An automatic stop system

Abstract

The application discloses an automatic stop system, and realizes automatic judgment of operation flow and stage based on a track circuit, an indicator lamp and a continuous stopper system combination technology, forms a stable continuous automatic stop system, and can realize stable loading and unloading operation by using less equipment in a relatively complex automatic loading and unloading line environment. The application adopts a continuous safety protection automatic stop system which is symbolized with operation scene characteristics, ensures stable and safe railway vehicle loading and unloading operation, satisfies various regulations of railway goods loading rules, improves loading and unloading hoisting safety, shortens loading and unloading operation time, and maximizes port throughput operation capacity.

Description

Technical Field

[0001] The present invention relates to the technical field of railway transportation, and in particular to an automatic stopping system. Background Art

[0002] Currently, automated terminal rail loading and unloading lines operate by bringing entire trains to a complete stop upon entering the loading and unloading area. However, rail vehicles lack power and cannot stop on their own. Because rail vehicles move in groups, quickly and completely stopping a large train within the loading and unloading area is extremely difficult.

[0003] In existing automated terminal railway loading and unloading line safety control systems, after railway vehicles enter the loading and unloading area and the traction locomotive leaves the loading and unloading area in accordance with the requirements of the rail-water intermodal transport automated loading and unloading line, the entire train must remain stopped. However, there is currently no mature technology for automatically controlling the entire train to stop within the loading and unloading area during rail-water intermodal transport operations. Furthermore, within the automated loading and unloading area, the entire train may be subject to abnormal movement due to wind or external forces. During loading and unloading operations, abnormal movement of the train can occur due to changes in the train's weight or impacts from cargo.

[0004] Various types of rail vehicles (mainly open wagons, flat cars and container-specific flat cars, etc.) of the rail-water intermodal transport railway are loaded and unloaded at the port's automated terminal. Realizing the function of stopping the entire train of port railway vehicles within the loading and unloading operation area has become one of the main problems currently faced in realizing efficient and automated operations in rail-water intermodal transport port operations. Summary of the Invention

[0005] The purpose of the present invention is to overcome the defects of the prior art and provide an automatic stop system. The present invention adopts a continuous safety protection stop system that conforms to the characteristics of the operating scenario, ensures the stability and safety of railway vehicle loading and unloading operations, meets the various regulations of railway cargo loading rules, improves the safety of loading and unloading and lifting, shortens the loading and unloading operation time, and maximizes the port's throughput capacity.

[0006] In order to achieve the expected effect, the present invention adopts the following technical solutions:

[0007] The present invention discloses an automatic stopping system, comprising:

[0008] A vehicle positioning device is used to obtain area information of a sub-area occupied by a railway vehicle within a target area, wherein the railway vehicle includes a shunting locomotive and a train, and the target area includes at least two sub-areas; one of the at least two sub-areas included in the target area is a loading and unloading sub-area;

[0009] a control module, configured to determine the operating state of the railway vehicle according to the change of the area information, and issue a stop control instruction matching the operating state; the control module includes: a state determination unit, configured to determine the operating state of the railway vehicle according to the change of the area information;

[0010] The control module further includes: a second stop control unit;

[0011] The second stop control unit is configured to issue a second stop control instruction when the state determination unit determines that the operating state of the railway vehicle is that the railway vehicle enters the target area and moves in a direction away from the loading and unloading sub-area;

[0012] The stopper group is used to operate in a braking state or a release state in response to the control of the stop control instruction, and the stopper group operates in a braking state in response to the control of the second stop control instruction.

[0013] Furthermore, the control module further comprises: a first stop control unit;

[0014] The first stop control unit is configured to issue a first stop control instruction when the state determination unit determines that the operating state of the railway vehicle is that the railway vehicle is towed by the shunting locomotive from outside the target area to within the target area;

[0015] The stopper group operates in a relief state in response to the control of the first stop control instruction;

[0016] and / or,

[0017] The control module further includes: a third stop control unit;

[0018] The third stop control unit is configured to issue a third stop control instruction when the state determination unit determines that the operating state of the railway vehicle is that the railway vehicle is to be towed out of the loading and unloading sub-area by the shunting locomotive;

[0019] The stopper group operates in a relief state in response to control of the third stop control instruction;

[0020] and / or,

[0021] The control module further includes: a fourth stop control unit;

[0022] The fourth stop control unit is configured to issue a fourth stop control instruction when the state determination unit determines that the operating state of the railway vehicle is that the railway vehicle is towed by the shunting locomotive from the target area to outside the target area;

[0023] The brake group operates in a braking state in response to the control of the fourth brake control command.

[0024] Furthermore, the vehicle positioning device includes: at least two occupancy detection structures corresponding to the sub-areas one by one, the occupancy detection structures being used to detect state information of the corresponding sub-areas and send the state information to the state determination unit, the state information including: cleared state or occupied state;

[0025] The area information of the sub-areas occupied by the railway vehicle within the target area includes: status information of each sub-area.

