Disclosure of utility model
The technical problem to be solved by the utility model is to provide the intelligent shunting operation system for the locomotive, which can greatly reduce shunting cooperation personnel and greatly improve automation degree and shunting efficiency.
In order to solve the technical problems, the technical scheme of the utility model is as follows: the locomotive intelligent shunting operation system is matched with a station existing system for use and comprises a vehicle-mounted subsystem and a ground subsystem, wherein the vehicle-mounted subsystem is connected with the ground subsystem through a wireless communication subsystem signal, and the ground subsystem is connected with the station existing system signal;
The vehicle-mounted subsystem comprises a locomotive-mounted device arranged on the shunting machine and a vehicle pickup device detachably arranged on the regulated locomotive, and the locomotive-mounted device is in signal connection with the vehicle pickup device through the wireless communication subsystem;
The ground subsystem comprises a trackside point type induction tag which is arranged and installed along a track, a pseudo-range differential base station for realizing the pseudo-range differential positioning of a shunting machine and a ground control center for realizing the total control of the system;
the wireless communication subsystem comprises a radio station communication unit, a wireless network communication unit and a COFDM wireless communication unit.
As the preferable technical scheme, locomotive on-vehicle device includes autopilot unit and promotes and watch the display element, autopilot unit with promote and watch the display element and pass through on-vehicle communication unit signal connection to wireless communication subsystem respectively, autopilot unit is connected with shunting safety protection unit, locomotive braking control unit, department's controller control unit and train operation monitoring device, train operation monitoring device with shunting safety protection unit connects the setting, train operation monitoring device still is connected with the level and adjusts the machine controller, shunting safety protection unit still is connected with on-vehicle antenna and transponder inquiry unit.
As the preferable technical scheme, shunting safety protection unit includes master control plug-in components, communication plug-in components, radio station plug-in components, power plug-in components and safety protection antenna, master control plug-in components the communication plug-in components the radio station plug-in components with the power plug-in components are installed in the machinery room of shunting machine, safety protection antenna installs in shunting machine's top, the radio station plug-in components with radio station communication unit signal connection.
As a preferred embodiment, the transponder query unit comprises a transponder microprocessor and a transponder antenna, the transponder microprocessor being in signal connection with the wayside point sensing tag via the transponder antenna.
As the preferred technical scheme, vehicle collar ware includes encapsulation shell, encapsulation shell lateral part rotates installs collar ware antenna, the handle of being convenient for the dismouting is still installed to one side of encapsulation shell, fixed mounting has adsorption magnet on the backplate of encapsulation shell, be equipped with power supply unit, positioning unit, video acquisition unit, laser rangefinder unit and wireless transmission unit in the encapsulation shell, just video acquisition unit with the signal acquisition end of laser rangefinder unit exposes on the panel of encapsulation shell, still inlay on the panel of encapsulation shell and be equipped with switch and electric quantity display element.
As the preferable technical scheme, the video acquisition unit is arranged as a camera, the laser ranging unit is arranged as a laser radar, and the electric quantity display unit is arranged as an electric quantity indicator lamp.
As an preferable technical scheme, the ground control center comprises a service management unit, an automatic driving management unit, a station map management unit, a working process management unit, an alarm detection management unit, a precise positioning service unit, a data storage management unit, an interlocking information management unit, a train-ground communication unit and other system interface units, wherein the train-ground communication unit is in signal connection with the wireless communication subsystem, the other system interface units are in signal connection with the existing station system, and the service management unit, the automatic driving management unit, the station map management unit, the working process management unit, the alarm detection management unit, the precise positioning service unit, the data storage management unit and the interlocking information management unit are respectively arranged as data processing servers.
As an improvement to the technical scheme, the existing station system comprises a microcomputer interlocking unit, an existing car management unit and an automatic shunting plan programming unit.
Due to the adoption of the technical scheme, the utility model has the following beneficial effects: through the cooperation of the unit modules in the subsystems, the automatic intelligent driving of the shunting locomotive according to a shunting operation plan and interlocking signal conditions in the railway shunting operation process is realized by comprehensively utilizing technologies such as positioning, wireless local area network communication, computer interlocking signal acquisition and control, so that the problems of running safety, automatic shunting and the like of the shunting locomotive in the shunting operation process are effectively solved, and the purposes of reducing staff and enhancing efficiency in the shunting process can be achieved.
