CN113482461A - Emergency unlocking control method and device and railway vehicle - Google Patents
Emergency unlocking control method and device and railway vehicle Download PDFInfo
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- CN113482461A CN113482461A CN202110863755.4A CN202110863755A CN113482461A CN 113482461 A CN113482461 A CN 113482461A CN 202110863755 A CN202110863755 A CN 202110863755A CN 113482461 A CN113482461 A CN 113482461A
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- E—FIXED CONSTRUCTIONS
- E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
- E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
- E05B77/00—Vehicle locks characterised by special functions or purposes
- E05B77/22—Functions related to actuation of locks from the passenger compartment of the vehicle
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- E—FIXED CONSTRUCTIONS
- E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
- E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
- E05B81/00—Power-actuated vehicle locks
- E05B81/02—Power-actuated vehicle locks characterised by the type of actuators used
- E05B81/04—Electrical
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- E—FIXED CONSTRUCTIONS
- E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
- E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
- E05B81/00—Power-actuated vehicle locks
- E05B81/54—Electrical circuits
- E05B81/64—Monitoring or sensing, e.g. by using switches or sensors
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- E—FIXED CONSTRUCTIONS
- E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
- E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
- E05B83/00—Vehicle locks specially adapted for particular types of wing or vehicle
- E05B83/36—Locks for passenger or like doors
- E05B83/363—Locks for passenger or like doors for railway vehicles
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Abstract
The embodiment of the application provides an emergency unlocking control method and device and a railway vehicle. The method comprises the following steps: receiving an emergency unlocking request signal; judging whether the zero-speed state, the emergency unlocking allowing state and the vehicle door opening allowing state of the railway vehicle are effective or not according to the emergency unlocking request signal; the zero-speed state is used for representing that the railway vehicle is in a parking state; the emergency unlocking allowing state is used for representing that an emergency happens in the railway vehicle, and the door opening allowing state is used for representing that the railway vehicle is in a position allowing parking; and if the zero-speed state, the emergency unlocking allowing state and the vehicle door opening allowing state are all effective, generating a vehicle door unlocking signal. By adopting the emergency unlocking control method provided by the application, the risk that the emergency unlocking request signal is accidentally opened when the passenger triggers the emergency unlocking request signal by mistake is reduced; meanwhile, the safe opening of the vehicle door under emergency is ensured, and the possibility of escape of passengers is improved.
Description
Technical Field
The application relates to the technical field of railway vehicles, in particular to an emergency unlocking control method and device and a railway vehicle.
Background
Each or part of doors of the passenger room of the railway vehicle is provided with a door emergency unlocking control device, so that the safe unlocking control of the doors of the passenger room can be realized under emergency, the evacuation under the emergency is ensured, the door emergency unlocking control is completed, and the safety of passengers is ensured.
At present, the emergency unlocking control of the doors of the passenger room of the railway vehicle is mainly realized according to the zero-speed signals of the doors, namely after the doors collect the zero-speed signals of the train, the emergency unlocking device is triggered when the doors are detected, the emergency unlocking device of the doors is allowed to act, and the doors can be opened emergently.
Problems existing in the prior art:
the door stall signal probably has the condition of misoutput, and when door stall signal misoutput promptly, the passenger operated the urgent unlocking device of door, leads to the door to be opened by the anomaly, has the safety problem.
Disclosure of Invention
The embodiment of the application provides an emergency unlocking control method and device and a rail vehicle, and can solve the problem of mistakenly triggering the emergency opening of a vehicle door.
According to a first aspect of the embodiments of the present application, there is provided an emergency unlocking control method applied to a rail vehicle, the method including:
receiving an emergency unlocking request signal;
judging whether the zero-speed state, the emergency unlocking allowing state and the vehicle door opening allowing state of the railway vehicle are effective or not according to the emergency unlocking request signal; wherein the zero speed state is used for representing that the railway vehicle is in a parking state; the emergency unlocking allowing state is used for representing that an emergency event exists in the railway vehicle, and the door opening allowing state is used for representing that the railway vehicle is in a position allowing parking;
and if the zero-speed state, the emergency unlocking allowing state and the vehicle door opening allowing state are all effective, generating a vehicle door unlocking signal.
According to a second aspect of the embodiments of the present application, there is provided an emergency unlocking control apparatus for a rail vehicle, the apparatus including:
the receiving module is used for receiving an emergency unlocking request signal;
the judging module is used for judging whether a zero-speed signal, an emergency unlocking allowing signal and a vehicle door opening allowing signal of the railway vehicle are effective or not according to the emergency unlocking request signal; wherein the zero-speed signal is used for representing that the rail vehicle is in a parking state; the emergency unlocking allowing signal is used for representing that an emergency event exists in the railway vehicle, and the door opening allowing signal is used for representing that the railway vehicle is in a position allowing parking;
and the generating module is used for generating a vehicle door unlocking signal if the zero-speed signal, the emergency unlocking allowing signal and the vehicle door opening allowing signal are all effective.