[0026] Furthermore, the occupancy detection structure includes: at least one of an electric track circuit, an axle counting track circuit, and a bidirectional pedal track circuit.

[0027] Furthermore, the target area includes a first sub-area, a second sub-area and the loading and unloading sub-area arranged in sequence along the first direction;

[0028] The length of the second sub-area in the first direction is equal to the length of the shunting locomotive in the first direction;

[0029] The state determining unit is configured to detect that the operating state of the railway vehicle is that the railway vehicle is towed by the shunting locomotive from outside the target area to within the target area when the area information changes from the first sub-area being in a cleared state, the second sub-area being in a cleared state, and the loading and unloading sub-area being in a cleared state to the first sub-area being in an occupied state, the second sub-area being in a cleared state, and the loading and unloading sub-area being in a cleared state;

[0030] Furthermore, the state determination unit is further configured to detect that the shunting locomotive is moving in a direction away from the loading and unloading sub-area when the area information changes from the first sub-area being in a cleared state, the second sub-area being in an occupied state, and the loading and unloading sub-area being in an occupied state, to the first sub-area being in an occupied state, the second sub-area being in an occupied state, and the loading and unloading sub-area being in an occupied state, and then to the first sub-area being in an occupied state, the second sub-area being in a cleared state, and the loading and unloading sub-area being in an occupied state;

[0031] Furthermore, the state determining unit is further configured to detect that the working state of the railway vehicle is that the railway vehicle is to be towed out of the loading and unloading subarea by the shunting locomotive when the area information changes from the first subarea being occupied, the second subarea being cleared, and the loading and unloading subarea being occupied, to the first subarea being occupied, the second subarea being occupied, and the loading and unloading subarea being occupied, and then to the first subarea being cleared, the second subarea being occupied, and the loading and unloading subarea being occupied;

[0032] Furthermore, the state determination unit is further configured to detect that the operating state of the railway vehicle is that the railway vehicle is towed from within the target area to outside the target area by the shunting locomotive when the area information changes from the first sub-area being occupied, the second sub-area being cleared, and the loading and unloading sub-area being cleared to the first sub-area being cleared, the second sub-area being cleared, and the loading and unloading sub-area being cleared.

[0033] Furthermore, it also includes:

[0034] a first indicator light, located at the junction of the second sub-area and the loading sub-area;

[0035] The control module further includes: a first indication control unit;

[0036] The first indication control unit is configured to send a first display control instruction to the first indicator light to control the first indicator light to assume a first display state when the area information changes from the first sub-area being in a cleared state, the second sub-area being in a cleared state, and the loading and unloading sub-area being in a cleared state to the first sub-area being in an occupied state, the second sub-area being in a cleared state, and the loading and unloading sub-area being in a cleared state;

[0037] Furthermore, the first indication control unit is further configured to send a second display control instruction to the first indicator light to control the first indicator light to assume a second display state when the area information changes from the first sub-area being in a cleared state, the second sub-area being in an occupied state, and the loading and unloading sub-area being in an occupied state, to the first sub-area being in an occupied state, the second sub-area being in an occupied state, and the loading and unloading sub-area being in an occupied state, and then to the first sub-area being in an occupied state, the second sub-area being in a cleared state, and the loading and unloading sub-area being in an occupied state;

[0038] Furthermore, the first indication control unit is further configured to send a third display control instruction to the first indicator light to control the first indicator light to assume the first display state when the area information changes from the first sub-area being occupied, the second sub-area being cleared, and the loading and unloading sub-area being occupied, to the first sub-area being occupied, the second sub-area being occupied, and the loading and unloading sub-area being occupied, and then to the first sub-area being cleared, the second sub-area being occupied, and the loading and unloading sub-area being occupied;

[0039] In addition, the first indication control unit is also used to send a fourth display control instruction to the first indicator light to control the first indicator light to present the second display state when the area information changes from the first sub-area being occupied, the second sub-area being cleared, and the loading and unloading sub-area being cleared to the first sub-area being cleared, the second sub-area being cleared, and the loading and unloading sub-area being cleared.

[0040] Furthermore, the control module further includes: an alarm module;

[0041] The alarm module is used to issue an alarm message and control the stopper group to operate in a braking state after the area information changes from the first sub-area being occupied, the second sub-area being occupied, and the loading and unloading sub-area being cleared to the first sub-area being occupied, the second sub-area being occupied, and the loading and unloading sub-area being cleared.

[0042] Furthermore, the stopper group is located at the entrance area of ​​the loading and unloading sub-area.

[0043] Further, the stopper group is located in the loading and unloading sub-area, and the stopper group includes: a plurality of stoppers arranged on the track;

[0044] The stopper is configured to apply pressure to the wheels of the railway vehicle to perform friction braking when operating in a braking state.

[0045] Furthermore, the stopper includes at least one of a spring, a hydraulic inner rail, and a caliper brake.