Detailed Description
The utility model is further illustrated in the following, in conjunction with the accompanying drawings and examples. In the following detailed description, certain exemplary embodiments of the present utility model are described by way of illustration only. It is needless to say that the person skilled in the art realizes that the described embodiments may be modified in various different ways without departing from the spirit and scope of the utility model. Accordingly, the drawings and description are to be regarded as illustrative in nature and not as restrictive in scope.
As shown in fig. 1, 2 and 3, the intelligent shunting operation system of the locomotive is matched with the existing system of the station to finish shunting in the station. The system comprises a vehicle-mounted subsystem and a ground subsystem, wherein the vehicle-mounted subsystem and the ground subsystem are in signal connection through a wireless communication subsystem, the ground subsystem is in signal connection with an existing station system, the vehicle-mounted subsystem mainly implements and completes shunting tasks, the ground subsystem mainly implements shunting control and monitoring, and the wireless communication subsystem is used for realizing command transmission, parameter transmission and the like between the vehicle-mounted subsystem and the ground subsystem.
As shown in fig. 1 and 2, the vehicle-mounted subsystem comprises a locomotive-mounted device arranged on the shunting machine and a vehicle pickup device detachably arranged on the regulated locomotive, and the locomotive-mounted device is in signal connection with the vehicle pickup device through the wireless communication subsystem. Specifically, locomotive on-vehicle device includes autopilot unit and promotes and lookout display element, autopilot unit with promote and lookout display element respectively through on-vehicle communication unit signal connection to wireless communication subsystem, autopilot unit is connected with shunting safety protection unit, locomotive braking control unit, drive accuse ware control unit and train operation monitoring device LKJ, train operation monitoring device with shunting safety protection unit connects the setting, train operation monitoring device still is connected with the level-shifter accuse ware, shunting safety protection unit still is connected with on-vehicle antenna and transponder inquiry unit.
The automatic driving unit is used for automatically calculating and generating a locomotive optimizing operation curve according to a leveling instruction, a shunting machine position, a shunting route signal, a distance, total train weight, length changing, locomotive characteristics and the like sent by a shunting machine, and controlling locomotive starting, acceleration, deceleration, stopping operation and the like. And reserving an extension function of automatic driving of the locomotive in a long-crossing and traction train forward running environment. The unit is provided with a core host and a man-machine interaction display, can perform self-checking, and has a detection function of communication states with the locomotive braking control unit and the driver control unit. When the locomotive is started, according to the control instruction and the route information of the ground subsystem, automatically relieving air braking through the locomotive braking control unit, and controlling the locomotive (train) to automatically start; when reversing and propelling, according to the control instruction of the ground subsystem, automatically converting the running direction of the locomotive and executing propelling operation; when the train is automatically controlled to run according to the route, a train optimizing control curve is calculated in real time according to the information such as route signals, route data, speed limit, train grouping, air pipe connection conditions, locomotive characteristics and the like, and the train is automatically controlled to run according to the specified speed; when the train is automatically parked, before a closed signal machine or a specified parking point, the train is controlled to park by using air brake through the locomotive brake control unit; when the automobile is parked for preventing the sliding, the pressure of the brake cylinder is controlled to 300kPa after the automobile is parked for preventing the sliding.
The automatic driving unit is integrated into the control system according to comprehensive data such as a dispatching plan, traction weight, line gradient, locomotive traction/braking characteristics and the like, and issues accurate control commands. The engine control unit controls the locomotive diesel engine circuit to control the locomotive diesel engine throttle, the diesel engine control circuit is still an original diesel engine speed regulation (lifting, falling and protecting) switch control device on the locomotive, and when the diesel engine 'lifting' circuit is continuously connected, the throttle gear is gradually increased at the speed of (1 gear/1 s). The speed increasing range is provided with 0-30 gears; under the control mode of releasing the right, the brake is divided into 7 gears, and the brake pressure of each gear can be set in a self-defined way. The locomotive braking control unit is provided with seven-level electric control brakes, the locomotive is additionally provided with a large brake electric control brake, the locomotive is provided with various sensors (wind pressure, oil pressure, water temperature, oil temperature, voltage, current and the like), and the locomotive is provided with a locomotive data communication control module and various relays which are matched with each other to complete the automatic driving control.