According to a third aspect of the embodiments of the present application, there is provided a rail vehicle, including an emergency unlocking triggering device, an emergency unlocking control device and an emergency unlocking device, where the emergency unlocking triggering device and the emergency unlocking device are connected to the emergency unlocking control device;
the emergency unlocking control device is used for receiving an emergency unlocking request signal generated by the emergency unlocking trigger device;
the emergency unlocking control device is also used for judging whether the zero-speed state, the emergency unlocking allowing state and the vehicle door opening allowing state of the railway vehicle are effective or not according to the emergency unlocking request signal; wherein the zero speed state is used for representing that the railway vehicle is in a parking state; the emergency unlocking allowing state is used for representing that an emergency event exists in the railway vehicle, and the door opening allowing state is used for representing that the railway vehicle is in a position allowing parking;
the emergency unlocking control device is also used for sending a vehicle door unlocking signal to the emergency unlocking device under the condition that the zero-speed state, the emergency unlocking allowing state and the vehicle door opening allowing state are all effective.
By adopting the emergency unlocking control method and device and the rail vehicle provided by the embodiment of the application, through comprehensive judgment of the zero-speed state, the emergency unlocking allowable state and the vehicle door allowable opening state of the rail vehicle, under the condition that the zero-speed state, the emergency unlocking allowable state and the vehicle door allowable opening state are all effective, a vehicle door unlocking signal is generated, and the emergency unlocking device is controlled to unlock so that passengers can open the vehicle door. The risk that the emergency unlocking request signal is accidentally opened when the passenger triggers the emergency unlocking request signal by mistake is reduced; meanwhile, the safe opening of the vehicle door under emergency is ensured, and the possibility of escape of passengers is improved.
Drawings
The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the application and together with the description serve to explain the application and not to limit the application. In the drawings:
fig. 1 is a schematic structural diagram of a rail vehicle according to an embodiment of the present disclosure;
FIG. 2 is a schematic structural diagram of another rail vehicle provided in an embodiment of the present application;
fig. 3 is a schematic flowchart of an emergency unlocking control method according to an embodiment of the present application;
fig. 4 is a schematic flowchart of another emergency unlocking control method provided in the embodiment of the present application;
fig. 5 is a schematic flowchart of another emergency unlocking control method provided in the embodiment of the present application;
fig. 6 is a schematic flowchart of another emergency unlocking control method according to an embodiment of the present application;
fig. 7 is a schematic flowchart of another emergency unlocking control method according to an embodiment of the present application;
fig. 8 is a schematic structural diagram of an emergency unlocking control device according to an embodiment of the present application.
Icon: 100-a rail vehicle; 110-emergency unlocking triggering means; 120-emergency unlock control; 121-a receiving module; 122-a judgment module; 123-a generation module; 130-emergency unlocking means; 140-a first brake unit; 150-a second brake unit; 160-cab; 170-fire detection means; 180-position detection means; 200-control center.
Detailed Description
In the process of implementing the application, the inventor finds that the emergency unlocking control of the door of the passenger room of the railway vehicle is mainly implemented according to the zero-speed signal of the door, namely after the door collects the zero-speed signal of the train, the emergency unlocking device is triggered when the door is detected, the emergency unlocking device of the door is allowed to act, and the door can be opened emergently. The door stall signal probably has the condition of misoutput, and when door stall signal misoutput promptly, the passenger operated the urgent unlocking device of door, leads to the door to be opened by the anomaly, has the safety problem.
In order to solve the above problems, an embodiment of the present application provides an emergency unlocking control method, an emergency unlocking control device, and a rail vehicle, where the emergency unlocking control method is applied to the rail vehicle, and the emergency unlocking control method includes: receiving an emergency unlocking request signal; judging whether the zero-speed state, the emergency unlocking allowing state and the vehicle door opening allowing state of the railway vehicle are effective or not according to the emergency unlocking request signal; the zero-speed state is used for representing that the railway vehicle is in a parking state; the emergency unlocking allowing state is used for representing that an emergency happens in the railway vehicle, and the door opening allowing state is used for representing that the railway vehicle is in a position allowing parking; and if the zero-speed state, the emergency unlocking allowing state and the vehicle door opening allowing state are all effective, generating a vehicle door unlocking signal. Through the comprehensive judgment of the zero-speed state, the emergency unlocking allowing state and the vehicle door opening allowing state of the railway vehicle, under the condition that the zero-speed state, the emergency unlocking allowing state and the vehicle door opening allowing state are all effective, a vehicle door unlocking signal is generated, and the emergency unlocking device is controlled to unlock so that a passenger can open the vehicle door. The risk that the emergency unlocking request signal is accidentally opened when the passenger triggers the emergency unlocking request signal by mistake is reduced; meanwhile, the safe opening of the vehicle door under emergency is ensured, and the possibility of escape of passengers is improved.
The scheme in the embodiment of the application can be implemented by adopting various computer languages, such as object-oriented programming language Java and transliterated scripting language JavaScript.
In order to make the technical solutions and advantages of the embodiments of the present application more apparent, the following further detailed description of the exemplary embodiments of the present application with reference to the accompanying drawings makes it clear that the described embodiments are only a part of the embodiments of the present application, and are not exhaustive of all embodiments. It should be noted that the embodiments and features of the embodiments in the present application may be combined with each other without conflict.
