Locomotive intelligent control method, intelligent remote control system and electronic equipment

Abstract

The present invention specifically discloses a locomotive intelligent control method, intelligent remote control system, and electronic device. The method includes periodically acquiring detection signals from a tilt sensor provided in a locomotive remote control according to a first detection cycle; analyzing the signals and comparing the angle data obtained after analysis with a preset threshold; acquiring detection signals from the tilt sensor according to a second detection cycle when the angle data is greater than or equal to the preset threshold; acquiring and analyzing the detection signals a first preset number of times, and comparing the analyzed data with the preset threshold respectively. If the number of signals greater than or equal to the threshold exceeds a second preset number, the remote control sends a brake signal to the locomotive control subsystem. This method can prevent the locomotive from losing control after an operator accidentally falls, and can also prevent system misjudgments caused by the operator's normal walking or normal bumps during locomotive driving, greatly improving the reliability and safety of the device and significantly increasing the safety factor during locomotive operation.

Description

Technical Field

[0001] The present invention belongs to the field of intelligent remote control equipment, and specifically discloses a locomotive intelligent control method, an intelligent remote control system and electronic equipment. Background Art

[0002] At present, locomotives are widely used in shunting and small-scale operation operations in domestic coal mines, metallurgy, petrochemical, ports and other railway stations. Existing locomotives can be controlled by remote control systems. However, when the operator makes an error in operation or accidentally falls, the intelligence and reliability of the emergency handling function of the existing remote control system are relatively low, and there are certain safety hazards. Considering the safety and efficiency of operations in various fields, the requirements for the intelligence and reliability of the locomotive remote control system are getting higher and higher. There is an urgent need for a highly reliable and intelligent locomotive remote control system.

[0003] Therefore, the existing technology still needs to be further developed and improved. Summary of the Invention

[0004] In view of the various deficiencies of the prior art and to solve the above problems, the present invention proposes a remote control system with high reliability and high intelligence. The present invention provides the following technical solutions:

[0005] According to a first aspect of the present invention, a control method for a locomotive intelligent remote control system is provided, the method comprising:

[0006] Periodically acquiring a detection signal of a tilt sensor provided in the locomotive remote controller according to a first detection period;

[0007] Analyze the signal and compare the obtained angle data with a preset threshold;

[0008] When the angle data is greater than or equal to a preset threshold, a detection signal of the tilt sensor is obtained according to a second detection cycle;

[0009] The detection signal of the first preset number of times is obtained and analyzed, and the analyzed data is compared with the preset threshold value. If the number of signals greater than or equal to the threshold value exceeds the second preset number, the remote controller sends a brake signal to the locomotive control subsystem.

[0010] Furthermore, the second detection period is shorter than the first detection period.

[0011] Furthermore, when the angle data is smaller than a preset threshold, a detection signal of the tilt sensor provided in the locomotive remote controller is periodically obtained according to a first detection period.

[0012] Furthermore, the control method further includes:

[0013] When the number of signals greater than or equal to the threshold does not exceed the preset number, the remote controller initializes the detection state and continues to obtain the detection signal of the tilt sensor according to the first detection cycle.

[0014] Furthermore, the control method further includes:

[0015] The locomotive control system periodically obtains the warning signal sent by the locomotive remote controller according to the third detection cycle. When the warning signal is not obtained within a predetermined time, the locomotive control system outputs a brake signal.

[0016] Furthermore, the locomotive control system periodically obtains the warning signal sent by the locomotive remote controller according to the third detection period, and further includes:

[0017] When the locomotive remote control system detects the first action for generating a warning signal, it records the duration of the first action. When the recorded duration of the first action reaches a preset duration, it detects whether the second action for generating a warning signal exists within the preset time period. If so, the remote control sends a warning signal to the locomotive control subsystem.

[0018] Furthermore, the method further comprises:

[0019] When the duration of the first action does not reach the preset time length or the second action for generating the alert signal is detected to be absent within the preset time period, the process returns to step 1 to continue acquiring the alert signal sent by the locomotive remote controller.