[0046] Compared with the prior art, the beneficial effects of the present invention are as follows: the present invention discloses an automatic stop system, which is based on a stopper and combines track circuits, indicator lights and other equipment to achieve the effect of automatic stopping during railway vehicle loading and unloading operations, and ensures that the railway vehicle stops stably relative to the gantry crane loading and unloading operation position in the loading and unloading operation area. The present invention solves the problems of unstable automatic stopping and low automation level of vehicles in the current automated terminal for direct railway loading and unloading operations, improves the loading stability of railway vehicles in the automated loading and unloading line operation area, improves the operation efficiency, and ensures the safety of iron-water intermodal loading and unloading operations. The present invention realizes automatic judgment of operation processes and stages based on the combined technology of track circuits, indicator lights and continuous stopper systems, forming a stable continuous automatic stop system, which can realize stable loading and unloading operations with less equipment in a relatively complex automated loading and unloading line environment. The present invention adopts a continuous safety protection automatic stop system that conforms to the characteristics of the operation scene, ensures the stability and safety of railway vehicle loading and unloading operations, meets the various regulations of the railway cargo loading rules, improves the safety of loading and unloading and hoisting, shortens the loading and unloading operation time, and maximizes the port's throughput capacity. BRIEF DESCRIPTION OF THE DRAWINGS

[0047] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0048] Figure 1 It is a structural diagram of an automatic stopping system provided by an embodiment of the present invention.

[0049] Figure 2 Schematic diagram of the arrangement of a stopper of an automatic stop system provided by an embodiment of the present invention.

[0050] Figure 3 The present invention provides an automatic stopping method for delivering a vehicle.

[0051] Figure 4 The present invention provides an automatic parking method for picking up a vehicle. DETAILED DESCRIPTION

[0052] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0053] See also Figures 1 to 4 The present invention discloses an automatic stopping system, comprising:

[0054] A vehicle positioning device is used to obtain area information of a sub-area occupied by a railway vehicle within a target area, wherein the railway vehicle includes a shunting locomotive and a train, and the target area includes at least two sub-areas; one of the at least two sub-areas included in the target area is a loading and unloading sub-area;

[0055] a control module, configured to determine the operating state of the railway vehicle according to the change of the area information, and issue a stop control instruction matching the operating state; the control module includes: a state determination unit, configured to determine the operating state of the railway vehicle according to the change of the area information;

[0056] The control module further includes: a second stop control unit;

[0057] The second stop control unit is configured to issue a second stop control instruction when the state determination unit determines that the operating state of the railway vehicle is that the railway vehicle enters the target area and moves in a direction away from the loading and unloading sub-area;

[0058] The stopper group is used to operate in a braking state or a release state in response to the control of the stop control instruction, and the stopper group operates in a braking state in response to the control of the second stop control instruction.

[0059] The automatic stopping system consists of a vehicle positioning device, a control module, and a stopper assembly. The system logically determines the operation process and phase based on the vehicle's positioning position, and the control module controls the stopper assembly to release or brake. This invention utilizes track circuit segment positioning technology to determine the delivery and retrieval process based on the train's occupation and clearance timing across several track segments. The track stopper assembly brakes or releases according to the process phase requirements, implementing stop control for the entire train and simultaneously providing signals to the locomotives to enter and exit the loading and unloading area.

[0060] The present invention can be applied to the automatic and continuous stopping of gantry cranes and railway vehicle loading and unloading operations in automated terminal railway loading and unloading lines, as well as to the automatic stopping of bulk cargo unloaders and loaders and railway vehicle loading and unloading operations, and also to the continuous automatic stopping of railway vehicle loading and unloading operations in automated railway freight yard loading and unloading lines. In practical applications, the purpose of stable and continuous automatic stopping can be achieved by adopting all or part of the present invention. The principles are the same and will not be elaborated here.

[0061] Preferably, the control module further comprises: a first stop control unit;

[0062] The first stop control unit is configured to issue a first stop control instruction when the state determination unit determines that the operating state of the railway vehicle is that the railway vehicle is towed by the shunting locomotive from outside the target area to within the target area;

[0063] The stopper group operates in a relief state in response to the control of the first stop control instruction;

[0064] and / or,

[0065] The control module further includes: a third stop control unit;

[0066] The third stop control unit is configured to issue a third stop control instruction when the state determination unit determines that the operating state of the railway vehicle is that the railway vehicle is to be towed out of the loading and unloading sub-area by the shunting locomotive;

[0067] The stopper group operates in a relief state in response to control of the third stop control instruction;

[0068] and / or,

[0069] The control module further includes: a fourth stop control unit;

[0070] The fourth stop control unit is configured to issue a fourth stop control instruction when the state determination unit determines that the operating state of the railway vehicle is that the railway vehicle is towed by the shunting locomotive from the target area to outside the target area;

[0071] The brake group operates in a braking state in response to the control of the fourth brake control command.

[0072] Furthermore, the vehicle positioning device includes: at least two occupancy detection structures corresponding to the sub-areas one by one, the occupancy detection structures being used to detect state information of the corresponding sub-areas and send the state information to the state determination unit, the state information including: cleared state or occupied state;

[0073] The area information of the sub-areas occupied by the railway vehicle within the target area includes: status information of each sub-area.