The locomotive braking control unit receives the control command sent by the automatic driving unit, and outputs different pressure signals after judging and calculating through an internal computer according to different commands, so as to control the brake to realize different levels of braking control on the locomotive. The small brake and the large brake of the locomotive can be controlled respectively by different control signal instructions. The electric control brake of the locomotive braking control unit is of a box type structure, is connected with a brake controller through a cable and is controlled to output, the electric control brake has the functions of closed loop detection of output pressure and power failure and very braking, is connected with an air relay valve of the air brake, and realizes braking, pressure maintaining or relieving of the locomotive under the condition of not changing original equipment.
The propulsion lookout display element sets up in the driver's cabin of locomotive, vehicle collar ware is when pushing the train, and real-time collection train front circuit, signal video image and measurement distance stay car distance when linking to hang, and pass through wireless communication subsystem is with train operation front video, distance data transfer extremely the propulsion lookout display element realizes the automatic intelligent lookout of propelling movement, realizes that shunting propelling movement operation intelligence lookout, linking to hang range finding function promptly.
The vehicle-mounted communication unit performs information interaction with the ground subsystem through the wireless communication subsystem, and performs data interaction (including safety data and unsafe data) with other units in the vehicle-mounted subsystem through a bus mode such as a network, a CAN (controller area network), a serial port and the like, namely, a channel is provided for transmission data among the ground subsystem, the shunting safety protection unit and the propulsion lookout display unit, accurate positioning information of a vehicle is provided for the ground subsystem, a channel is provided for the propulsion lookout display unit and the ground subsystem through a foreground video of the vehicle when a train is propelled, an indication of communication states of all channels is formed, the data communication rate is not lower than 1Mbps, and the Ethernet transmission bandwidth is not lower than 100Mbps.
The shunting safety protection unit is matched with other units to accurately position rolling stocks in real time, so that the safety protection function of train anti-counterfeiting, overspeed and out-of-limit (anti-collision soil blocking) is realized, and the safety protection function of locomotive shunting operation is realized by the control of the train through the matching of the train operation monitoring device LKJ and the leveling machine controller. The shunting safety protection unit comprises a main control plug-in unit, a communication plug-in unit, a radio station plug-in unit, a power plug-in unit and a safety protection antenna, wherein the main control plug-in unit, the communication plug-in unit, the radio station plug-in unit and the power plug-in unit are arranged in a mechanical room of the shunting machine, the safety protection antenna is arranged at the top of the shunting machine, and the radio station plug-in unit is in signal connection with the radio station communication unit. The shunting safety protection unit is in communication with the train operation monitoring device LKJ, station real-time information and control information are sent to a display and a host of the train operation monitoring device LKJ, the safety protection antenna is in communication with the ground subsystem through the wireless communication subsystem, and the unit can realize the following specific functions:
1) White light speed limiting protection function. The locomotive is controlled to run on an open road according to the line speed limit, and a control curve is formed as shown in fig. 4. When the forward shunting signal for locomotive running is displayed as a white light in the route information, the locomotive is monitored to pass over the shunting signal according to the fixed mode speed limit value, and the locomotive speed is controlled to be not more than the specified speed (12 km/h for a single machine, 10km/h for connection and 5km/h for a corridor opening).
2) Signal control is disabled. When the train operation front shunting signal is a forbidden signal, the locomotive is prevented from crossing the closing signal, and a formed control curve is shown in fig. 5. When the traffic signal in front of train operation is a forbidden signal, the traffic signal is used as a control target point, the monitoring locomotive stops in front of the traffic signal, and the automatic control locomotive prevents from running through the closed traffic signal (blue light or red light).
