interlocking relationship between the driver key and the driver controller is as follows:
only when the driver key is arranged at the ON position, the handle of the driver controller can be switched between any gear; only when the handle of the driver controller is arranged at AUTO or OFF position, the driver key can be turned to the OFF position, and the driver key can be pulled out.
As an alternative embodiment, the other end of the ATC system is also connected to the fully automatic cab occupancy relay via a pair of normally open contacts of the fully automatic mode relay.
A second aspect of the invention provides a control method based on the fully autonomous vehicle activation and interlock control circuit as described above.
A control method based on the full-automatic driving vehicle activation and interlocking control circuit ensures that the vehicle is activated only in any mode of a full-automatic driving mode and a manual driving mode based on the interlocking relation between a driver controller and a driver key.
As an optional implementation mode, the vehicle connecting line is electrified to activate the head vehicle and the tail vehicle of the vehicle connecting line to be communicated, and the vehicle connecting line is communicated with another train of connecting vehicles through the vehicle couplers at two end parts of the vehicles, and the vehicle connecting line drives any end to activate the relay; for the connected vehicle, when all head and tail vehicles of the vehicle are not activated, one end which is activated firstly is an activation end, and the other end which is activated later is not an activation end.
A third aspect of the invention provides a vehicle.
A vehicle comprising a fully autonomous driving vehicle activation and interlock control circuit as described above.
Compared with the prior art, the invention has the beneficial effects that:
according to the invention, by increasing the interlocking relationship between the driver key and the driver controller which are suitable for fully automatically driving the train, the control method for controlling the train activation in the full-automatic driving mode and the manual driving mode is optimized, and the problem of train activation conflict caused by the two modes is avoided;
the invention increases the control mode of activating the relay by other terminal and activating the other terminal, and solves the problem that the vehicle can only use the local terminal to activate the normally closed point of the relay when needing to use the activation condition of the other terminal;
the vehicle connecting wire is connected with the third pair of normally closed contacts of the local end activation relay, so that the other end activation relay of the vehicle can be electrified, the safety and the reliability of the train activation circuit are ensured by utilizing smaller circuit optimization, and the availability of the train activation relay is improved.
Advantages of additional aspects of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, are included to provide a further understanding of the invention, and are incorporated in and constitute a part of this specification, illustrate exemplary embodiments of the invention and together with the description serve to explain the invention and not to limit the invention.
FIG. 1 is a schematic diagram of a fully autonomous vehicle activation and interlock control circuit according to an embodiment of the present invention.
Detailed Description
The invention is further described with reference to the following figures and examples.
It is to be understood that the following detailed description is exemplary and is intended to provide further explanation of the invention as claimed. Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs.
It is noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of exemplary embodiments according to the invention. As used herein, the singular forms "a", "an" and "the" are intended to include the plural forms as well, and it should be understood that when the terms "comprises" and/or "comprising" are used in this specification, they specify the presence of stated features, steps, operations, devices, components, and/or combinations thereof, unless the context clearly indicates otherwise.
As shown in fig. 1, the present embodiment provides a full-automatic driving vehicle activation and interlock control circuit, which includes two interlock units connected by a vehicle connection line.
In this embodiment, the interlocking unit includes an ATC system and a driver controller handle connected in parallel, one end of the ATC system and one end of the driver controller handle are connected to a positive electrode of the power supply, and the other end of the ATC system and the other end of the driver controller handle are respectively connected to a negative electrode of the power supply through a full-automatic cab occupation relay and a manual cab occupation relay; the driver controller and the driver key are interlocked to ensure that the vehicle is activated only in any one mode of a full-automatic driving mode and a manual driving mode.
In a specific implementation, the other end of the ATC system is also connected to the fully automatic cab occupancy relay via a pair of normally open contacts of the fully automatic mode relay.
The method for judging the driving mode of the full-automatic driving vehicle and controlling the activation of the vehicle by adding the driver key suitable for the full-automatic driving vehicle and the interlocking relation of the driver controller and the handle position of the driver controller.