[0074] Preferably, the occupancy detection structure comprises at least one of an electric track circuit, an axle counting track circuit, and a bidirectional pedal track circuit.

[0075] In one embodiment, the target area includes a first sub-area (1G1), a second sub-area (1G2), and the loading and unloading sub-area (1G) arranged in sequence along a first direction;

[0076] The length of the second sub-area in the first direction is equal to the length of the shunting locomotive in the first direction;

[0077] The state determining unit is configured to detect that the operating state of the railway vehicle is that the railway vehicle is towed by the shunting locomotive from outside the target area to within the target area when the area information changes from the first sub-area being in a cleared state, the second sub-area being in a cleared state, and the loading and unloading sub-area being in a cleared state to the first sub-area being in an occupied state, the second sub-area being in a cleared state, and the loading and unloading sub-area being in a cleared state;

[0078] Furthermore, the state determination unit is further configured to detect that the shunting locomotive is moving in a direction away from the loading and unloading sub-area when the area information changes from the first sub-area being in a cleared state, the second sub-area being in an occupied state, and the loading and unloading sub-area being in an occupied state, to the first sub-area being in an occupied state, the second sub-area being in an occupied state, and the loading and unloading sub-area being in an occupied state, and then to the first sub-area being in an occupied state, the second sub-area being in a cleared state, and the loading and unloading sub-area being in an occupied state;

[0079] Furthermore, the state determining unit is further configured to detect that the working state of the railway vehicle is that the railway vehicle is to be towed out of the loading and unloading subarea by the shunting locomotive when the area information changes from the first subarea being occupied, the second subarea being cleared, and the loading and unloading subarea being occupied, to the first subarea being occupied, the second subarea being occupied, and the loading and unloading subarea being occupied, and then to the first subarea being cleared, the second subarea being occupied, and the loading and unloading subarea being occupied;

[0080] Furthermore, the state determination unit is further configured to detect that the operating state of the railway vehicle is that the railway vehicle is towed from within the target area to outside the target area by the shunting locomotive when the area information changes from the first sub-area being occupied, the second sub-area being cleared, and the loading and unloading sub-area being cleared to the first sub-area being cleared, the second sub-area being cleared, and the loading and unloading sub-area being cleared.

[0081] Preferably, the vehicle positioning device detects the position and running direction of the locomotive vehicle according to the two states of occupation and clearance and the transition sequence of adjacent sections. The vehicle positioning device consists of three track circuit sections, starting from the receiving end ( Figure 1The left side) is arranged in the order of 1G1, 1G2, and 1G sections (the following takes the 1G train receiving and dispatching process as an example), and can also be used for the accurate positioning of shunting locomotives. The track circuit transmits the occupation and clearance status of the three track circuit sections to the automatic stop system in real time. The automatic stop system determines the running direction of the locomotive vehicle and the operation process and operation stage according to the different occupation time and occupation order of the three sections. The vehicle positioning device can be an electrical track circuit, or it can be an axle counting track circuit or a track circuit composed of a two-way pedal and a vehicle number recognition device. The two-way pedal combined with the vehicle number recognition device can identify the locomotive and the running direction.

[0082] In another embodiment, further comprising:

[0083] a first indicator light (D11), located at the junction of the second sub-area (1G2) and the loading sub-area (1G);

[0084] The control module further includes: a first indication control unit;

[0085] The first indication control unit is configured to send a first display control instruction to the first indicator light to control the first indicator light to assume a first display state (white light) when the area information changes from the first sub-area being in a cleared state, the second sub-area being in a cleared state, and the loading and unloading sub-area being in a cleared state to the first sub-area being in an occupied state, the second sub-area being in a cleared state, and the loading and unloading sub-area being in a cleared state;

[0086] Furthermore, the first indication control unit is further configured to send a second display control instruction to the first indicator light to control the first indicator light to present a second display state (blue light) when the area information changes from the first sub-area being in a cleared state, the second sub-area being in an occupied state, and the loading and unloading sub-area being in an occupied state, to the first sub-area being in an occupied state, the second sub-area being in an occupied state, and the loading and unloading sub-area being in an occupied state, and then to the first sub-area being in an occupied state, the second sub-area being in a cleared state, and the loading and unloading sub-area being in an occupied state;

[0087] Furthermore, the first indication control unit is further configured to send a third display control instruction to the first indicator light to control the first indicator light to assume a first display state (white light) when the area information changes from the first sub-area being occupied, the second sub-area being cleared, and the loading and unloading sub-area being occupied, to the first sub-area being occupied, the second sub-area being occupied, and the loading and unloading sub-area being occupied, and then to the first sub-area being cleared, the second sub-area being occupied, and the loading and unloading sub-area being occupied;

[0088] In addition, the first indication control unit is also used to send a fourth display control instruction to the first indicator light to control the first indicator light to present a second display state (blue light) when the area information changes from the first sub-area being occupied, the second sub-area being cleared, and the loading and unloading sub-area being cleared to the first sub-area being cleared, the second sub-area being cleared, and the loading and unloading sub-area being cleared.