Referring to fig. 1, a schematic structural diagram of a railway vehicle 100 according to an embodiment of the present disclosure is provided, where the railway vehicle 100 includes an emergency unlocking triggering device 110, an emergency unlocking control device 120, and an emergency unlocking device 130, and the emergency unlocking triggering device 110 and the emergency unlocking device 130 are connected to the emergency unlocking control device 120.
The emergency unlocking control device 120 is used for receiving an emergency unlocking request signal generated by the emergency unlocking triggering device 110; the emergency unlocking control device 120 is further configured to determine whether the zero-speed state, the emergency unlocking allowing state, and the door opening allowing state of the rail vehicle 100 are valid according to the emergency unlocking request signal; wherein the zero speed state is used for representing that the rail vehicle 100 is in a parking state; the emergency unlocking allowing state is used for representing that an emergency exists in the railway vehicle 100, and the door allowing opening state is used for representing that the railway vehicle 100 is in a position allowing parking; the emergency unlocking control means 120 is also configured to transmit a door unlocking signal to the emergency unlocking means 130 in a case where the stall state, the emergency unlocking permission state, and the door permission open state are all valid.
It should be understood that the emergency unlock trigger 110 may be provided at the door of the vehicle, and may be provided as a button. When the passenger encounters an emergency event, the emergency unlocking triggering device 110 may be pressed to trigger the emergency unlocking triggering device 110 to generate an emergency unlocking request signal. The emergency unlocking control device 120 may be an independent processor, or may be a vehicle control unit of the rail vehicle 100. The emergency unlocking means 130 is provided at the door for being in an unlocked state in response to a door unlock signal. When the emergency unlocking device 130 is in an unlocked state, the vehicle door is in an unlocked state, and a passenger can open the vehicle door to escape.
In this embodiment, the operation principle of the emergency unlocking control device 120 determining whether the stall state of the rail vehicle 100 is valid according to the emergency unlocking request signal may be as follows: as shown in fig. 2, the railway vehicle 100 further includes a first brake unit 140 and a second brake unit 150, and both the first brake unit 140 and the second brake unit 150 are connected to the emergency unlocking control device 120.
The emergency unlocking control device 120 is further configured to determine whether a first stall signal sent by the first brake unit 140 and a second stall signal sent by the second brake unit 150 are received according to the emergency unlocking request signal; the emergency unlocking control device 120 is further configured to determine that the stall-speed state is valid when the first stall-speed signal and the second stall-speed signal are received; the emergency unlocking control device 120 is further configured to determine that the stall state is invalid when one of the first stall signal and the second stall signal is received or when the first stall signal and the second stall signal are not received.
It will be appreciated that both the first brake unit 140 and the second brake unit 150 are provided with two gateway valves. Any one of the gateway valves in the first braking unit 140 outputs a zero-speed signal, and the first braking unit 140 generates a first zero-speed signal. Similarly, any gateway valve in the second brake unit 150 outputs a zero-speed signal, and the second brake unit 150 generates a second zero-speed signal. When the emergency unlock control device 120 receives the first stall signal and the second stall signal at the same time, the stall condition of the rail vehicle 100 is valid.
In this embodiment, the operation principle that the emergency unlocking control device 120 determines whether the emergency unlocking permission state of the rail vehicle 100 is valid according to the emergency unlocking request signal may be as follows: the emergency unlocking control device 120 is further configured to determine an operation mode of the rail vehicle 100 according to the emergency unlocking request signal; if the rail vehicle 100 is in the unmanned mode, the emergency unlocking control device 120 is further configured to send an emergency unlocking request signal to the control center 200 connected to the emergency unlocking control device 120; if the emergency unlocking control device 120 receives a first emergency unlocking allowing signal fed back by the control center 200 according to the emergency unlocking request signal, the emergency unlocking control device 120 is further configured to determine that the emergency unlocking allowing state is valid; if the emergency unlocking control device 120 receives the first emergency unlocking prohibition signal fed back by the control center 200 according to the emergency unlocking request signal, the emergency unlocking control device 120 is further configured to determine that the emergency unlocking permission state is invalid.
It should be understood that the emergency unlocking control device 120, after receiving the emergency unlocking request signal, also determines the operation mode of the rail vehicle 100 according to the emergency unlocking request signal, and if the rail vehicle 100 is in the unmanned mode, sends the emergency unlocking request signal to the control center 200. After receiving the emergency unlocking request signal, the control center 200 may display the emergency unlocking request signal on a display screen, or generate a prompt signal through a prompt device. So that the staff can know through the display screen or the prompting device that a passenger in the rail vehicle 100 sends an emergency unlocking request signal. The crew will determine whether an emergency event has occurred within the rail vehicle 100 to prevent passengers from false triggering the emergency unlock trigger device 110.
If the staff can immediately feed back the first emergency unlocking allowing signal according to the current monitoring display interface, immediately feeding back the first emergency unlocking allowing signal to the emergency unlocking control device 120; if the staff cannot immediately feed back the first emergency unlocking allowing signal according to the current monitoring display interface and needs to check the historical monitoring video, the staff feeds back a waiting signal to the emergency unlocking control device 120 and feeds back the first emergency unlocking allowing signal to the emergency unlocking control device 120 after waiting for a certain delay time; in order to prevent the emergency unlocking control device 120 from determining that the emergency unlocking permission state is invalid if it does not receive the feedback signal within the preset time. If the staff confirms that there is no emergency in the rail vehicle 100 according to the monitoring video and falsely triggers the emergency unlocking triggering device 110 for the passenger, the first emergency unlocking prohibition signal is fed back to the emergency unlocking control device 120 through the control center 200.