The automatic driving vehicle is provided with a driver key and a driver controller handle, the driver cab key has an ON position and an OFF position, the driver controller handle has 5 positions including an AUTO position, a PM position, an RMF position, an RMR position and an OFF position, wherein the AUTO position is an automatic mode position, and when the automatic mode of the vehicle is effective, the vehicle is completely controlled by a signal system to realize the automatic driving function; the PM position is a manual limiting protection position, when the PM mode is effective, the vehicle can be manually driven under the protection of the signal system, and the speed can reach the maximum speed allowed by the signal system; the RMF position is a manual forward position, when the RMF mode is effective, the vehicle can run forwards in a manual driving mode, and the running speed cannot exceed 18 km/h; the RMR bit is a manual backward bit, when the RMR mode is effective, the vehicle can run backward in a manual driving mode, the running speed cannot exceed 10km/h, the maximum running distance is 6m, emergency braking is applied after the RMR mode exceeds 6m, the fully-automatic driving vehicle is provided with an RMR mode bypass switch, when the RMF mode bypass is effective, the vehicle can run backward in the manual driving mode, the running speed cannot exceed 10km/h, and the limitation of the maximum running distance is avoided; OFF is OFF and when the OFF mode is active, the vehicle is in an inactive state and any operations associated with vehicle activation cannot be performed.
The handle positions of the drivers and the controllers at the two ends of the vehicle are transmitted to the signal system, the signal system judges the vehicle mode according to the handle positions of the drivers and the controllers at the two ends, the corresponding relation of the vehicle mode is shown in the table 1, and when the modes at the two ends conflict, the vehicle mode is invalid.
TABLE 1 vehicle driving mode corresponding table
For the sake of safety, the interlocking relationship between the driver key and the driver controller established in this embodiment is:
the handle of the driver controller can be switched among the AUTO position, the PM position, the RMF position, the RMR position and the OFF position only when the driver key is arranged at the ON position; only when the handle of the driver controller is arranged at AUTO or OFF position, the driver key can be turned to the OFF position, and the driver key can be pulled out.
In some embodiments, the connection point of the ATC system and the driver handle is connected to the positive pole of the power supply via a first parallel contact circuit, which is a first pair of normally closed contacts of the other-end activation relay and a first pair of normally open contacts of the local-end activation relay connected in parallel. And one end of the third pair of normally closed contacts of the local end activation relay is connected to the vehicle connecting wire, and the other end of the third pair of normally closed contacts of the local end activation relay is connected to the negative electrode of the power supply through the other end activation relay.
In the embodiment, the third pair of normally closed contacts of the local end activation relay are connected through the vehicle connecting line, so that the other end activation relay of the vehicle can be electrified, the safety and reliability of the train activation circuit are ensured by using smaller circuit optimization, and the availability of the train activation relay is improved.
Referring to fig. 1, the interlock unit further includes a second parallel contact circuit having one end connected to the positive pole of the power source and the other end connected to the negative pole of the power source through the local activation relay.
In specific implementation, one end of the second pair of normally open contacts of the local terminal activation relay is connected to the positive electrode of the power supply, and the other end of the second pair of normally open contacts of the local terminal activation relay is connected to the vehicle connecting line after being connected with the diode in series. And the connection point of the diode and the vehicle connection wire is also connected to the negative electrode of the power supply through an arbitrary end activation relay. Therefore, the car couplers at the two ends of the car can be communicated with another train of linked cars, and the car linked line drives any end to activate the relay.
The control method based on the fully automatic driving vehicle activation and interlock control circuit in the embodiment ensures that the vehicle is activated only in any one mode of a fully automatic driving mode and a manual driving mode based on the interlock relation between the driver controller and the driver key.
As an optional implementation mode, the vehicle connecting line is electrified to activate the head vehicle and the tail vehicle of the vehicle connecting line to be communicated, and the vehicle connecting line is communicated with another train of connecting vehicles through the vehicle couplers at two end parts of the vehicles, and the vehicle connecting line drives any end to activate the relay; for the connected vehicle, when all head and tail vehicles of the vehicle are not activated, one end which is activated firstly is an activation end, and the other end which is activated later is not an activation end.
