Off-on-board and off-board vehicle-mounted control system and method
阅读说明:本技术 一种摘挂车载控制系统及方法 (Off-on-board and off-board vehicle-mounted control system and method ) 是由 魏臻 胡庆新 徐伟 程磊 徐自军 夏寒冰 韩大鹏 陈新 于 2019-12-30 设计创作,主要内容包括:本发明公开一种摘挂车载控制系统及方法。本发明的摘挂车载控制系统包括车载控制器、车钩控制器以及执行机构,所述车载控制器用于接收运输作业计划,以输出摘钩指令和挂钩指令,所述车钩控制器安装于机车和车辆上,所述车钩控制器用于接收所述摘钩指令和挂钩指令,以输出驱动信息和控制车钩自动挂钩,所述执行机构用于根据所述驱动信息,以实现摘钩操作。本发明的摘挂车载控制系统只需要地面发送运输作业计划,即可实现车辆自动摘钩、挂钩。(The invention discloses a picking and hanging vehicle-mounted control system and method. The uncoupling vehicle-mounted control system comprises a vehicle-mounted controller, a coupler controller and an executing mechanism, wherein the vehicle-mounted controller is used for receiving a transportation operation plan to output uncoupling instructions and hooking instructions, the coupler controller is installed on a locomotive and a vehicle, the coupler controller is used for receiving the uncoupling instructions and the hooking instructions to output driving information and control automatic hooking of a coupler, and the executing mechanism is used for realizing uncoupling operation according to the driving information. The on-board control system for unhooking and hooking vehicles can realize automatic unhooking and hooking of the vehicles only by sending a transportation operation plan on the ground.)
1. The utility model provides a take off and hang on-vehicle control system which characterized in that, take off and hang on-vehicle control system includes:
the vehicle-mounted controller is used for receiving the transportation operation plan so as to output a unhooking instruction and a hooking instruction;
the coupler controller is arranged on a locomotive and a vehicle and is used for receiving the uncoupling command and the hooking command so as to output driving information and control automatic hooking of the coupler;
and the executing mechanism is used for realizing unhooking operation according to the driving information.
2. A pick-off on-board control system as claimed in claim 1, wherein the on-board controller comprises:
a vehicle-ground communication unit for receiving the transportation operation plan;
the vehicle-mounted positioning unit is used for positioning the locomotive to acquire the position information of the locomotive;
and the main control unit is used for outputting a unhooking instruction and a hooking instruction according to the transportation operation plan and the position information of the locomotive.
3. A pick-off on-board control system as claimed in claim 2, wherein the on-board controller further comprises:
the sensing unit is used for acquiring the working condition information of the locomotive and sending the working condition information to the main control unit;
and the power supply unit is used for supplying power to the main control unit and the coupler controller.
4. The on-board pick-off control system of claim 1, wherein: the coupler controller is used for storing the serial number information of the locomotive and the vehicle, collecting the hitching state of the locomotive and the vehicle, and sending the serial number information of the locomotive and the vehicle and the hitching state to the vehicle-mounted controller.
5. The on-board control system of claim 4, wherein: and the vehicle-mounted controller is used for forming train information according to the serial number information and the hitching state of the locomotive and the vehicle.
6. The on-board pick-off control system of claim 1, wherein: and the locomotive and the vehicle are respectively provided with one coupler controller, and a pair of coupler controller hitching information packets are formed between adjacent coupler controllers.
7. The on-board pick-off control system of claim 1, wherein: and two coupler controllers are respectively arranged on the locomotive and the vehicle, and a pair of coupler controller hooking information packets are formed between the adjacent coupler controllers.
8. The on-board pick-off control system of claim 2, wherein: the train-ground communication unit is in communication connection with the ground dispatching control system and/or the remote controller.
9. The on-board pick-off control system of claim 1, wherein: the working condition information of the locomotive comprises one or more of speed information, air pressure information, oil pressure information and oil temperature information.
10. A pick-up on-board control method, characterized in that the pick-up on-board control method comprises the pick-up on-board control system of any one of claims 1 to 9, the pick-up on-board control method comprising:
unhooking operation:
the vehicle-mounted controller receives a transportation operation plan to output a unhooking instruction;
the coupler controller receives the decoupling instruction to output driving information;
the executing mechanism realizes unhooking operation according to the driving information;
the coupler controller reports the uncoupling state of the coupler so as to update train information in real time;
hooking:
the vehicle-mounted controller receives a transportation operation plan to output a hook instruction;
the coupler controller receives the hooking instruction to control automatic hooking of the coupler;
and the car coupler controller monitors the hanging state information of the hook in real time.
Technical Field
The invention relates to the technical field of railway transportation, in particular to a picking and hanging vehicle-mounted control system and method.
Background
At present, the molten iron transportation of metallurgical enterprises in China adopts a manual operation mode, a driver, a shunting worker and a connector are responsible for a locomotive to pull a molten iron car to carry out the molten iron transportation operation on the spot, the shunting worker and the connector on the spot often need to get on and off the train, take off a hook under the furnace, connect an air pipe and detach the air pipe, and the like, so that the labor intensity and the safety risk are high.
Disclosure of Invention
In view of the above drawbacks of the prior art, an object of the present invention is to provide a pick-up and hang-off vehicle-mounted control system and method, which are used to solve the problems that a positioning system in the prior art needs a lot of manual intervention, and cannot position vehicles timely and accurately, and if a field pick-up and hang-off quantity is wrong, sensing cannot be performed, and real-time train and marshalling information cannot be accurately obtained, which is easily restricted by buildings.