If the railway vehicle 100 is in the manned mode, the emergency unlocking control device 120 is further configured to send an emergency unlocking request signal to the cab 160 of the railway vehicle 100; if the emergency unlocking control device 120 receives a second emergency unlocking allowing signal sent by the cab 160 according to the emergency unlocking request signal, the emergency unlocking control device 120 is further configured to determine that the emergency unlocking allowing state is valid; if the emergency unlocking control device 120 receives a second emergency unlocking prohibition signal fed back by the cab 160 according to the emergency unlocking request signal, the emergency unlocking control device 120 is further configured to determine that the emergency unlocking permission state is invalid.
It should be understood that the rail vehicle 100 further includes a cab 160, and the emergency unlock control 120 is connected to the cab 160. The cab 160 includes a display device that displays the emergency unlocking request signal, so that the driver can know the emergency unlocking request signal. The driver immediately checks the monitoring video after learning the emergency unlocking request signal, and judges whether an emergency occurs in the rail vehicle 100. If the driver can immediately judge whether an emergency occurs in the rail vehicle 100, the driver immediately feeds back a second emergency unlocking allowing signal to the emergency unlocking control device 120; if the driver cannot immediately feed back the second emergency unlocking allowing signal according to the current monitoring video and needs to check the historical monitoring video, the driver feeds back a waiting signal to the emergency unlocking control device 120, and feeds back the second emergency unlocking allowing signal to the emergency unlocking control device 120 after waiting for a certain delay time; in order to prevent the emergency unlocking control device 120 from determining that the emergency unlocking permission state is invalid if it does not receive the feedback signal within the preset time. If the driver confirms that there is no emergency in the rail vehicle 100 according to the monitoring video and the emergency unlocking triggering device 110 is triggered by the passenger by mistake, a second emergency unlocking prohibition signal is fed back to the emergency unlocking control device 120 through the display device.
In this embodiment, the emergency unlocking control device 120 also determines the communication state between the emergency unlocking control device 120 and the control center 200 or the cab 160 before transmitting the emergency unlocking request signal to the control center 200 or the cab 160. If the railway vehicle 100 is in the manned mode, the emergency unlocking control device 120 determines the communication state with the control center 200, and if the communication state with the control center 200 is in the disconnected state, determines that the emergency unlocking permission state is valid. If the railway vehicle 100 is in the unmanned mode, the emergency unlocking control device 120 determines the communication state with the cab 160, and if the communication state with the cab 160 is in the off state, determines that the emergency unlocking permission state is valid.
It should be understood that the emergency unlocking permission state is determined to be valid when the communication state of the emergency unlocking control device 120 with the control center 200 is the disconnected state, or the communication state of the emergency unlocking control device 120 with the cab 160 is the disconnected state. The emergency unlocking control device 120 is used for preventing the control center 200 or the cab 160 from receiving an emergency unlocking request signal because the communication state between the control center 200 or the cab 160 and the emergency unlocking control device 120 is not disconnected when an emergency happens, and feeding back an emergency unlocking allowing signal to the emergency unlocking control device 120, so that the emergency unlocking control device 120 cannot judge that the emergency unlocking allowing state is valid, and passengers cannot open the doors to escape.
Therefore, when the communication state between the emergency unlock control device 120 and the control center 200 is in the off state, or the communication state between the emergency unlock control device 120 and the cab 160 is in the off state, it is directly determined that the emergency unlock permission state is valid. The safety of passengers can be ensured when an emergency happens.
Generally, the emergency event needs to be manually confirmed by a worker or a driver to determine whether the emergency event occurs, and if the emergency event occurs, the worker or the driver does not need to manually determine the emergency event, so that the emergency event can be directly determined. The fire emergency judgment principle is as follows:
the rail vehicle 100 further comprises a fire detector 170, the fire detector 170 being connected to the emergency unlocking control 120. The fire detection device 170 is configured to generate an in-vehicle fire signal and send the fire signal to the emergency unlocking control device 120 when the rail vehicle 100 is in a fire; the emergency unlocking control device 120 is further configured to determine whether an in-vehicle fire alarm signal is received according to the emergency unlocking request signal; if an in-vehicle fire alarm signal is received, judging that the emergency unlocking permission state is effective; and if the fire alarm signal in the vehicle is not received, judging that the emergency unlocking permission state is invalid.
It should be understood that the fire detector unit 170 may be installed in each car of the railway vehicle 100, and that a plurality of fire detector units 170 may be installed in a car. If any of the fire detection devices 170 detects a fire in the vehicle, generating an in-vehicle fire signal; if the emergency unlocking request signal receives an in-vehicle fire alarm signal sent by any fire alarm detection device 170, the emergency unlocking permission state is determined to be valid; if the emergency unlocking request signal does not receive the in-vehicle fire alarm signal transmitted by any of the fire detector 170, it is determined that the emergency unlocking permission state is invalid.