[0089] Preferably, the indicator light indicates the status of the stopper assembly. When the stopper assembly is released, a white light is displayed, allowing vehicles to enter or exit the loading and unloading area. When the stopper assembly is braked, a blue light is displayed, prohibiting vehicles from entering or exiting the loading and unloading area. The indicator light is controlled by the automatic stop system and transmits the indicator light status to the automatic stop system. The shunting locomotive operates according to the indicator light display.

[0090] Preferably, the control module further includes: an alarm module;

[0091] The alarm module is used to issue an alarm message and control the stopper group to operate in a braking state after the area information changes from the first sub-area being occupied, the second sub-area being occupied, and the loading and unloading sub-area being cleared to the first sub-area being occupied, the second sub-area being occupied, and the loading and unloading sub-area being cleared.

[0092] In one aspect, the stopper assembly is located in the loading and unloading sub-area entrance area. The loading and unloading sub-area entrance area refers to a portion of the loading and unloading sub-area close to the first sub-area, and the first sub-area is 1G1.

[0093] On the other hand, the stopper group is located in the loading and unloading sub-area, and the stopper group includes: a plurality of stoppers arranged on the track;

[0094] The stopper is configured to apply pressure to the wheels of the railway vehicle to perform friction braking when operating in a braking state.

[0095] Furthermore, the stopper includes at least one of a spring, a hydraulic inner rail, and a caliper brake.

[0096] The stopper assembly is a track-powered device used to stop railway vehicles and prevent them from rolling away. It applies friction braking to passive railway vehicle wheels using springs, hydraulic inner rail brakes, or external forces from track equipment such as caliper brakes. The stopper assembly consists of multiple stoppers, the number of which is determined by their braking capacity, the number of vehicles, and the kinetic energy passively generated by the vehicles. The stopper assembly is controlled by the stop system and transmits its status to the automatic stop system.

[0097] The present invention adopts track circuit section positioning technology, judges the vehicle delivery operation process and vehicle pickup operation process according to the occupancy and clearance sequence of the vehicle train in several track sections, controls the braking or release of the track parking device according to the process stage requirements, implements stop control for the entire train of loading and unloading vehicles, and provides the locomotive with a signal display for entering and exiting the loading and unloading area. The present invention is based on a stopper, combined with track circuits, indicator lights and other equipment to achieve the effect of automatic stopping during railway vehicle loading and unloading operations, and ensures the stable stopping of railway vehicles in the loading and unloading operation area relative to the gantry crane loading and unloading operation position. When various types of rail vehicles (mainly open cars, flat cars and container-specific flat cars, etc.) of the iron-water intermodal railway are carrying out loading and unloading operations at the port's automated terminal, realizing the entire train stopping function of the port railway vehicles in the loading and unloading operation area has become one of the problems that need to be solved urgently to achieve efficient and automated operations in the iron-water intermodal port operations. The present invention adopts a continuous safety protection stop system that conforms to the characteristics of the operation scene, ensuring the stability and safety of railway vehicle loading and unloading operations, meeting the various regulations of the railway cargo loading rules, improving the safety of loading and unloading and hoisting, shortening the loading and unloading operation time, and maximizing the port's throughput capacity.

[0098] For example, Figure 2 The figure shows a schematic diagram of the arrangement of the stoppers of an automatic stop system provided by an embodiment of the present invention. The specific working process of the continuous automatic stop system of the iron-water intermodal transport vehicle in the automated terminal railway loading and unloading line includes: installing multiple sets of stopper groups on the rails at the vehicle entrance end in the operation area (e.g. 1G) of the automated terminal railway loading and unloading line, and releasing the stopper groups pushed by the shunting locomotive to the loading and unloading operation area (e.g. 1G) because the railway vehicle is passive. While the shunting locomotive pushes the railway vehicle train into the loading and unloading area and stops in place, the automatic stop system generates a control instruction to the stopper group based on the operation process and operation stage determined by the status of the train position in the received track section, and issues it to the stopper group. The stopper group starts braking the continuous train according to the instruction, and the entire train of vehicles is continuously connected as a whole, and the vehicle body is not disassembled to ensure that the entire train is braked. The stopper group is usually in a braking state, and can be released at any time according to the release instruction issued by the stop system according to the progress of the iron-water intermodal transport loading and unloading operation.

[0099] During loading and unloading operations, the gantry crane can be moved longitudinally (along the railway line). A locomotive pushes or pulls a train of one to several vehicles along the railway loading and unloading line below the gantry crane to the loading and unloading area. The gantry crane then loads and unloads cargo between the automated container truck and the railway vehicle. After loading or unloading one vehicle, the gantry crane moves longitudinally to the next vehicle for loading and unloading. Even if an external vehicle, cargo, or spreader collides with the train, the vehicle's stopping system prevents movement, preventing any impact on the positioning and safety of the automated terminal's loading and unloading machinery.