3) And the speed limiting function of the vehicle track is reserved. The train enters the track section where the reserved train is located and starts to control according to the highest speed limit (20 km/h) of the train storage line by advancing 20 meters, the train storage line is prompted to pay attention to a window (counting down for 7 seconds) every 5 seconds, and a crew presses a vigilance key within the counting down time of the window, and then the train storage line is continuously controlled according to the highest speed limit (20 km/h); otherwise, the speed limit suddenly drops to be the speed limit (6 km/h) of the continuous vehicle storage, and the formed control curve is shown in figure 6. The lead line has a parked vehicle therein and the supervisory locomotive enters the stock track at a speed not exceeding a prescribed speed.
4) And (5) protecting the parking spot once. When the front route end point is a one-time stopping point, the monitoring train stops before the one-time stopping point. After stopping, the speed limit value passes over a one-degree stopping point according to a fixed mode, and the formed control curves are shown in fig. 7 and 8. When the route information indicates that the forward route end point is a one-time stop point, the monitoring locomotive/rail car stops before the one-time stop point. The control mode of the stopping point included in the route information is that the train operation monitoring device LKJ uses the stopping point as a control target point of stopping, calculates and generates a control mode curve and monitors the operation of the locomotive.
5) Overspeed protection. The control curve formed to prevent the locomotive from running beyond the turnout or the zone speed limit is shown in figure 9. When the front route is indicated to have the turnout needing speed limitation in the route information, calculating to generate a control mode curve by taking the turnout position as a control target point, and determining the turnout speed limitation value as a fixed mode speed limitation value to monitor that the locomotive passes through the turnout section. When the tail of the train passes over the speed limit end point, the speed limit is restored by automatically sending a command for releasing the special speed limit control. The control crewmember operates the locomotive not to exceed the relevant switch speed control rules.
6) And (5) protecting the soil shield. The control curve formed to prevent the locomotive from striking the earth is shown in fig. 10. When the front approach is a dead end line car stop, the system monitors that the train enters the dead end line to run at a speed not exceeding a specified speed, takes a dead end line car stop protection point as a control target point for stopping, monitors that the locomotive stops before the car stop, and controls a crew to control the locomotive not to cross the dead end line or the earth stop.
7) The control curves formed by the speed limiting protection of the propelling operation and the station boundary point protection are shown in fig. 11. For example, when the route information indicates that the forward route end point is a stop, a control pattern curve is calculated and generated by taking the stop as a control target point for stopping the vehicle, and the operation of the locomotive is monitored.
8) And the motor car without the route gives an alarm. When the specific position of the train in the track section cannot be confirmed and the front part is a forbidden signal, if the train is in a voice alarm state, the driver key response information is not obtained in 7S, and the train operation monitoring device LKJ outputs an emergency braking or service braking instruction according to the requirement set by the vehicle-mounted data.
9) Beidou positioning function. The system obtains ground differential correction information in real time, performs differential accurate positioning at the vehicle-mounted end, and achieves accurate positioning of the locomotive on the station yard stock way through preset station yard data, and is used for initial positioning and distance correction of the system.
10 A car-ground communication function. The master control plug-in unit has the functions of two-channel communication with the ground through 3/4/5G and a radio station, real-time station information transmission and system safety control function are realized through radio station communication, and the functions of vehicle-ground monitoring information and differential correction information transmission are realized through 3/4/5G mobile communication.
The locomotive braking control unit and the driver control unit are also provided with microprocessors, so that the computer can automatically control the pressure reduction and release of a brake on the locomotive, automatically control the level of a locomotive handle, control the rotating speed of a diesel engine and the like. The vehicle-mounted antenna, the train operation monitoring device LKJ and the leveling machine controller are currently commonly used equipment and are not described in detail herein. The transponder inquiry unit comprises a transponder microprocessor and a transponder antenna, the transponder microprocessor is in signal connection with the trackside point type induction tag 9 through the transponder antenna, the transponder antenna is responsible for the number reading of a ground fixed point, namely the trackside point type induction tag 9, and the read fixed point information is sent to the transponder microprocessor through an Ethernet interface to realize positioning.