The fire detector 170 may include a smoke sensor and a fire controller, the smoke sensor is connected to the fire controller, and the fire controller is connected to the emergency unlocking controller 120. The smoke sensor is used for detecting whether a fire disaster occurs in the vehicle, and if the fire disaster occurs in the vehicle, a fire disaster signal is sent to the fire alarm controller; the fire alarm controller generates an in-vehicle fire alarm signal according to the fire signal and transmits the in-vehicle fire alarm signal to the emergency unlocking control device 120.
In this embodiment, the operation principle of the emergency unlocking control device 120 determining whether the door opening permission state of the railway vehicle 100 is valid according to the emergency unlocking request signal may be as follows: the rail vehicle 100 further comprises a position detection device 180, the position detection device 180 being connected to the emergency unlocking control device 120. The position detection device 180 is used for detecting the current position of the rail vehicle 100 and generating position information; the emergency unlocking control device 120 is further configured to obtain location information according to the emergency unlocking request signal; the emergency unlocking control device 120 is further configured to determine whether the rail vehicle 100 is in a position allowing parking according to the position information; if the rail vehicle 100 is in a position allowing parking, determining that the door opening allowing state is valid; if the rail vehicle 100 is not in the parking-permitted position, it is determined that the door-permitted open state is invalid.
It should be understood that the position detection device 180 is connected to a transponder or a sensor provided on the ground, and the position detection device 180 receives position information fed back by the transponder or the sensor and transmits the position information to the emergency unlocking control device 120, and at the same time, transmits built-in train station information and platform information to the emergency unlocking control device 120. The emergency unlocking control device 120 determines whether the rail vehicle 100 is in a position allowing parking in combination with the position information, the train station information, and the platform information. The parking-permitted position can be a platform area and an escape platform area, and the position detection device 180 can be a network system or other control system.
If the emergency unlocking control device 120 determines that the rail vehicle 100 is in a position allowing parking, a door opening prohibition signal, which may be a low level, is generated. The emergency unlocking control means 120 generates a door opening prohibition signal indicating that the door opening permission state is valid. If the emergency unlocking control device 120 determines that the rail vehicle 100 is not in the position allowing parking, the door opening prohibition signal is not generated, and if the emergency unlocking control device 120 does not generate the door opening prohibition signal, the door opening permission state is invalid.
In this embodiment, before the emergency unlocking control device 120 acquires the position information according to the emergency unlocking request signal, it is necessary to determine whether the position detection device 180 has a fault, and if so, it is determined that the door opening permission state is valid.
It is to be understood that in the case where there is a failure in the position detection device 180, it is determined that the door allowed open state is valid. The emergency unlocking control device 120 cannot receive the position information due to the failure of the position detection device 180 when an emergency occurs, so that the emergency unlocking control device 120 cannot determine whether the allowable opening state of the vehicle door is valid or not, and a passenger cannot open the vehicle door to escape.
Therefore, when the position detection device 180 has a failure, it is directly determined that the door opening permission state is valid. The safety of passengers can be ensured when an emergency happens.
In this embodiment, the emergency unlocking control device 120 determines whether the stall state, the emergency unlocking allowing state, and the door opening allowing state of the rail vehicle 100 are valid according to the emergency unlocking request signal, and may perform parallel processing, or perform serial processing according to a preset sequence, and may be set according to actual situations, which is not limited herein.
Next, on the basis of the rail vehicle 100 shown in fig. 1, an embodiment of the present application provides an emergency unlocking control method, please refer to fig. 3, and fig. 3 is an emergency unlocking control method provided in an embodiment of the present application, where the emergency unlocking control method may include the following steps:
s301, an emergency unlocking request signal is received.
And S302, judging whether the zero-speed state, the emergency unlocking permission state and the door permission opening state of the railway vehicle are effective or not according to the emergency unlocking request signal.
And S303, if the zero-speed state, the emergency unlocking allowing state and the vehicle door opening allowing state are all effective, generating a vehicle door unlocking signal.
Referring to fig. 4, the step S302 includes the following sub-steps:
s302a1, determining whether the first stall signal sent by the first brake unit and the second stall signal sent by the second brake unit are received according to the emergency unlocking request signal.
S302a2, when the first zero speed signal and the second zero speed signal are received, it is determined that the zero speed state is valid.
S302a3, if one of the first zero speed signal and the second zero speed signal is received or the first zero speed signal and the second zero speed signal are not received, determining that the zero speed state is invalid.
Referring to fig. 5, the step S302 includes the following sub-steps:
and S302b1, judging the running mode of the rail vehicle according to the emergency unlocking request signal.
And S302b2, if the rail vehicle is in the unmanned mode, sending an emergency unlocking request signal to the control center.
S302b3, if a first emergency unlocking permission signal fed back by the control center according to the emergency unlocking request signal is received, it is determined that the emergency unlocking permission state is valid.
S302b4, if a first emergency unlocking prohibition signal fed back by the control center according to the emergency unlocking request signal is received, it is determined that the emergency unlocking permission state is invalid.
Referring to fig. 5, the step S302 further includes the following sub-steps:
and S302c1, if the rail vehicle is in the manned mode, sending an emergency unlocking request signal to a cab of the rail vehicle.
S302c2, when receiving a second emergency unlocking permission signal sent by the cab according to the emergency unlocking request signal, determines that the emergency unlocking permission state is valid.