In order to achieve the above and other related objects, the present invention provides a pick-up on-board control system, comprising:
the vehicle-mounted controller is used for receiving the transportation operation plan so as to output a unhooking instruction and a hooking instruction;
the coupler controller is arranged on a locomotive and a vehicle and is used for receiving the uncoupling command and the hooking command so as to output driving information and control automatic hooking of the coupler;
and the executing mechanism is used for realizing unhooking operation according to the driving information.
In an embodiment of the present invention, the on-board controller includes:
a vehicle-ground communication unit for receiving the transportation operation plan;
the vehicle-mounted positioning unit is used for positioning the locomotive to acquire the position information of the locomotive;
and the main control unit is used for outputting a unhooking instruction and a hooking instruction according to the transportation operation plan and the position information of the locomotive.
In an embodiment of the present invention, the on-board controller further includes:
the sensing unit is used for acquiring the working condition information of the locomotive and sending the working condition information to the main control unit;
and the power supply unit is used for supplying power to the main control unit and the coupler controller.
In an embodiment of the present invention, the coupler controller is configured to store the serial number information of the locomotive and the vehicle, collect the hitching states of the locomotive and the vehicle, and send the serial number information of the locomotive and the vehicle and the hitching states to the onboard controller.
In an embodiment of the invention, the onboard controller is configured to form train information according to the serial number information of the locomotive and the vehicle and the hitching state.
In an embodiment of the present invention, one coupler controller is disposed on each of the locomotive and the vehicle, and a pair of coupler controller hooking information packets are formed between the adjacent coupler controllers.
In an embodiment of the present invention, two coupler controllers are respectively disposed on the locomotive and the vehicle, and a pair of coupler controller hitching information packets is formed between the adjacent coupler controllers.
In an embodiment of the invention, the train-ground communication unit is in communication connection with a ground dispatching control system and/or a remote controller.
In an embodiment of the present invention, the operating condition information of the locomotive includes one or more of speed information, air pressure information, oil pressure information, and oil temperature information.
The invention also provides a picking and hanging vehicle-mounted control method, which comprises the picking and hanging vehicle-mounted control system, and the picking and hanging vehicle-mounted control method comprises the following steps:
unhooking operation:
the vehicle-mounted controller receives a transportation operation plan to output a unhooking instruction;
the coupler controller receives the decoupling instruction to output driving information;
the executing mechanism realizes unhooking operation according to the driving information;
the coupler controller reports the uncoupling state of the coupler so as to update train information in real time;
hooking:
the vehicle-mounted controller receives a transportation operation plan to output a hook instruction;
the coupler controller receives the hooking instruction to control automatic hooking of the coupler;
and the car coupler controller monitors the hanging state information of the hook in real time.
As described above, the off-board and on-board control system and method of the present invention have the following beneficial effects:
the on-board control system for uncoupling and uncoupling can realize timely and accurate positioning of the vehicle without manual intervention, can realize automatic uncoupling and coupling of the vehicle only by sending a transportation operation plan on the ground, does not depend on a ground scheduling system for uncoupling and coupling, can form real-time train information and realize uncoupling inspection, can accurately acquire the real-time train information and marshalling information, and is not limited by buildings.
The off-board vehicle-mounted control system can realize the accurate positioning of the locomotive on the whole line and the position information of all vehicles only by laying the base station at the key fixed point.
The vehicle-mounted controller of the on-board off-hook control system can know whether the locomotive is unhooked or not in the running process according to the real-time train information, can calculate the accurate train length according to the vehicle type data, and can judge the safety protection by combining the received real-time position information of the locomotive and the vehicle in the whole station yard.
Drawings
Fig. 1 is a schematic step diagram of a molten iron transportation control method according to an embodiment of the present application.
Fig. 2 is a detailed flowchart of step S2 in fig. 1 according to an embodiment of the present disclosure.
Fig. 3 is a detailed flowchart of step S3 in fig. 1 according to an embodiment of the present disclosure.
Fig. 4 is a schematic diagram of a molten iron transportation control server module according to an embodiment of the present application.
Fig. 5 is a block diagram of a deconstruction unit of fig. 4 according to an embodiment of the present disclosure.
Fig. 6 is a block diagram illustrating specific modules of the factory entry instruction unit in fig. 4 according to an embodiment of the present disclosure.
Fig. 7 is a schematic step diagram of a method for implementing a molten iron transportation control front end according to an embodiment of the present application.
Fig. 8 is a schematic diagram of a step in an embodiment of step S2' provided in this embodiment of the present application.
Fig. 9 is a schematic diagram of a step in an embodiment of step S3' provided in this embodiment of the present application.
Fig. 10 is a schematic diagram of a step in an embodiment of step S4' provided in this embodiment of the present application.
Fig. 11 is a schematic diagram of a molten iron transportation control front-end module according to an embodiment of the present application.
Fig. 12 is a block diagram of the iron tapping deconstruction unit of fig. 11 according to an embodiment of the present disclosure.
Fig. 13 is a block diagram of a specific block diagram of the barrier unit in fig. 11 according to an embodiment of the present disclosure.
Fig. 14 is a block diagram of an embodiment of the incoming hook extractor of fig. 11 according to an embodiment of the present disclosure.
Fig. 15 is a schematic structural diagram of a molten iron transportation control device or a pick-and-place vehicle-mounted control system at a front end of molten iron transportation control according to an embodiment of the present application.