The vehicle collar comprises an encapsulation shell 1, a collar antenna 2 is rotatably arranged on the side part of the encapsulation shell 1, one side of the encapsulation shell 1 is also provided with a magnet 4 which is convenient to disassemble and assemble, and an adsorption magnet is fixedly arranged on a backboard of the encapsulation shell 1. When the device is used, the whole device is directly adsorbed and fixed at the front end of a regulated locomotive by the adsorption magnet 4, so that the adsorption is firm, and the condition that equipment does not slide and fall off when the shunting machine runs is satisfied. The packaging shell 1 is internally provided with a power supply unit, a positioning unit, a video acquisition unit, a laser ranging unit and a wireless transmission unit, the video acquisition unit and a signal acquisition end of the laser ranging unit are exposed on a panel of the packaging shell 1, and the panel of the packaging shell 1 is further embedded with a power switch 5 and an electric quantity display unit.
The video acquisition unit is arranged as a camera 6, the laser ranging unit is arranged as a laser radar 8, and the electric quantity display unit is arranged as an electric quantity indicator lamp 7. The system has the function of acquiring real-time audio and video images in front of the running vehicle in the daytime and at night. The infrared irradiation distance of the laser radar 8 is 50-80 meters, the capability of detecting the vehicle or the obstacle in 150m in front of the running of the vehicle can be detected in real time, and the ranging accuracy is less than 0.5 meter. The power switch 5 is controlled to be turned on or off in real time, and the electric quantity indicator lamp 7 is used for displaying the power supply allowance. The vehicle collar is in charge of collecting line images in front of the train in real time, and transmitting the line images to the propulsion lookout display unit in a wireless mode for displaying, so that intelligent lookout is realized. The intelligent observation can be implemented by specially installing and arranging a car collar receiving display terminal on the shunting machine, the car collar receiving display terminal comprises a locomotive receiving terminal, a video display terminal and an antenna, the locomotive receiving terminal is installed in a mechanical room of the shunting machine, the video display terminal is installed in a cab, and the antenna can be installed at the top of a locomotive.
As shown in fig. 1 and 3, the wireless communication subsystem includes a station communication unit, a wireless network communication unit, and a COFDM wireless communication unit. The ground subsystem comprises a trackside point type sensing tag 9 which is arranged and installed along a track, a pseudo-range differential base station 10 for realizing pseudo-range differential positioning of a shunting machine and a ground control center for realizing system general control. The radio station communication unit and the wireless network communication unit are used for data communication between the ground control center and the shunting safety protection unit as well as between the radio station communication unit and the vehicle-mounted communication unit, and the COFDM wireless communication unit is used for transmitting video image data of a line in front of train operation to the propulsion lookout display unit by the vehicle car collar. The uplink rate of the edge user is not less than 1Mbps under the networking condition of the wireless network communication unit 5M, the switching time delay is not more than 150ms, and the end-to-end (moving to fixed or fixed to moving under the same core network) instruction time delay is not more than 50ms so as to ensure the timeliness of communication. In a station with the length of 2200 m and the width of 50m, 2 communication base stations can be deployed to realize the network coverage of the whole station, the base stations are installed by utilizing lamp holders in the station as much as possible, new rods are not installed as much as possible, so that the stability of data transmission is ensured, and finally, the whole station double-network coverage of a high-bandwidth low-delay radio station communication unit and a wireless network communication unit is ensured.
As shown in fig. 12, the trackside point type sensing tag 9 is fixed above the sleeper in the middle of the track, adopts a passive RFID technology, is internally provided with stored distance data, is flexible in installation mode, and can be fixed on the sleeper by bolt installation. When the shunting machine passes over the trackside point type sensing tag 9, the transponder inquiry unit can read the storage distance data in the trackside point type sensing tag 9 so as to correct the positioning of the shunting machine.
As shown in fig. 3 and 14, the ground control center includes a service management unit, an autopilot management unit, a yard map management unit, a work process management unit, an alarm detection management unit, a precise positioning service unit, a data storage management unit, an interlock information management unit, a train-ground communication unit, and other system interface units, wherein the train-ground communication unit is in signal connection with the wireless communication subsystem, the other system interface units are in signal connection with the existing system of the station, and the service management unit, the autopilot management unit, the yard map management unit, the work process management unit, the alarm detection management unit, the precise positioning service unit, the data storage management unit, and the interlock information management unit are respectively provided as data processing servers.