S302c3, when receiving a second emergency unlocking prohibition signal fed back from the cab in response to the emergency unlocking request signal, determines that the emergency unlocking permission state is invalid.
Referring to fig. 5, the step S302 further includes the following sub-steps:
and S302d1, judging the communication state with the control center.
S302d2, if the communication state with the control center is off, it is determined that the emergency unlock permission state is valid.
Referring to fig. 5, the step S302 further includes the following sub-steps:
s302e1, the state of communication with the cab is determined.
S302e2, when the communication state with the cab is the off state, it is determined that the emergency unlock permission state is valid.
Referring to fig. 6, the step S302 includes the following sub-steps:
s302f1, determining whether an in-vehicle fire alarm signal is received according to the emergency unlocking request signal.
S302f2, when the in-vehicle fire alarm signal is received, it is determined that the emergency unlock permission state is valid.
S302f3, if the in-vehicle fire alarm signal is not received, it is determined that the emergency unlock permission state is invalid.
Referring to fig. 7, the step S302 includes the following sub-steps:
and S302g1, acquiring the position information according to the emergency unlocking request signal.
And S302g2, judging whether the rail vehicle is in a position allowing parking according to the position information.
And S302g3, if the rail vehicle is in the position allowing parking, determining that the door opening allowing state is effective.
And S302g4, if the rail vehicle is not at the position allowing parking, determining that the door opening allowing state is invalid.
Referring to fig. 7, the step S302 further includes the following sub-steps:
s302h1, it is determined whether or not the position detection device has a failure.
And S302h2, if the fault exists, determining that the door opening permission state is effective.
In order to implement the emergency unlocking control method corresponding to the above S301 to S303 and possible sub-steps thereof, an embodiment of the present application provides an emergency unlocking control device 120, please refer to fig. 8, and fig. 8 is a block schematic diagram of the emergency unlocking control device 120 provided in the embodiment of the present application, where the emergency unlocking control device 120 includes: a receiving module 121, a judging module 122 and a generating module 123.
The receiving module 121 is configured to receive an emergency unlocking request signal.
The judging module 122 is configured to judge whether the zero-speed signal, the emergency unlocking allowing signal, and the door opening allowing signal of the rail vehicle 100 are valid according to the emergency unlocking request signal; wherein the zero-speed signal is used for representing that the rail vehicle 100 is in a parking state; the emergency unlocking permission signal is used for indicating an emergency in the rail vehicle 100, and the door permission opening signal is used for indicating that the rail vehicle 100 is in a position allowing parking.
The generating module 123 is configured to generate a door unlock signal if the zero speed signal, the emergency unlock allowing signal, and the door open allowing signal are all valid.
It should be understood that the receiving module 121, the determining module 122 and the generating module 123 may cooperatively implement the above-mentioned S301 to S303 and possible sub-steps thereof.
In summary, the application provides an emergency unlocking control method, an emergency unlocking control device and a rail vehicle, wherein the emergency unlocking control method is applied to the rail vehicle, and the emergency unlocking control method comprises the following steps: receiving an emergency unlocking request signal; judging whether the zero-speed state, the emergency unlocking allowing state and the vehicle door opening allowing state of the railway vehicle are effective or not according to the emergency unlocking request signal; the zero-speed state is used for representing that the railway vehicle is in a parking state; the emergency unlocking allowing state is used for representing that an emergency happens in the railway vehicle, and the door opening allowing state is used for representing that the railway vehicle is in a position allowing parking; and if the zero-speed state, the emergency unlocking allowing state and the vehicle door opening allowing state are all effective, generating a vehicle door unlocking signal. Through the comprehensive judgment of the zero-speed state, the emergency unlocking allowing state and the vehicle door opening allowing state of the railway vehicle, under the condition that the zero-speed state, the emergency unlocking allowing state and the vehicle door opening allowing state are all effective, a vehicle door unlocking signal is generated, and the emergency unlocking device is controlled to unlock so that a passenger can open the vehicle door. The risk that the emergency unlocking request signal is accidentally opened when the passenger triggers the emergency unlocking request signal by mistake is reduced; meanwhile, the safe opening of the vehicle door under emergency is ensured, and the possibility of escape of passengers is improved.
As will be appreciated by one skilled in the art, embodiments of the present application may be provided as a method, system, or computer program product. Accordingly, the present application may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, the present application may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and the like) having computer-usable program code embodied therein.
The present application is described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the application. It will be understood that each flow and/or block of the flow diagrams and/or block diagrams, and combinations of flows and/or blocks in the flow diagrams and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
While the preferred embodiments of the present application have been described, additional variations and modifications in those embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. Therefore, it is intended that the appended claims be interpreted as including preferred embodiments and all alterations and modifications as fall within the scope of the application.
It will be apparent to those skilled in the art that various changes and modifications may be made in the present application without departing from the spirit and scope of the application. Thus, if such modifications and variations of the present application fall within the scope of the claims of the present application and their equivalents, the present application is intended to include such modifications and variations as well.