[0020] Furthermore, the first detection cycle is 10 seconds, the second detection cycle is 3 seconds, the third detection cycle is 30 seconds, the preset threshold is 45 degrees, the preset time length is 10 milliseconds, the preset time period is 1 second, the first preset number of times is 30 times, and the second preset number of times is 20 times.

[0021] According to a second aspect of the present invention, there is provided a locomotive intelligent remote control system, the locomotive intelligent remote control system comprising:

[0022] Remote control subsystem, including:

[0023] an acquisition unit, configured to periodically acquire a detection signal of a tilt sensor provided in the locomotive remote controller according to a first detection period or a second detection period;

[0024] a comparison unit, configured to analyze the signal acquired during the first detection period and compare the angle data obtained after the analysis with a preset threshold, or to analyze the detection signal acquired a preset number of times during the second detection period and compare the number of signals greater than or equal to the threshold with the preset number;

[0025] an execution unit, configured to output a brake signal according to a comparison result of the comparison unit;

[0026] The locomotive control subsystem is used to receive and execute the brake signal sent by the remote control system.

[0027] According to a third aspect of the present invention, there is provided an electronic device, comprising:

[0028] a memory; and a processor, wherein the memory stores computer-readable instructions, and when the computer-readable instructions are executed by the processor, the control method of the locomotive intelligent remote control system is implemented.

[0029] The beneficial effects of the present invention are:

[0030] 1. The present invention can prevent the locomotive from losing control after the operator accidentally falls, greatly improving the reliability and safety of the device and greatly improving the safety factor during locomotive operation.

[0031] 2. The present invention can prevent system misjudgment caused by normal bumps during walking or motorcycle driving, further improving the reliability and safety of the device.

[0032] 3. The present invention requires the operator to press the alert button at regular intervals to generate an alert signal, which can prevent the locomotive from losing control due to the operator's distraction. This greatly improves the reliability and safety of the device and has a wide range of applications.

[0033] 4. The present invention can prevent the accidental sending of the alert signal due to the accidental touching of the alert button, ensuring that every time the operator presses the alert button, it is an active behavior, further improving the safety and reliability of the locomotive during operation.

[0034] 5. The present invention cleverly designs the first detection period to be 10 seconds, the second detection period to be 3 seconds, the third detection period to be 30 seconds, the preset threshold to be 45 degrees, the preset duration to be 10 milliseconds, the preset time period to be 1 second, the first preset number of times to be 30 times, and the second preset number of times to be 20 times. By comprehensively considering possible conditions that may occur on site and the circuit implementation method, the various circuit parameters are optimally designed. While avoiding the influence of various conditions on site on the system judgment results, the program architecture is optimized to achieve ultra-low power consumption and high reliability operation of the intelligent remote control system, thereby extending the service life of the intelligent remote control system. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] Figure 1 This is a flow chart of a locomotive intelligent control method in a specific embodiment of the present invention;

[0036] Figure 2 A schematic diagram of a locomotive intelligent control method in another specific embodiment of the present invention;

[0037] Figure 3This is a principle block diagram of the remote control subsystem in a specific embodiment of the present invention;

[0038] Figure 4 This is a schematic diagram of the electrical wiring between the PLC unit and the remote control receiver in the locomotive control subsystem in a specific embodiment of the present invention;

[0039] Figure 5 This is a schematic diagram of the electrical wiring of the remote control mainboard in a specific embodiment of the present invention;

[0040] Figure 6 This is a schematic diagram of the electrical wiring of the analog input module of the PLC unit in the locomotive control subsystem in a specific embodiment of the present invention;

[0041] Figure 7 This is a schematic diagram of the electrical wiring of the PLC unit temperature acquisition module in the locomotive control subsystem in a specific embodiment of the present invention;