[0100] Preferably, the stopper assembly is a rail vehicle stopper assembly, which can be a controllable stop device that applies pressure to both sides of the wheel, such as a caliper wheel brake or an internal brake rail, or a controllable hydraulic stopper assembly that applies resistance to the wheel. These devices have two states: release and brake, and can be switched between the two states by a control device.

[0101] Preferably, the brake assembly comprises multiple brake devices, and the braking resistance is greater than the thrust generated by the maximum wind in the area on the largest fully loaded railway vehicle, and greater than the impact force generated by loading machinery and flat transport machinery on the smallest railway vehicle. The brake assembly is normally in the braking state, which is a safe state and can be maintained even in the event of a power outage or system interruption.

[0102] Preferably, the stopper assembly is positioned at the starting point of the railway entrance within the loading and unloading operation range of the automated terminal railway loading and unloading line, i.e., within the loading and unloading boundary of the gantry crane (port crane), and the stopper assembly is centrally and continuously distributed within this area. The initial placement of the stoppers satisfies the braking requirements of at least one vehicle stopping at the loading and unloading line entrance, as well as the braking requirements of a continuous series of fully loaded trains arranged from the railway entrance of the loading and unloading line.

[0103] Preferably, a track circuit section 1G is set from the boundary of the loading and unloading area to the stopper installation area of ​​the loading and unloading operation area, and a track circuit section 1G2 is set outside the boundary of the loading and unloading area of ​​the track circuit section 1G. The length of the section 1G2 is arranged according to the length of the shunting locomotive (generally 25m). A track circuit section 1G1 is set between the outside of 1G2 and the railway switch section.

[0104] Preferably, taking 1G operation as an example, a 1G stopper status indicator light D11 is set at the boundary of the loading and unloading operation of the 1G loading and unloading line of the track. When the stopper group is relieved, the D11 indicator light is open and displays a white light, and when braking, the indicator light is closed and displays a blue light.

[0105] Preferably, the section ahead of indicator D11, i.e., 1G2, is the length of a shunting locomotive's stopping distance, enabling the automatic stop system to distinguish between shunting locomotives and loading and unloading vehicles. Shunting locomotives are not allowed to enter the loading and unloading area or 1G. Loading and unloading vehicles must remain in the loading and unloading area and cannot remain in sections 1G2 or 1G1.

[0106] like Figure 3 Shown is a vehicle delivery operation flow chart of an automatic stopping method provided by an embodiment of the present invention.

[0107] Taking the delivery of a vehicle to 1G as an example, initially, 1G is in the initial state, 1G1 is cleared, 1G2 is cleared, 1G is cleared, the stopper group is braked normally, and the D11 indicator light turns off and displays a blue light.

[0108] The shunting locomotive pushes the entire train into section 1G1. 1G1 is occupied, 1G2 is cleared, and 1G is cleared. The automatic stop system then enters the receiving direction and records the vehicle delivery process. It issues a release command for the stopper group. Upon receiving the return of the stopper group to the release state, it issues an open signal command to the D11 indicator and receives the return state. When the stopper group is in the release state, the D11 indicator's open signal displays white.

[0109] The shunting locomotive pushes the train to continue forward into the 1G2 section. 1G1 is occupied, 1G2 is occupied, and 1G is cleared. The automatic stop system determines for the first time based on the advance record and the current status that the operation process is the train delivery process and records the operation process and stage.

[0110] The shunting locomotive pushes the train to continue forward into the 1G section. 1G1 is occupied, 1G2 is occupied, and 1G is occupied. The automatic stop system confirms the operation process as the train delivery process for the second time based on the previous record and records the operation process and stages.

[0111] The shunting locomotive continues to push the train into the loading and unloading operation area. The train passes through the 1G1 track circuit section in front of the operation area in turn. When the shunting locomotive and train clear the 1G1 track circuit section and enter the loading and unloading operation area 1G, the shunting locomotive and train start braking to prepare for stopping. At the same time, the automatic stop system receives the information that the shunting locomotive and train have cleared the 1G1 track circuit section and the train has entered 1G2 and 1G. The automatic stop system determines that the train delivery process has entered the stage of pushing the train into place.

[0112] The automatic stop system detects that 1G1 is cleared and 1G2 is occupied according to the train delivery process, which means that there is a locomotive parked in the 1G2 section. Because the operation stage has been confirmed twice as the train delivery operation process and recorded, the shunting locomotive separates from the train and exits the loading and unloading line.

[0113] After the shunting locomotive exits 1G2 and clears, it enters the 1G1 section for occupation. The automatic stop system confirms that the train delivery process is in the standalone exit phase and issues a brake command to the stopper assembly according to the train delivery process. After the stopper executes and returns the brake status information, the automatic stop system issues a command to turn off the D11 indicator light and receives the shutdown status. The shunting locomotive continues to exit 1G1 and 1G2, and 1G is occupied, completing the train delivery process.

[0114] While the automatic stop system is waiting for the next operation process, the stopper group continues to brake the railway loading and unloading train, the D11 indicator light continues to be off, and the loading and unloading line enters the automatic door crane loading and unloading operation state.