Claims (16)
1. An emergency unlocking control method is applied to a rail vehicle, and comprises the following steps:
receiving an emergency unlocking request signal;
judging whether the zero-speed state, the emergency unlocking allowing state and the vehicle door opening allowing state of the railway vehicle are effective or not according to the emergency unlocking request signal; wherein the zero speed state is used for representing that the railway vehicle is in a parking state; the emergency unlocking allowing state is used for representing that an emergency event exists in the railway vehicle, and the door opening allowing state is used for representing that the railway vehicle is in a position allowing parking;
and if the zero-speed state, the emergency unlocking allowing state and the vehicle door opening allowing state are all effective, generating a vehicle door unlocking signal.
2. The method of claim 1, wherein the rail vehicle includes a first brake unit and a second brake unit, and the step of determining whether the stall condition of the rail vehicle is valid based on the emergency unlock request signal comprises:
judging whether a first zero-speed signal sent by the first brake unit and a second zero-speed signal sent by the second brake unit are received or not according to the emergency unlocking request signal;
if the first zero-speed signal and the second zero-speed signal are received, judging that the zero-speed state is effective;
and if one of the first zero-speed signal and the second zero-speed signal is received or the first zero-speed signal and the second zero-speed signal are not received, determining that the zero-speed state is invalid.
3. The method according to claim 1, wherein the step of determining whether the emergency unlocking permission state of the rail vehicle is valid according to the emergency unlocking request signal comprises:
judging the running mode of the rail vehicle according to the emergency unlocking request signal;
if the rail vehicle is in the unmanned mode, sending the emergency unlocking request signal to a control center;
if a first emergency unlocking allowing signal fed back by the control center according to the emergency unlocking request signal is received, judging that the emergency unlocking allowing state is valid;
and if a first emergency unlocking prohibition signal fed back by the control center according to the emergency unlocking request signal is received, judging that the emergency unlocking permission state is invalid.
4. The method of claim 3, wherein after the step of determining the operating mode of the rail vehicle based on the emergency unlock request signal, the method further comprises:
if the rail vehicle is in the manned driving mode, sending the emergency unlocking request signal to a cab of the rail vehicle;
if a second emergency unlocking allowing signal sent by the cab according to the emergency unlocking request signal is received, judging that the emergency unlocking allowing state is valid;
and if a second emergency unlocking prohibition signal fed back by the cab according to the emergency unlocking request signal is received, judging that the emergency unlocking permission state is invalid.
5. The method of claim 3, wherein prior to the step of sending the emergency unlock request signal to a control center, the method further comprises:
judging the communication state with the control center;
and if the communication state with the control center is a disconnection state, judging that the emergency unlocking permission state is effective.
6. The method of claim 4, wherein prior to the step of sending the emergency unlock request signal to the cab of the rail vehicle, the method further comprises:
judging the communication state with the cab;
and if the communication state with the cab is a disconnection state, judging that the emergency unlocking permission state is effective.
7. The method according to claim 1, characterized in that the rail vehicle comprises a fire detection device for generating an in-vehicle fire signal in the event of a fire of the rail vehicle;
the step of judging whether the emergency unlocking permission state of the rail vehicle is valid according to the emergency unlocking request signal comprises the following steps:
judging whether the in-vehicle fire alarm signal is received or not according to the emergency unlocking request signal;
if the in-vehicle fire alarm signal is received, judging that the emergency unlocking permission state is valid;
and if the fire alarm signal in the vehicle is not received, judging that the emergency unlocking permission state is invalid.
8. The method of claim 1, wherein the rail vehicle includes a position detection device for detecting a current position of the rail vehicle and generating position information;
the step of judging whether the door opening permission state of the railway vehicle is valid or not according to the emergency unlocking request signal comprises the following steps:
acquiring the position information according to the emergency unlocking request signal;
judging whether the rail vehicle is in a position allowing parking according to the position information;
if the rail vehicle is in a position allowing parking, judging that the door opening allowing state is effective;
and if the railway vehicle is not in the position allowing parking, judging that the door opening allowing state is invalid.
9. The method of claim 8, wherein the step of obtaining the location information according to the emergency unlock request signal is preceded by the method further comprising:
judging whether the position detection device has a fault or not;
and if the fault exists, judging that the door opening permission state is effective.
10. An emergency unlock control device, applied to a rail vehicle, the device comprising:
the receiving module is used for receiving an emergency unlocking request signal;
the judging module is used for judging whether a zero-speed signal, an emergency unlocking allowing signal and a vehicle door opening allowing signal of the railway vehicle are effective or not according to the emergency unlocking request signal; wherein the zero-speed signal is used for representing that the rail vehicle is in a parking state; the emergency unlocking allowing signal is used for representing that an emergency event exists in the railway vehicle, and the door opening allowing signal is used for representing that the railway vehicle is in a position allowing parking;
and the generating module is used for generating a vehicle door unlocking signal if the zero-speed signal, the emergency unlocking allowing signal and the vehicle door opening allowing signal are all effective.