Fig. 16 is a schematic block diagram of a first onboard controller of a molten iron transportation control device or a pick-up and pick-up onboard control system at a front end of a molten iron transportation control according to an embodiment of the present disclosure.
Fig. 17 is a work flow diagram of a unhooking operation of a molten iron transportation control method or a molten iron transportation control front end implementation method provided in an embodiment of the present application.
Fig. 18 is a flowchart illustrating a hook operation of a molten iron transportation control method or a molten iron transportation control front end implementation method according to an embodiment of the present application.
Fig. 19 is a schematic structural diagram of a molten iron transportation control device or a coupler control system at a molten iron transportation control front end according to an embodiment of the present application.
Fig. 20 is a schematic structural block diagram of a molten iron transportation control device or a coupler control system at a molten iron transportation control front end according to an embodiment of the present application.
Fig. 21 is a schematic block diagram of a second coupler controller of a molten iron transportation control device or a coupler control system at a front end of molten iron transportation control according to an embodiment of the present disclosure.
Fig. 22 is a functional block diagram of an interface of a central processing unit of a second coupler controller of a molten iron transportation control device or a coupler control system at a front end of molten iron transportation control according to an embodiment of the present disclosure.
Detailed Description
The embodiments of the present invention are described below with reference to specific embodiments, and other advantages and effects of the present invention will be easily understood by those skilled in the art from the disclosure of the present specification. The invention is capable of other and different embodiments and of being practiced or of being carried out in various ways, and its several details are capable of modification in various respects, all without departing from the spirit and scope of the present invention. It is to be noted that the features in the following embodiments and examples may be combined with each other without conflict.
It should be noted that the drawings provided in the following embodiments are only for illustrating the basic idea of the present invention, and the drawings only show the components related to the present invention rather than the number, shape and size of the components in actual implementation, and the type, quantity and proportion of the components in actual implementation may be changed freely, and the layout of the components may be more complicated.
Referring to fig. 1, fig. 1 is a schematic diagram illustrating steps of a molten iron transportation control method according to an embodiment of the present application. The pick-up and hang-up vehicle-mounted control system and method of the present invention can be applied to the molten iron transportation control method, the rear end and the front end, as shown in fig. 1, a molten iron transportation control method includes: s1, receiving and analyzing the front end request to obtain the mode control data to generate and send the front end trigger data, receiving the back end request by the back end server to obtain the mode authorization data to generate and send the trigger data, signal-connecting with the train automatic protection system through the wireless network of the data communication system, signal-connecting with the off-board vehicle control system of the front end through the wired or wireless network, the train automatic protection system includes three operation modes: the automatic driving mode, the remote control driving mode and the driver autonomous driving mode can be expanded in the number and the types of the modes, and the mode data can be stored in a back-end server in the form of serial number data; s2, acquiring a preset transportation plan according to the trigger data, receiving a parking alignment signal, calculating and sending transportation deconstruction data, analyzing a rear end request, judging a control mode, extracting mode control data from the control mode, and acquiring front end trigger data and rear end trigger data according to the mode control data, wherein the mode control data comprise train running control data and track control information; s3, receiving a tapping completion signal and acquiring tank hanging return data for generating and sending a control instruction to a factory, extracting running position data in a preset transportation plan, generating and sending a position sending trigger signal and transportation information to a front end according to the running position data, extracting parking unhooking information according to a parking position locating signal, calculating deconstruction control data according to the parking unhooking information, and sending the deconstruction control data to the front end, wherein the transportation plan comprises authorization data of each subsystem and unit; and S4, receiving the factory-entering alignment signal, calculating and sending alignment and unhooking control data, and after the train runs to a steel mill, issuing a command by a rear-end train automatic monitoring system to realize accurate alignment and unhooking operation, thereby realizing the finished molten iron transportation operation flow.
Referring to fig. 17 and 18, fig. 17 is a flowchart illustrating a molten iron transportation control method or a work flow of a hook-off operation of a molten iron transportation control front end implementation method according to an embodiment of the present application. Fig. 18 is a flowchart illustrating a hook operation of a molten iron transportation control method or a molten iron transportation control front end implementation method according to an embodiment of the present application. The molten iron transportation control method further comprises the following steps: carrying out unhooking operation according to the unhooking control data: s101, the vehicle-mounted
Referring to fig. 2, fig. 2 is a flowchart illustrating a specific example of step S2 in fig. 1 according to an embodiment of the present disclosure. As shown in fig. 2, the step of calculating and sending transportation deconstruction data of step S2 includes: s21, extracting the running-in-place data in a preset transportation plan, checking train movement authorization by a train automatic monitoring system at the rear end according to operation plan information, under the normal condition, operating the train automatic protection system in an automatic driving mode, opening an access by a scheduling operator through an all-electronic computer interlocking system, and checking the access validity by an interlocking machine according to interlocking conditions; and S22, generating and sending a parking position triggering signal and transportation information to the front end according to the driving parking position data. S23, receiving a parking alignment signal, wherein the all-electronic computer interlocking system comprises an operator, an interlocking machine, a communicator and an IO module, the IO module is connected with an outdoor switch machine, a signaler and a track circuit through a communication cable, the operator is connected with a core operation server of a train automatic monitoring system at the rear end through a network, and the input and output module drives the outdoor signaler to develop and the switch machine to rotate, so that signals on a train running path are ensured to be correctly opened, turnouts rotate in place, and running safety is ensured; s24, extracting parking unhooking information according to the parking alignment signal, wherein the parking alignment signal comprises deceleration parking fixed point data for controlling the train and operation data of an unhooking driving motor; s25, deconstruction control data are calculated according to parking unhooking information, after the train is accurately aligned and stopped, a rear-end train automatic monitoring system issues an unhooking instruction to the first coupler controller 20 through the vehicle-mounted controller 10, and the first coupler controller 20 drives the locomotive 4 and the molten iron car to deconstruct; s26, sending deconstruction control data to the front end, wherein the data communication system comprises a wired ring network formed by connecting optical fibers and a core switch, and a redundant wireless network formed by a 4G base station, a WIFI base station and a wireless AP, and the wired network core switch is connected with the wireless base station through a wired Ethernet.