[0042] Among them: 1. Power terminal; 2. Ground terminal; 3. Tilt signal output terminal; 4. I0.0 input port; 6. I0.2 input port; 7. I0.3 input port; 8. I0.4 input port; 9. I0.5 input port; 10. I0.6 input port; 11. I0.7 input port; 12. I1.0 input port; 13. I1.1 input port; 14. I1.2 input port; 15. I1.3 input port; 16. I1.4 input port; 17. I1.5 input port; 18. I1.6 input port; 19. Q0.0 output port; 20. Q0.1 output port; 21. Q0.2 output port; 22. Q0.3 output port; 23. Q0.4 output port; 24. Q0.5 output port; 25. Q0.6 output port; 26. Q0.7 output port; 27. Q1 .0 output port; 28, Q1.1 output port; 29, Q1.2 output port; 30, Q1.3 output port; 31, speed increase control terminal; 32, speed hold control terminal; 33, speed reduction control terminal; 34, power adjustment control terminal; 35, forward control terminal; 36, reverse control terminal; 37, signal transmitter Tx / B; 38, signal receiver Rx / A; 39, RJ45 network cable; 100, tilt sensor; 200, remote control mainboard; 300, remote control receiver; 400, PLC unit; 500, locomotive control unit; 600, analog input module; 700, temperature acquisition module; 800, on-board touch screen; K1, dump signal transmitter; K2, headlight signal transmitter; K3, power adjustment signal transmitter; K4, unhooking signal transmitter; K5, hooking signal transmitter; K6, warning signal transmitter;

[0043] K7, sand spreading signal transmitter; K8, bagpipe signal transmitter; K9, forward signal transmitter; K10, reverse signal transmitter; K11, speed increase signal transmitter; K12, speed reduction signal transmitter; K20, headlight signal processing terminal; K21, power adjustment signal processing terminal; K22, hook removal signal processing terminal; K23, hooking signal processing terminal; K24, alert signal processing terminal; K25, sand spreading signal processing terminal; K26, bagpipe signal processing terminal; K27, forward signal processing terminal; K28, reverse signal processing terminal; K29, tilt Reverse signal processing terminal; K30, speed increase signal processing terminal; K31, speed maintenance signal processing terminal; K32, speed reduction signal processing terminal; M1, speed sensor; M2, pressure transmitter; M3, temperature sensor; SB1, first self-reset button; SB2, second self-reset button; SB3, third self-reset button; SB4, fourth self-reset button; SB5, fifth self-reset button; SB6, sixth self-reset button; SB7, seventh self-reset button; SW1, first two-position self-reset rocker switch; SW2, second two-position self-reset rocker switch. DETAILED DESCRIPTION

[0044] In order to enable those skilled in the art to better understand the technical solution of the present invention, the technical solution of the present invention is clearly and completely described below in conjunction with the drawings of the present invention. Based on the embodiments in this application, other similar embodiments obtained by ordinary technicians in this field without making creative work should fall within the scope of protection of this application. In addition, the directional words mentioned in the following embodiments, such as "up", "down", "left", "right", etc., are only reference to the directions of the drawings. Therefore, the directional words used are used to illustrate rather than limit the invention.

[0045] The present invention will be further described below with reference to the accompanying drawings and preferred embodiments.

[0046] like Figure 1 As shown, the present invention provides a locomotive intelligent control method, which includes:

[0047] S100: Periodically obtain a detection signal of a tilt sensor provided in a locomotive remote controller according to a first detection period.

[0048] The locomotive remote controller of the present invention is pre-installed with a tilt sensor, which is fixed in the remote controller and changes with the remote controller's posture. The tilt sensor can sense the posture adjustment of the locomotive remote controller, that is, when the locomotive remote controller's posture changes, the tilt sensor can generate a signal about the angle change in real time.

[0049] Before step S100, a first detection period is preset. Based on the preset first detection period, the system periodically collects the detection signal generated by the tilt sensor. Preferably, the first detection period is 10 seconds.

[0050] S200: Analyze the signal and compare the angle data obtained after analysis with a preset threshold.