11. A rail vehicle is characterized by comprising an emergency unlocking trigger device, an emergency unlocking control device and an emergency unlocking device, wherein the emergency unlocking trigger device and the emergency unlocking device are connected with the emergency unlocking control device;
the emergency unlocking control device is used for receiving an emergency unlocking request signal generated by the emergency unlocking trigger device;
the emergency unlocking control device is also used for judging whether the zero-speed state, the emergency unlocking allowing state and the vehicle door opening allowing state of the railway vehicle are effective or not according to the emergency unlocking request signal; wherein the zero speed state is used for representing that the railway vehicle is in a parking state; the emergency unlocking allowing state is used for representing that an emergency event exists in the railway vehicle, and the door opening allowing state is used for representing that the railway vehicle is in a position allowing parking;
the emergency unlocking control device is also used for sending a vehicle door unlocking signal to the emergency unlocking device under the condition that the zero-speed state, the emergency unlocking allowing state and the vehicle door opening allowing state are all effective.
12. The rail vehicle of claim 11, further comprising a first brake unit and a second brake unit, each connected to the emergency unlock control device;
the emergency unlocking control device is also used for judging whether a first zero-speed signal sent by the first brake unit and a second zero-speed signal sent by the second brake unit are received according to the emergency unlocking request signal;
the emergency unlocking control device is also used for judging that the zero-speed state is effective under the condition of receiving the first zero-speed signal and the second zero-speed signal;
the emergency unlocking control device is further configured to determine that the stall-speed state is invalid when one of the first stall-speed signal and the second stall-speed signal is received or when the first stall-speed signal and the second stall-speed signal are not received.
13. The rail vehicle according to claim 11, wherein the emergency unlocking control device is further configured to determine an operation mode of the rail vehicle according to the emergency unlocking request signal;
if the rail vehicle is in the unmanned mode, the emergency unlocking control device is also used for sending the emergency unlocking request signal to a control center connected with the emergency unlocking control device;
if the emergency unlocking control device receives a first emergency unlocking allowing signal fed back by the control center according to the emergency unlocking request signal, the emergency unlocking control device is also used for judging that the emergency unlocking allowing state is valid;
and if the emergency unlocking control device receives a first emergency unlocking prohibition signal fed back by the control center according to the emergency unlocking request signal, the emergency unlocking control device is also used for judging that the emergency unlocking permission state is invalid.
14. The rail vehicle of claim 13, further comprising a cab, the emergency unlock control device being connected to the cab;
if the railway vehicle is in the manned driving mode, the emergency unlocking control device is also used for sending the emergency unlocking request signal to a cab of the railway vehicle;
if the emergency unlocking control device receives a second emergency unlocking allowing signal sent by the cab according to the emergency unlocking request signal, the emergency unlocking control device is also used for judging that the emergency unlocking allowing state is valid;
and if the emergency unlocking control device receives a second emergency unlocking prohibition signal fed back by the cab according to the emergency unlocking request signal, the emergency unlocking control device is also used for judging that the emergency unlocking permission state is invalid.
15. The rail vehicle according to claim 11, characterized in that the rail vehicle further comprises a fire detection device, which is connected with the emergency unlocking control device;
the fire alarm detection device is used for generating an in-car fire alarm signal under the condition that the railway vehicle has a fire, and sending the fire alarm signal to the emergency unlocking control device;
the emergency unlocking control device is also used for judging whether the in-vehicle fire alarm signal is received according to the emergency unlocking request signal; if the in-vehicle fire alarm signal is received, judging that the emergency unlocking permission state is valid; and if the fire alarm signal in the vehicle is not received, judging that the emergency unlocking permission state is invalid.
16. The rail vehicle of claim 11, further comprising a position detection device connected to the emergency unlock control device;
the position detection device is used for detecting the current position of the rail vehicle and generating position information;
the emergency unlocking control device is also used for acquiring the position information according to the emergency unlocking request signal;
the emergency unlocking control device is also used for judging whether the railway vehicle is in a position allowing parking according to the position information; if the rail vehicle is in a position allowing parking, judging that the zero-speed state is effective; and if the railway vehicle is not in the position allowing parking, judging that the zero-speed state is invalid.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110863755.4A CN113482461A (en) | 2021-07-29 | 2021-07-29 | Emergency unlocking control method and device and railway vehicle |
| PCT/CN2021/133401 WO2023005077A1 (en) | 2021-07-29 | 2021-11-26 | Emergency unlocking control method and apparatus, and railway vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110863755.4A CN113482461A (en) | 2021-07-29 | 2021-07-29 | Emergency unlocking control method and device and railway vehicle |
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| CN113482461A true CN113482461A (en) | 2021-10-08 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202110863755.4A Pending CN113482461A (en) | 2021-07-29 | 2021-07-29 | Emergency unlocking control method and device and railway vehicle |
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| Country | Link |
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| CN (1) | CN113482461A (en) |
| WO (1) | WO2023005077A1 (en) |
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| WO2023005077A1 (en) * | 2021-07-29 | 2023-02-02 | 中车唐山机车车辆有限公司 | Emergency unlocking control method and apparatus, and railway vehicle |
| CN115675572A (en) * | 2022-11-17 | 2023-02-03 | 上海富欣智能交通控制有限公司 | Train door suppression control method and device and electronic equipment |
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| CN116291067B (en) * | 2023-04-20 | 2024-05-28 | 重庆赛力斯新能源汽车设计院有限公司 | Intelligent opening and closing control method and device for door lock |
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Also Published As
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| WO2023005077A1 (en) | 2023-02-02 |
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Application publication date: 20211008 |