Referring to fig. 3, fig. 3 is a flowchart illustrating a specific example of step S3 in fig. 1 according to an embodiment of the present disclosure. As shown in fig. 3, the step of generating the factory entry command at step S3 includes: s31, judging whether a tapping completion signal is received or not, wherein the tapping completion signal can be defined as a Boolean constant and is used as a return value after the front position sensor or the bevel angle sensor senses that the tapping process of the molten iron tank is completed; s32, if yes, acquiring in-plant transportation data, completing the tank allocation operation of the molten iron car in the molten iron transportation process, automatically compiling a molten iron car transportation plan after the intelligent dispatching plan system detects that molten iron tapping is completed, and completing route opening by the dispatching centralized subsystem; s33, acquiring tank hanging return data according to the incoming transportation data, wherein the tank hanging return data can contain returned parking positions and track selection data of return roads; s34, generating and sending a factory control instruction according to the tank hanging return data, sending a mobile authorization instruction to a vehicle-mounted controller by the rear-end train automatic monitoring system, controlling the train to autonomously drive and run to a molten iron tank below a furnace by the vehicle-mounted controller, and running to a steelworks in a traction mode, and sending an instruction to a crossing intelligent control host of a crossing remote control system by the rear-end train automatic monitoring system when the train approaches a crossing; and S35, if not, continuously monitoring a tapping completion signal, wherein the rear-end train automatic monitoring system comprises a core operation server and a train automatic monitoring terminal, is in signal connection with the computer interlocking system through a core switch of the data communication system, and is in wireless signal connection with the train automatic protection system through a wireless base station of the data communication system.
Referring to fig. 4, fig. 4 is a schematic diagram of a molten iron transportation control server module according to an embodiment of the present application. As shown in fig. 4, a molten iron transporting control apparatus 1 includes: the front-end trigger 11 is used for receiving and analyzing a front-end request to acquire mode control data and generate and send front-end trigger data, the rear-end server receives a rear-end request to acquire mode authorization data to generate and send trigger data, the wireless network of the data communication system is in signal connection with the automatic train protection system, the wireless network or the wireless network is in signal connection with the on-board control system of the front end, and the automatic train protection system comprises three operation modes: the automatic driving mode, the remote control driving mode and the driver autonomous driving mode can be expanded in the number and the types of the modes, and the mode data can be stored in a back-end server in the form of serial number data; the deconstruction unit 12 is used for acquiring a preset transportation plan and receiving a parking alignment signal according to the trigger data to calculate and send transportation deconstruction data, the deconstruction unit 12 is connected with the front-end trigger 11, analyzes a rear-end request, judges a control mode, extracts mode control data from the control mode, and acquires front-end trigger data and rear-end trigger data according to the mode control data, wherein the mode control data comprise train running control data and track control information; the system comprises a plant entering instruction unit 13, a plant entering instruction unit 12, a parking and unhooking information acquisition unit, a transportation planning unit and a planning and control unit, wherein the plant entering instruction unit 13 is used for receiving a tapping completion signal and acquiring tank hanging return data to generate and send a plant entering control instruction, extracting running entering position data in a preset transportation plan, generating and sending a position sending trigger signal and transportation information to the front end according to the running entering position data, extracting parking and unhooking information according to a parking and unhooking information, calculating deconstruction control data according to the parking and unhooking information, sending the deconstruction control data to the front end, the transportation plan comprises authorization data of each subsystem and unit, and the plant entering instruction; and the unhooking data device 14 is used for receiving the factory alignment signals, calculating and sending alignment unhooking control data according to the factory alignment signals, is in signal connection with the front-end all-electronic computer interlocking system through a core switch at the rear end, is in wireless signal connection with the front-end train automatic protection system through a wireless base station of a rear-end data communication system, and is connected with the factory entry instruction unit 13 through the unhooking data device 14.