The following describes in detail the control scheme of the fully automatic driving vehicle activation and interlock control circuit with reference to fig. 1 by taking a 110V power supply as an example:
the 110V power supply is provided by a storage battery output loop; the control circuit breaker prevents the vehicle activation control loop from overcurrent or short circuit; the output end of the circuit breaker is connected with a first pair of normally closed contacts of the other end activation relay and a first pair of normally open contacts of the local end activation relay, the two pairs of contacts are divided into two paths after being connected in parallel, one path is connected to a handle of the driver controller, and when the handle of the driver controller is positioned at any position of PM, RMF and RMR, the manual cab can occupy the relay to be powered; the other path is connected to an I/O port of the ATC system, when a handle of the driver controller is positioned at an AUTO position, the full-automatic mode relay can be powered on, and the signal system sends a cab occupation command and then further powers on the full-automatic cab occupation relay; the different positions of the handle of the driver controller determine that the manual cab occupation relay and the full-automatic cab occupation relay cannot be powered simultaneously, when any relay of the manual cab occupation relay and the full-automatic cab occupation relay is powered, the local end activation relay can be powered through the output end of the circuit breaker and a first pair of normally open contacts of the manual cab occupation relay or the full-automatic cab occupation relay, and the local end activation relay is arranged in each relay cabinet with the cab; the output end of the breaker is connected with a second pair of normally open contacts and a diode of the local end activation relay to enable the vehicle connecting line to be electrified, the head vehicle and the tail vehicle of the vehicle connecting line are communicated, and are communicated with another row of connecting vehicles through vehicle couplers at two end parts of the vehicle, the vehicle connecting line drives the optional end activation relay, and the optional end activation relay is arranged in each relay cabinet with the cab; the vehicle connecting wire is connected with the third pair of normally closed contacts of the local end activation relay, so that the other end activation relay of the vehicle can be electrified, and the other end activation relay is arranged in each relay cabinet with the cab.
For a vehicle, when the head and tail vehicles of the vehicle are not activated, for example, the handle of the driver controller of the head vehicle is placed at any position of PM, RMF or RMR or the handle of the driver controller is placed at AUTO position, and the ATC signal system sends a vehicle activation instruction, the vehicle can be connected with a line to be powered, the local end of the head vehicle activates the relay to be powered, and the other end of the tail end activates the relay to be powered, at the moment, the first pair of normally closed contacts of the other end activating relay of the tail vehicle is disconnected, the local end activating relay of the tail vehicle cannot be powered by the tail vehicle in any operation, and the end which is firstly activated is ensured to be an activating end, and the end which is then activated cannot be used as an activating end.
For a tandem vehicle, when all head and tail vehicles of the vehicle are not activated, for example, a handle of a driver controller of a first vehicle head vehicle is arranged at any position of PM, RMF or RMR or the handle of the driver controller is arranged at an AUTO position, and an ATC signal system sends a vehicle activation instruction, a vehicle connecting and hanging line of the first vehicle can be powered on, a vehicle connecting and hanging line of a second vehicle can be powered on through a coupler circuit, a local terminal of the first vehicle head vehicle activates a relay to be powered on, other terminals of other three cabs activate the relay to be powered on, at the moment, a first pair of normally closed contacts of the other terminal activating relays of the other three cabs are disconnected, the other three cabs cannot activate the relay to be powered on regardless of operation, and it is ensured that one terminal which is activated first is an activation terminal, and the other terminals which are activated later cannot be activated are activated.
Embodiments of the present invention also provide a vehicle including a fully autonomous driving vehicle activation and interlock control circuit as described above.
It should be noted here that the vehicle may be a rail transit train or the like, and other structures of the vehicle are all existing structures, which are not described herein again.
The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention, and various modifications and changes may be made by those skilled in the art. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (10)
1. A full-automatic driving vehicle activation and interlocking control circuit is characterized by comprising two interlocking units, wherein the two interlocking units are connected through a vehicle connecting line; the interlocking unit comprises an ATC system and a driver controller handle which are connected in parallel, one end of the ATC system and one end of the driver controller handle are connected to the positive electrode of the power supply, and the other end of the ATC system and the other end of the driver controller handle are connected to the negative electrode of the power supply through a full-automatic cab occupation relay and a manual cab occupation relay respectively; the driver controller and the driver key are interlocked to ensure that the vehicle is activated only in any one mode of a full-automatic driving mode and a manual driving mode.