[0115] If after the first confirmation of the train delivery process, the subsequent operation process of the train does not meet the logic of the second confirmation process stage of the train delivery, the automatic stop system will alarm, terminate the train delivery process, issue a braking command for the stop group, and close D11 at the same time, and the stop system will enter the manual intervention process.

[0116] like Figure 4 Shown is a flowchart of a vehicle picking operation of an automatic stopping method provided by an embodiment of the present invention.

[0117] Take the example of picking up a car from 1G. Initially, 1G is in the initial state, 1G1 is cleared, 1G2 is cleared, 1G is occupied, the stopper group is in the braking state, and the D11 indicator light is off and shows blue light.

[0118] The shunting locomotive enters the loading and unloading line alone to pick up a car. The track circuit detects that 1G1 is occupied by a car, 1G2 is cleared, and 1G is occupied by a car (occupied by the loading and unloading train). Based on this, the automatic stop system enters the receiving direction to pick up the car operation process.

[0119] The shunting locomotive continues to move forward and enters the 1G2 section. 1G1 is occupied, 1G2 is occupied, and 1G is occupied. The automatic stop system confirms for the first time that the operation mode is the car picking operation and records the operation process and stages.

[0120] The shunting locomotive continues to move forward to clear the 1G1 section. 1G1 is cleared, 1G2 is occupied, and 1G is occupied. The automatic stop system confirms the operation mode as the car picking operation for the second time and records the operation process and stages.

[0121] Because the length of 1G2 only meets the length of a shunting locomotive, when the 1G1 section is cleared and 1G2 is occupied by a car, it can be confirmed that it is a single shunting locomotive entering. The automatic stop system judges that it is the car picking operation connection stage based on the car picking operation process, and issues a relief command to the stopper group. After receiving the relief status returned by the stopper group, an open signal command is issued to the D11 indicator light. The shunting locomotive connects the train and allows the train to exit the loading and unloading line. The shunting locomotive pulls the train to exit the loading and unloading line according to the stopper relief status indicator light displayed on D11.

[0122] The train exits the loading and unloading line, and the track circuit detects that 1G, 1G2, and 1G1 occupy and clear the track circuit sections in sequence and uploads them to the automatic stop system. The automatic stop system determines that the train retrieval operation is completed, issues an instruction for the stopper group to maintain the braking state and receives the return status, issues an instruction to turn off the D11 indicator light and receives the return status, and the train retrieval operation is completed.

[0123] If after the first confirmation of the vehicle pickup process, the subsequent operation of the train does not meet the logic of the second confirmation process stage of the vehicle pickup, the stop system will alarm and terminate the vehicle pickup process.

[0124] If after the second confirmation of the vehicle retrieval process, when the loading and unloading train exits the loading and unloading line, 1G is not cleared (there are still cars occupied), and the 1G2 and 1G1 track sections are cleared, the automatic stop system will alarm, and at the same time issue a braking command for the stop group, and at the same time order to turn off the D11 indicator light, and the stop system will enter the manual intervention process.

[0125] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. An automatic stop system, characterized in that: include: A vehicle positioning device is used to obtain area information of a sub-area occupied by a railway vehicle within a target area, wherein the railway vehicle includes a shunting locomotive and a train, and the target area includes at least two sub-areas; one of the at least two sub-areas included in the target area is a loading and unloading sub-area; a control module, configured to determine the operating state of the railway vehicle according to the change of the area information, and issue a stop control instruction matching the operating state; the control module includes: a state determination unit, configured to determine the operating state of the railway vehicle according to the change of the area information; The control module further includes: a second stop control unit; The second stop control unit is configured to issue a second stop control instruction when the state determination unit determines that the operating state of the railway vehicle is that the railway vehicle enters the target area and moves in a direction away from the loading and unloading sub-area; a stopper group, configured to operate in a braking state or a release state in response to the control of the stop control instruction, wherein the stopper group operates in a braking state in response to the control of the second stop control instruction; The control module further includes: a first stop control unit; The first stop control unit is configured to issue a first stop control instruction when the state determination unit determines that the operating state of the railway vehicle is that the railway vehicle is towed by the shunting locomotive from outside the target area to within the target area; The stopper group operates in a relief state in response to the control of the first stop control instruction; and / or, The control module further includes: a third stop control unit; The third stop control unit is configured to issue a third stop control instruction when the state determination unit determines that the operating state of the railway vehicle is that the railway vehicle is to be towed out of the loading and unloading sub-area by the shunting locomotive; The stopper group operates in a relief state in response to the control of the third stop control instruction; and / or, The control module further includes: a fourth stop control unit; The fourth stop control unit is configured to issue a fourth stop control instruction when the state determination unit determines that the operating state of the railway vehicle is that the railway vehicle is towed by the shunting locomotive from the target area to outside the target area; The brake group operates in a braking state in response to the control of the fourth stop control instruction; The vehicle positioning device includes: at least two occupancy detection structures corresponding to the sub-areas one by one, the occupancy detection structures are used to detect state information of the corresponding sub-areas and send the state information to the state determination unit, the state information includes: cleared state or occupied state; The area information of the sub-areas occupied by the railway vehicle in the target area includes: status information of each sub-area; The target area includes a first sub-area, a second sub-area and the loading and unloading sub-area arranged in sequence along a first direction; The length of the second sub-area in the first direction is equal to the length of the shunting locomotive in the first direction; The state determining unit is configured to detect that the operating state of the railway vehicle is that the railway vehicle is towed by the shunting locomotive from outside the target area to within the target area when the area information changes from the first sub-area being in a cleared state, the second sub-area being in a cleared state, and the loading and unloading sub-area being in a cleared state to the first sub-area being in an occupied state, the second sub-area being in a cleared state, and the loading and unloading sub-area being in a cleared state; Furthermore, the state determination unit is further configured to detect that the shunting locomotive is moving in a direction away from the loading and unloading sub-area when the area information changes from the first sub-area being in a cleared state, the second sub-area being in an occupied state, and the loading and unloading sub-area being in an occupied state, to the first sub-area being in an occupied state, the second sub-area being in an occupied state, and the loading and unloading sub-area being in an occupied state, and then to the first sub-area being in an occupied state, the second sub-area being in a cleared state, and the loading and unloading sub-area being in an occupied state; Furthermore, the state determining unit is further configured to detect that the working state of the railway vehicle is that the railway vehicle is to be towed out of the loading and unloading subarea by the shunting locomotive when the area information changes from the first subarea being occupied, the second subarea being cleared, and the loading and unloading subarea being occupied, to the first subarea being occupied, the second subarea being occupied, and the loading and unloading subarea being occupied, and then to the first subarea being cleared, the second subarea being occupied, and the loading and unloading subarea being occupied; Furthermore, the state determination unit is further configured to detect that the operating state of the railway vehicle is that the railway vehicle is towed from within the target area to outside the target area by the shunting locomotive when the area information changes from the first sub-area being occupied, the second sub-area being cleared, and the loading and unloading sub-area being cleared to the first sub-area being cleared, the second sub-area being cleared, and the loading and unloading sub-area being cleared.