Referring to fig. 15 and 16, fig. 15 is a schematic structural diagram of a molten iron transportation control device or a pick-and-place vehicle-mounted control system at a front end of molten iron transportation control according to an embodiment of the present application. Fig. 16 is a schematic block diagram of a first onboard controller of a molten iron transportation control device or a pick-up and pick-up onboard control system at a front end of a molten iron transportation control according to an embodiment of the present disclosure. The molten iron transportation control device further comprises a hanging and taking on-board control system, wherein the hanging and taking on-board control system comprises but is not limited to an on-
Referring to fig. 19 and 20, fig. 19 is a schematic structural diagram of a molten iron transportation control device or a coupler control system at a front end of molten iron transportation control according to an embodiment of the present application. Fig. 20 is a schematic structural block diagram of a molten iron transportation control device or a coupler control system at a molten iron transportation control front end according to an embodiment of the present application. The molten iron transportation control device further comprises a coupler control system, and the coupler control system further comprises, but is not limited to, a
Fig. 5 is a block diagram of a deconstruction unit of fig. 4 according to an embodiment of the present disclosure. As shown in fig. 5, the deconstruction unit 12 includes: a entering-position extractor 121, configured to extract driving entering-position data in a preset transportation plan, where a train automatic monitoring system at a rear end checks train movement authorization according to operation plan information, and sends a train start and operation command to an onboard controller 10 of a train automatic protection system through an onboard communication device, and under a normal condition, the train automatic protection system operates in an automatic driving mode, a scheduling attendant opens an entering route through an all-electronic computer interlocking system operator, and an interlocking machine checks entering-route validity according to interlocking conditions; the trigger transporter 122 is used for generating and sending a position triggering signal and transportation information to the front end according to the running position data, the vehicle controller 10 in the automatic driving mode receives the driving authorization from the train automatic monitoring system at the rear end to carry out autonomous driving, the vehicle controller 10 in the remote control mode receives the point control command from the dispatching room to realize remote control driving, a locomotive driver autonomously drives under the condition of full fault of the data communication system, the train automatic monitoring system at the rear end sends a movement authorization command to the vehicle controller 10, and the trigger transporter 122 is connected with the position extractor 121; the alignment receiver 123 is used for receiving a parking alignment signal, the all-electronic computer interlocking system comprises an operator, an interlocking machine, a communicator and an IO module, the IO module is connected with an outdoor point switch, a signaler and a track circuit through a communication cable, the operator is connected with a core operation server of a train automatic monitoring system at the rear end through a network, and the outdoor signaler is driven to develop and the point switch to rotate through an input and output module, so that signals on a train running path are ensured to be correctly opened, turnouts rotate in place, and running safety is ensured; the unhooking information unit 124 is used for extracting parking unhooking information according to the parking alignment signal, the unhooking information unit is connected with the alignment receiver, the parking alignment signal comprises deceleration parking fixed point data for controlling the train and operation data of an unhooking driving motor, and the unhooking information unit 124 is connected with the alignment receiver 123; the deconstruction calculator 125 is used for calculating deconstruction control data according to parking unhooking information, after the train finishes accurate alignment parking, a rear-end train automatic monitoring system issues an unhooking instruction to the first coupler controller 20 through the vehicle-mounted controller 10, the first coupler controller 20 drives the locomotive 4 to deconstruct the molten iron car, and the deconstruction calculator 125 is connected with the unhooking information unit 124; and the deconstruction transmitter 126 is used for transmitting deconstruction control data to the front end, and the deconstruction transmitter 126 is connected with the deconstruction calculator 125.
Fig. 6 is a block diagram illustrating specific modules of the factory entry instruction unit in fig. 4 according to an embodiment of the present disclosure. As shown in fig. 6, the inbound command unit 13 includes: a tapping determiner 131 for determining whether a tapping completion signal is received; the in-plant data acquirer 132 is used for acquiring in-plant transportation data when receiving the tapping completion signal, completing tank allocation operation of the molten iron car in the molten iron transportation process, automatically compiling a molten iron car transfer plan after the intelligent scheduling planning system detects that the molten iron tapping is completed, completing route opening by the scheduling centralized subsystem, and connecting the in-plant data acquirer 132 with the tapping determiner 131; the return data unit 133 is used for acquiring tank hanging return data according to the incoming transportation data, and the return data unit 133 is connected with the incoming data acquirer 132; the plant entering instruction data module 134 is used for generating and sending a plant entering control instruction according to the tank hanging return data, and the plant entering instruction data unit 134 is connected with the return data unit 133; and a tapping monitor 135 for continuously monitoring a tapping completion signal when the tapping completion signal is not received, the tapping monitor 135 being connected to the tapping determiner 131, the rear-end train automatic monitoring system including a core operation server and a train automatic monitoring terminal being in signal connection with the computer interlock system through a core switch of the data communication system, and being in wireless signal connection with the train automatic protection system through a wireless base station of the data communication system.
Referring to fig. 7, fig. 7 is a schematic diagram illustrating steps of a method for implementing a molten iron transportation control front end according to an embodiment of the present application. The control method for the on-off vehicle can be applied to the front end of molten iron transportation control. As shown in fig. 7, a method for implementing a front end of molten iron transportation control includes: s1', collecting real-time reliability data of the train to generate and send back-end request to obtain front-end trigger data, generating a trigger signal set to trigger the front end, receiving the trigger data, obtaining the trigger signal set according to the trigger data, and controlling the running state of the front end; s2', sending a parking alignment signal, receiving transportation deconstruction data, driving the train to drive to deconstruct to a preset deconstruction position, sending a tapping completion signal, sending a parking alignment signal, receiving the transportation deconstruction data and acquiring mode setting data, driving the train to drive to the preset deconstruction position, aligning the deconstruction and sending a tapping completion signal; s3', sensing and sending acquired barrier data, calculating the barrier data by a preset model to acquire barrier processing information, controlling the running state of the train until the train enters a factory, and sending a factory alignment signal, wherein the full-electronic computer interlocking system comprises an operating machine, an interlocking machine, a communicator and an IO module, the IO module is connected with an outdoor switch, a signal machine and a track circuit through communication cables, the operating machine is connected with a core operation server of a rear-end train automatic monitoring system through a network, and the vehicle-mounted controller 10 controls the train to autonomously drive to run to a molten iron tank under the furnace and to run to the steel factory in a traction mode; s4', receiving the inbound factory control command and the unhooking control data to generate a proximity control command and an unhooking command to control the inbound factory and unhooking of trains.