2. The fully autonomous-capable vehicle activation and interlock control circuit of claim 1, wherein a connection point of the ATC system and the driver's handle is connected to a positive pole of the power supply via a first parallel contact circuit, which is a first pair of normally closed contacts of the other-end activation relay and a first pair of normally open contacts of the local-end activation relay connected in parallel.
3. The fully autonomous-capable vehicle activation and interlock control circuit of claim 1, wherein the interlock unit further comprises a second parallel contact circuit having one end connected to a positive pole of the power source and the other end connected to a negative pole of the power source via a local activation relay.
4. The fully autonomous driving vehicle activation and interlock control circuit of claim 2 or 3 wherein the second pair of normally open contacts of the local activation relay is connected to the positive terminal of the power source at one end and to the vehicle hitch line after being connected in series with a diode at the other end.
5. The fully autonomous-capable vehicle activation and interlock control circuit of claim 4, wherein the junction of the diode and the vehicle wiring is further connected to the negative pole of the power source via an arbitrary-end activated relay.
6. The fully autonomous driving vehicle activation and interlock control circuit of claim 2 or 3 wherein the third pair of normally closed contacts of the local activation relay have one end connected to the vehicle on-hook line and the other end connected to the negative pole of the power source via the other end activation relay.
7. The fully autonomous driving vehicle activation and interlock control circuit of claim 1 wherein the interlock relationship of the driver's key and the driver's controller is:
only when the driver key is arranged at the ON position, the handle of the driver controller can be switched between any gear; only when the handle of the driver controller is arranged at AUTO or OFF position, the driver key can be turned to the OFF position, and the driver key can be pulled out;
or
The other end of the ATC system is also connected with a full-automatic cab occupation relay through a pair of normally open contacts of the full-automatic mode relay.
8. A control method based on the fully automatic driving vehicle activation and interlock control circuit according to any one of claims 1-7, characterized in that based on the interlock relationship between the driver controller and the driver's key, it is ensured that the vehicle is activated only in any one of the fully automatic driving mode and the manual driving mode.
9. The control method according to claim 8, characterized in that the vehicle connecting line is electrified to activate the vehicle connecting line to be communicated with the head vehicle and the tail vehicle and to be communicated with another train of connected vehicles through the couplers at the two end parts of the vehicle, and the vehicle connecting line drives the activation relay at any end; for the connected vehicle, when all head and tail vehicles of the vehicle are not activated, one end which is activated firstly is an activation end, and the other end which is activated later is not an activation end.
10. A vehicle comprising a fully autonomous vehicle activation and interlock control circuit according to any of claims 1-8.
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| CN113147800A (en) * | 2021-05-19 | 2021-07-23 | 中车青岛四方机车车辆股份有限公司 | Activation circuit and train |
| CN113954882A (en) * | 2021-11-17 | 2022-01-21 | 交控科技股份有限公司 | Rail vehicle activation circuit and system |
| CN114379609A (en) * | 2021-12-23 | 2022-04-22 | 交控科技股份有限公司 | Activation circuit, method and rail vehicle |
| CN114701541A (en) * | 2022-03-29 | 2022-07-05 | 交控科技股份有限公司 | Railway vehicle occupation circuit, method and vehicle |
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| CN115303247A (en) * | 2022-07-26 | 2022-11-08 | 交控科技股份有限公司 | Train braking control system and method for rail train with separable train body |
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| CN114701545A (en) * | 2022-04-07 | 2022-07-05 | 中车青岛四方车辆研究所有限公司 | Safety guiding control system and control method for manually-intervened vehicle of automatic driving train |
| CN114750803B (en) * | 2022-05-23 | 2024-03-01 | 中车青岛四方机车车辆股份有限公司 | Direction control system and method in running process of rail transit vehicle and vehicle |
| CN114750803A (en) * | 2022-05-23 | 2022-07-15 | 中车青岛四方机车车辆股份有限公司 | Direction control system and method in running process of rail transit vehicle and vehicle |
| CN115303247A (en) * | 2022-07-26 | 2022-11-08 | 交控科技股份有限公司 | Train braking control system and method for rail train with separable train body |
| CN115303247B (en) * | 2022-07-26 | 2024-05-10 | 交控科技股份有限公司 | Brake control system and method for train body separable rail train |
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| CN112706784B (en) | 2022-03-01 |
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