2. The automatic stopping system according to claim 1, characterized in that: The occupancy detection structure includes: at least one of an electric track circuit, an axle counting track circuit, and a bidirectional pedal track circuit.

3. The automatic stopping system according to claim 1, characterized in that: Also includes: a first indicator light, located at the junction of the second sub-area and the loading and unloading sub-area; The control module further includes: a first indication control unit; The first indication control unit is configured to send a first display control instruction to the first indicator light to control the first indicator light to assume a first display state when the area information changes from the first sub-area being in a cleared state, the second sub-area being in a cleared state, and the loading and unloading sub-area being in a cleared state to the first sub-area being in an occupied state, the second sub-area being in a cleared state, and the loading and unloading sub-area being in a cleared state; Furthermore, the first indication control unit is further configured to send a second display control instruction to the first indicator light to control the first indicator light to assume a second display state when the area information changes from the first sub-area being in a cleared state, the second sub-area being in an occupied state, and the loading and unloading sub-area being in an occupied state, to the first sub-area being in an occupied state, the second sub-area being in an occupied state, and the loading and unloading sub-area being in an occupied state, and then to the first sub-area being in an occupied state, the second sub-area being in a cleared state, and the loading and unloading sub-area being in an occupied state; Furthermore, the first indication control unit is further configured to send a third display control instruction to the first indicator light to control the first indicator light to assume the first display state when the area information changes from the first sub-area being occupied, the second sub-area being cleared, and the loading and unloading sub-area being occupied, to the first sub-area being occupied, the second sub-area being occupied, and the loading and unloading sub-area being occupied, and then to the first sub-area being cleared, the second sub-area being occupied, and the loading and unloading sub-area being occupied; In addition, the first indication control unit is also used to send a fourth display control instruction to the first indicator light to control the first indicator light to present the second display state when the area information changes from the first sub-area being occupied, the second sub-area being cleared, and the loading and unloading sub-area being cleared to the first sub-area being cleared, the second sub-area being cleared, and the loading and unloading sub-area being cleared.

4. The automatic stopping system according to claim 1, characterized in that: The control module further includes: an alarm module; The alarm module is used to issue an alarm message and control the stopper group to operate in a braking state after the area information changes from the first sub-area being occupied, the second sub-area being occupied, and the loading and unloading sub-area being cleared to the first sub-area being occupied, the second sub-area being occupied, and the loading and unloading sub-area being cleared.

5. The automatic stopping system according to any one of claim 1, characterized in that: The stopper group is located in the entrance area of ​​the loading and unloading sub-area.

6. The automatic stopping system according to any one of claims 1 to 5, characterized in that: The stopper group is located in the loading and unloading sub-area, and the stopper group includes: a plurality of stoppers arranged on the track; The stopper is configured to apply pressure to the wheels of the railway vehicle to perform friction braking when operating in a braking state.

7. The automatic stopping system according to claim 6, characterized in that: The stopper includes at least one of a spring, a hydraulic inner rail, and a caliper brake.

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