Referring to fig. 17 and 18, fig. 17 is a flowchart illustrating a molten iron transportation control method or a work flow of a hook-off operation of a molten iron transportation control front end implementation method according to an embodiment of the present application. Fig. 18 is a flowchart illustrating a hook operation of a molten iron transportation control method or a molten iron transportation control front end implementation method according to an embodiment of the present application. The method for realizing the front end of the molten iron transportation control further comprises the following steps of carrying out hook picking operation according to the hook picking control data: s101, the vehicle-mounted
Referring to fig. 8, fig. 8 is a schematic diagram illustrating a step S2' provided in an embodiment of the present application. Step S2', a step of deconstructing iron, comprising: s21', receiving a receiving position trigger signal and transportation information, controlling a train to run to a preset deconstruction position according to the received receiving position trigger signal and the transportation information, and sending a parking alignment signal, wherein the accurate alignment system comprises a vehicle-mounted alignment device, a UWB (Ultra wide band) Ultra wide band positioning tag, a passive transponder and a GPS module, the vehicle-mounted alignment device comprises a UWB (Ultra wide band) Ultra wide band tag reader and a transponder reader, the vehicle-mounted alignment device is in signal connection with a vehicle-mounted communication device of an automatic train protection system, the locomotive enters a blast furnace for accurate alignment in an automatic driving mode, the accurate alignment subsystem monitors the position of the locomotive in real time through the UWB (Ultra wide band) Ultra wide band positioning tag and the passive transponder, and the UWB (Ultra wide band) Ultra wide band is a carrier-free communication technology and transmits data by using non-sine wave narrow pulses of nanosecond to microsecond level; s22', receiving deconstruction control data to drive the train to a preset deconstruction position and generate a parking signal; s23', controlling the train to decelerate and stop according to the parking signal, wherein the parking anti-slide system comprises a controllable parking device and a control box, the control box is communicated with the automatic train protection system through a data communication system wire or a wireless network, the detected position information is transmitted to a vehicle-mounted controller, the vehicle-mounted controller controls the train to gradually reduce the running speed to be below 3 km/h through an intelligent algorithm, and the vehicle-mounted controller reaches a parking instruction when the distance from an accurate contraposition point is a certain distance (less than 50 meters), and informs a network command to start the parking anti-slide system; and S24', sensing to acquire the positioning sensing data so as to adjust the train to be aligned and deconstructed. S25', acquiring and sending out iron finish signals, wherein the accurate alignment system comprises a vehicle-mounted alignment device, a UWB (ultra wideband) ultra wideband positioning tag, a passive transponder and a GPS module, the vehicle-mounted alignment device comprises a UWB (ultra wideband) ultra wideband tag reader and a transponder reader, and the vehicle-mounted alignment device is in signal connection with a vehicle-mounted communication device of the automatic train protection system.
Referring to fig. 9, fig. 9 is a schematic diagram illustrating a step S3' according to an embodiment of the present application. Step S3', the step of controlling the operation state includes: s31', acquiring real-time obstacle data through induction to generate alarm information and obstacle data, wherein in the running process of the train, an intelligent identification terminal of an obstacle identification subsystem scans and identifies obstacles in a railway clearance in a range of 50 meters ahead of the running locomotive in real time through a laser radar and a camera; s32', alarm information is sent to the rear end, the train automatic protection system comprises a vehicle-mounted controller 10, a locomotive remote control host and a vehicle-mounted communication device, the locomotive remote control host outputs a control signal through a relay and is connected with a locomotive control circuit to complete operation and control operations such as locomotive traction, propulsion, large and small brake braking, whistling, sanding and the like, and the vehicle-mounted communication device comprises wireless communication exchange equipment with different systems and mutual backup; s33', storing real-time obstacle data into obstacle samples and training samples, dividing the original collected data according to the types of the models, serializing the obstacle samples such as lane obstacles (including active and inactive obstacles) into feature vectors according to obstacle feature attributes, processing the feature vectors into samples, and dividing the obstacle samples into input data and training data of an AI model; s34', training a deep learning model by using a training sample, completing obstacle recognition through a deep learning algorithm of an AI platform, and reporting a recognition result to the vehicle-mounted controller 10; s35', calculating the obstacle sample by the deep learning model to obtain the obstacle processing information for controlling the driving state, sending acousto-optic alarm information to the train automatic monitoring subsystem by the mobile authorization management module of the vehicle-mounted controller 10 according to the obstacle category information, and controlling the train to whistle, slow down or stop by the locomotive remote control host.
Referring to fig. 10, fig. 10 is a schematic diagram illustrating a step S4' provided in an embodiment of the present application. Step S4', a step of unhooking in a factory, which comprises the following steps: s41', extracting the plant entering control data and the real-time position data in the plant entering control instruction to control the train to drive into the plant; s42', judging whether the train is close to the crossing according to the real-time position data, wherein the crossing intelligent control system comprises a crossing wood barrier, a signal machine, an audible and visual alarm and a crossing intelligent control host, the crossing intelligent control host is in signal connection with the full electronic computer interlocking system through a data communication system, and the crossing wood barrier, the signal machine and the audible and visual alarm are in signal connection with the crossing intelligent control host through data lines; s43', if yes, triggering alarm and sending alarm data to the back end, when the train approaches the crossing, the automatic train monitoring system at the back end sends a command to the crossing intelligent control host of the crossing remote control system to control the crossing gate to fall down, and starts a crossing signal machine and an audible and visual alarm; s44', if not, continuously acquiring real-time position data, in the running process of the train, preliminarily positioning the train position by the GPS module, correcting the train position by the passive transponder and the track circuit, and finally reporting all the positioning data to a rear-end train automatic monitoring system after being comprehensively calculated by the vehicle-mounted controller 10; s45', generating a control instruction and a decoupling instruction according to the decoupling control data, and sending the instruction to the vehicle-mounted controller 10 by the automatic train monitoring system at the rear end to control the locomotive to decelerate to be less than 5 km/h; s46', stopping and unhooking according to the approach control instruction and the unhooking instruction, after the train finishes accurate alignment parking, the automatic train monitoring system at the rear end issues the unhooking instruction to the first coupler controller 20 through the vehicle-mounted controller 10, and the first coupler controller 20 drives the locomotive 4 and the molten iron car to complete deconstruction.