The train-ground communication unit is responsible for establishing a communication link with the vehicle-mounted communication unit, sending data such as a shunting route, a train control instruction, an operation plan and the like to the locomotive-mounted device, and receiving data such as locomotive position, running state, equipment monitoring and the like issued by the locomotive-mounted device; the automatic driving management unit automatically performs calculation processing according to data such as a shunting operation plan, train/shunting route data, locomotive positioning, station diagram data, train grouping (weight) and the like, generates a train control instruction, and sends the train control instruction to the automatic driving unit to realize automatic driving; the operation process management unit is used for automatically decomposing the shunting operation plan, decomposing the hooking operation plan into locomotive operation sequences, and tracking the current locomotive execution condition in real time according to the locomotive position and locomotive operation data; the station map management unit comprises mapped station line satellite maps, station strand distance, line annunciators, soil files, station landmark positions, turnouts, special lines and other data; displaying real-time running paths and tracks of the locomotive by combining the shunting access and locomotive positioning dynamic data; the system automatically sends shunting/train entering data corresponding to a station or a line to a locomotive vehicle-mounted device; the accurate positioning service unit is matched with the pseudo-range differential base station 10 arranged on the ground to provide an accurate positioning function for a system; the alarm detection management unit monitors the working states of the locomotive-mounted device and the ground subsystem of the access system, adopts fault safety guide, and timely sends out alarm information when the locomotive-mounted device is found to be faulty, generates a parking instruction and controls the locomotive to park; the service management unit monitors and dispatches service functions to each functional module; the data storage management unit is used for storing historical data; the other system interface units are mainly connected with all units of the existing system of the station, and achieve the functions of data communication and data conversion. The existing station system comprises a microcomputer interlocking unit, an existing car management unit and an automatic scheduling unit.
The data processing servers forming the units of the ground control center are deployed in a machine room and are connected with a switch through optical fibers. The communication related functional modules are uniformly deployed on the communication server. The data processing related functional modules are deployed on the data processing server, and the data processing server can be provided with a plurality of data processing servers, and are deployed according to the service processing function classification. The data server is divided into a real-time memory database and historical data. The application server is deployed according to the service function, and a plurality of application servers can be arranged. The file storage server is used for storing the later-stage vehicle-mounted record files for the later-stage ground analysis system. The server adopts a double-machine hot standby hardware architecture, ensures the 7×24h stable operation of the system, and prevents the system downtime caused by single-point faults. And meanwhile, RAID5 is adopted as a data storage solution, so that the data security is ensured, and the historical data storage period is not less than 1 year.
As shown in fig. 13, the pseudo-range differential base station 10 and the accurate positioning service unit are self-organized, the accurate positioning service unit can be self-configured with an external network independent IP, the locomotive-mounted device sends original coordinate data to the accurate positioning service unit, the accurate positioning service unit sends the original coordinate data to the pseudo-range differential base station 10, the pseudo-range differential base station 10 sends differential base station coordinate data to the accurate positioning service unit through data differential processing, and the accurate positioning service unit feeds the differential base station coordinate data back to the locomotive-mounted device so that the locomotive-mounted device can obtain the accurate positioning data. The pseudo-range differential base station 10 is matched with the trackside point type sensing tag 9, the original wheel speed measurement of the shunting machine and the original track circuit to form four positioning modes of the shunting machine, so that the full-station tracking and positioning function of the shunting machine is realized.
Through the coordination of the unit modules in the subsystems, the utility model realizes the automatic intelligent driving of the shunting locomotive according to a shunting operation plan and interlocking signal conditions in the railway shunting operation process by comprehensively utilizing technologies such as positioning, wireless local area network communication, computer interlocking signal acquisition, control and the like, thereby effectively solving the problems of running safety, automatic shunting and the like of the shunting locomotive in the shunting operation process and achieving the purposes of reducing personnel and enhancing efficiency in the shunting process.
The description of the present utility model has been presented for purposes of illustration and description, and is not intended to be exhaustive or limited to the utility model in the form disclosed. Many modifications and variations will be apparent to those of ordinary skill in the art. The embodiments were chosen and described in order to best explain the principles of the utility model and the practical application, and to enable others of ordinary skill in the art to understand the utility model for various embodiments with various modifications as are suited to the particular use contemplated.