Referring to fig. 11, fig. 11 is a schematic view of a front-end module for controlling molten iron transportation according to an embodiment of the present disclosure. A molten iron transportation control front end 1' includes: the trigger controller 01' is used for acquiring real-time reliability data of the train to generate and send back-end request front-end trigger data so as to generate a trigger signal set to trigger the front end, and the front end is provided with a picking and hanging vehicle-mounted control system, a parking anti-sliding system, an accurate alignment system, an obstacle identification system, a full-electronic computer interlocking system, a crossing intelligent control system and an automatic train protection system; the tapping deconstruction unit 12 ' is used for sending a parking alignment signal, receiving transportation deconstruction data, driving the train to drive to a preset deconstruction position for deconstruction, sending the parking alignment signal, receiving the transportation deconstruction data and acquiring mode setting data, driving the train to drive to the preset deconstruction position, perform alignment deconstruction and send a tapping completion signal, and sending a tapping completion signal, wherein the tapping deconstruction unit 12 ' is connected with the trigger controller 01 '; the obstacle unit 13' is used for sensing and sending acquired obstacle data, calculating the obstacle data by using a preset model to obtain obstacle processing information, controlling the running state of the train until the train enters a factory, and sending a factory alignment signal; the in-plant hook extractor 14 ' is used for receiving in-plant control instructions and hook extraction control data to generate approach control instructions and hook extraction instructions to control train entering and hook extraction, the in-plant hook extractor 14 ' is connected with the barrier unit 13 ', the all-electronic computer interlocking system comprises an operator, an interlocking machine, a communicator and an IO module, the IO module is connected with an outdoor switch, a signal machine and a track circuit through a communication cable, the operator is connected with a core operation server of a rear-end train automatic monitoring system through a network, and the vehicle-mounted controller 10 controls the train to autonomously drive to operate to a below-furnace molten iron tank and operate to a steel mill in a traction mode.
Referring to fig. 15 and 16, fig. 15 is a schematic structural diagram of a molten iron transportation control device or a pick-and-place vehicle-mounted control system at a front end of molten iron transportation control according to an embodiment of the present application. Fig. 16 is a schematic block diagram of a first onboard controller of a molten iron transportation control device or a pick-up and pick-up onboard control system at a front end of a molten iron transportation control according to an embodiment of the present disclosure. The front end of the molten iron transportation control further comprises a hanging-off vehicle-mounted control system, and the hanging-off vehicle-mounted control system comprises but is not limited to a vehicle-mounted
Referring to fig. 19 and 20, fig. 19 is a schematic structural diagram of a molten iron transportation control device or a coupler control system at a front end of molten iron transportation control according to an embodiment of the present application. Fig. 20 is a schematic structural block diagram of a molten iron transportation control device or a coupler control system at a molten iron transportation control front end according to an embodiment of the present application. The molten iron transportation control front end further comprises a coupler control system, which further comprises, but is not limited to, a
Referring to fig. 12, fig. 12 is a block diagram illustrating an embodiment of the iron tapping deconstruction unit of fig. 11 according to the present disclosure. The tapping deconstruction unit 12' comprises: the deconstruction position controller 121' is used for receiving the receiving position triggering signal and the transportation information, controlling the train to run to a preset deconstruction position according to the receiving position triggering signal and the transportation information, and sending a parking counterpoint signal; the parking signal unit 122 ' is used for receiving deconstruction control data, driving the train to a preset deconstruction position and generating a parking signal, and the parking signal unit 122 ' is connected with the structural position control module 121 '; the parking unit 123 ' is used for controlling the train to decelerate and park according to the parking signal, the parking unit 123 ' is connected with the parking signal unit 122 ', the parking anti-slide system comprises a controllable parking device and a control box, the control box is communicated with an automatic train protection system through a data communication system or a wireless network, the detected position information is transmitted to the vehicle-mounted controller 10, the vehicle-mounted controller 10 controls the train to gradually reduce the running speed to be below 3 km/h through an intelligent algorithm, and a parking instruction is reached when the distance from an accurate contraposition point is a certain distance (less than 50 meters), and the network is informed to instruct to start the parking anti-slide system; the deconstruction completion unit 124 ' is used for obtaining positioning induction data in an induction manner so as to adjust the train to be aligned and deconstructed, and the deconstruction completion unit 124 ' is connected with the parking unit 123 '; the tapping signal transmitter 125 ' is used for acquiring and transmitting a tapping completion signal, the tapping signal transmitter 125 ' is connected with the parking unit 123 ', the accurate alignment system comprises a vehicle-mounted alignment device, a UWB (ultra wideband) ultra wideband positioning tag, a passive transponder and a GPS module, the vehicle-mounted alignment device comprises a UWB (ultra wideband) ultra wideband tag reader and a transponder reader, and the vehicle-mounted alignment device is in signal connection with a vehicle-mounted communication device of the automatic train protection system.
Referring to fig. 13, fig. 13 is a block diagram illustrating an embodiment of a barrier unit of fig. 11 according to the present disclosure. The barrier unit 13' includes: the alarm obstacle data unit 131' is used for sensing and acquiring real-time obstacle data to generate alarm information and obstacle data; the system comprises an alarm data transmitter 132 ' used for transmitting alarm information to the rear end, the alarm data transmitter 132 ' is connected with an alarm obstacle data unit 131 ', in the running process of a train, an intelligent identification terminal of an obstacle identification subsystem scans and identifies obstacles in a railway limit within a range of 50 meters ahead of the running of the locomotive in real time through a laser radar and a camera, an automatic train protection system comprises a vehicle-mounted controller 10, a locomotive remote control host and a vehicle-mounted communication device, the locomotive remote control host outputs control signals through a relay and is connected with a locomotive control circuit to complete operation and control operations of locomotive traction, propulsion, large and small brake braking, whistling, sanding and the like, and the vehicle-mounted communication device comprises wireless communication exchange equipment with different systems and mutual backups; an obstacle sample unit 133 ' for storing real-time obstacle data as an obstacle sample and a training sample, the obstacle sample unit 133 ' being connected to the alarm data transmitter 132 ', dividing the original collected data according to the type of the model, serializing the obstacle samples such as lane obstacles (including moving and non-moving obstacles) into feature vectors according to obstacle feature attributes, processing the feature vectors as samples, and dividing the obstacle samples into input data and training data of an AI model; the model trainer 134 ' is used for training a deep learning model by using a training sample, the model trainer 134 ' is connected with the obstacle sample unit 133 ', obstacle recognition is completed through a deep learning algorithm of an AI platform, and a recognition result is reported to the vehicle-mounted controller 10; the model controller 135 ' is used for calculating the obstacle processing information of the obstacle sample by using the deep learning model to control the driving state, the model controller is connected with the obstacle sample unit, the model controller 135 ' is connected with the model trainer 134 ', and the mobile authorization management module of the vehicle-mounted controller 10 sends acousto-optic alarm information to the automatic train monitoring subsystem according to the obstacle type information and controls the vehicle to whistle, slow down or stop by the remote control host of the vehicle.
Referring to fig. 14, fig. 14 is a block diagram of an embodiment of the in-plant hook picker of fig. 11 according to the present disclosure. The in-factory hook extractor 14' includes: the factory entering controller 141' is used for extracting factory entering control data and real-time position data in the factory entering control instruction to control the train to drive into the factory; the crossing judger 142 ' is used for judging whether the train is close to the crossing according to the real-time position data, the crossing judger 142 ' is connected with the factory entry controller 141 ', and the crossing intelligent control system comprises a crossing barrier machine, a signal machine, an audible and visual alarm and a crossing intelligent control host; the alarm 143 ' is used for triggering alarm and sending alarm data to the rear end when the train approaches the crossing, the alarm 143 ' is connected with the crossing judger 142 ', when the train approaches the crossing, the automatic train monitoring system at the rear end sends a command to the crossing intelligent control host of the crossing remote control system to control the crossing gate to fall, and the crossing signal machine and the audible and visual alarm are started; the position monitor 144 ' is used for continuously acquiring real-time position data when a train is not close to a crossing, the position monitor 144 ' is connected with the crossing judger 142 ', a GPS module is used for carrying out primary positioning on the position of the train in the running process of the train, a passive transponder and a track circuit are used for correcting the position of the train, and all positioning data are finally comprehensively calculated by the vehicle-mounted controller 10 and then reported to a rear-end train automatic monitoring system; the unhooking data device 145 ' is used for generating a control instruction and an unhooking instruction according to the unhooking control data, and the unhooking data device 145 ' is connected with the alarm 143 '; the unhooking completion unit 146 ' is used for completing parking and unhooking according to the approaching control instruction and the unhooking instruction, the unhooking completion unit 146 ' is connected with the unhooking data device 145 ', after the train finishes accurate alignment parking, the automatic train monitoring system at the rear end issues the unhooking instruction to the first coupler controller 20 through the vehicle-mounted controller 10, and the first coupler controller 20 drives the locomotive 4 and the molten iron car to complete deconstruction.
Referring to fig. 15 and 16, in particular, the
Referring to fig. 16, the vehicle-mounted
Referring to fig. 19 and 20, the
Referring to fig. 21 and 22, fig. 21 is a structural schematic block diagram of a second coupler controller of a molten iron transportation control device or a coupler control system at a front end of molten iron transportation control according to an embodiment of the present application. Fig. 22 is a functional block diagram of an interface of a central processing unit of a second coupler controller of a molten iron transportation control device or a coupler control system at a front end of molten iron transportation control according to an embodiment of the present disclosure. The
Referring to fig. 19 to fig. 22, the coupler control system works as follows: through
In summary, the on-board decoupling control system of the present invention includes an on-
The foregoing embodiments are merely illustrative of the principles and utilities of the present invention and are not intended to limit the invention. Any person skilled in the art can modify or change the above-mentioned embodiments without departing from the spirit and scope of the present invention. Accordingly, it is intended that all equivalent modifications or changes which can be made by those skilled in the art without departing from the spirit and technical spirit of the present invention be covered by the claims of the present invention.
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