[0051] The system analyzes the acquired tilt sensor signal. The analyzed data includes the current angle data of the remote control as obtained by the tilt sensor. A preset threshold value is called and compared with the analyzed data. The preset threshold value is 45 degrees. The present invention's technicians, through extensive testing, determined that when a remote control operator falls, the locomotive remote control typically flips at an angle greater than 45 degrees. During normal remote control operation, the locomotive remote control is secured by a support structure such as a bracket or strap, and typically does not flip at an angle exceeding 30 degrees. If the locomotive remote control flips at an angle greater than 45 degrees at a certain moment, it is certain that a dangerous or emergency situation has occurred. Therefore, the present invention sets a threshold value of 45 degrees to better distinguish whether a remote control flip is caused by an emergency such as a fall or by ordinary operator shaking.

[0052] When the angle data is less than the preset threshold, it means that the system determines that there is no loss of control event such as a person falling over, which causes the remote control to flip over. At this time, the system continues to periodically obtain the detection signal of the tilt sensor set in the locomotive remote control according to the first detection cycle.

[0053] S300: When the angle data is greater than or equal to a preset threshold, a detection signal of the tilt sensor is obtained according to a second detection cycle.

[0054] Specifically, when the angle data is compared with the called 45-degree threshold, it is determined that the angle data is greater than or equal to the preset threshold, then another work process is started, that is, the preset second detection period is called to obtain the detection signal of the tilt sensor. The second detection period is 3 seconds. The second detection period is set to 3 seconds because the technicians of the present invention have concluded through a large number of experiments that when the locomotive remote control flips over at an angle greater than 45 degrees at a certain moment, an abnormal event must have occurred. At this time, the present invention greatly improves the reliability of subsequent data analysis by pre-setting the second detection period and making the second detection period smaller than the first detection period. By optimizing the program structure, the second detection period is entered only when a dangerous or emergency event occurs, thereby realizing ultra-low power consumption operation of the system of the present invention, and greatly improving the endurance of the present invention. Therefore, the present invention sets the second detection period to 3 seconds, which can better improve the reliability of data analysis after a dangerous or emergency occurs and realize ultra-low power consumption operation of the system of the present invention.

[0055] S400: Detection signals are acquired and analyzed a first predetermined number of times. The analyzed data are compared with a predetermined threshold. If the number of signals greater than or equal to the threshold exceeds a second predetermined number, the remote controller sends a brake signal to the locomotive control subsystem. If the number of signals greater than or equal to the threshold does not exceed the predetermined number, the remote controller initializes the detection state and continues to acquire detection signals from the inclination sensor according to the first detection cycle.

[0056] Specifically, the first preset number of times is set to 30 times, and the second preset number of times is set to 20 times. The first preset number of times is set to 30 times and the second preset number of times is set to 20 times after a large number of experiments by the inventors. Because, when the locomotive remote control flips at an angle greater than 45 degrees at a certain moment, an abnormal event must have occurred. At this time, the present invention obtains and analyzes the detection signal through the most reasonable detection frequency, while ensuring the accuracy of the analysis result, avoiding unnecessary waste of CPU resources. When the locomotive operator causes the remote control to flip at an angle greater than 45 degrees at a certain moment due to normal bumps during normal walking or locomotive driving, the operator should normally be able to adjust the locomotive remote control to a normal angle within 2 seconds, that is, the number of signals greater than or equal to the threshold should not exceed If the remote control fails to return to its normal angle within 2 seconds, it is determined that an uncontrollable and dangerous situation has occurred. This design significantly improves the accuracy of the analysis results of the present invention and reduces the energy consumption of the system. When 30 detection signals are acquired and analyzed within the second detection period of 3 seconds, if the number of signals greater than or equal to the threshold exceeds the second preset number of 20 times, the remote control sends a brake signal to the locomotive control subsystem. This setting can effectively analyze the flip angle of the remote control after the remote control flips at a certain moment and determines whether the flip angle of the remote control at this moment is greater than 45 degrees. It can also effectively determine whether the flip angle of the remote control at this moment is greater than 45 degrees. Therefore, the present invention preferably sets the first preset number to 30 times and the second preset number to 20 times. If the number of signals greater than or equal to the threshold does not exceed the preset number of 20 times, it indicates that the system has determined that no dangerous and uncontrollable event such as a person falling over has occurred, causing the remote control to flip. At this time, the system continues to periodically acquire detection signals from the tilt sensor provided in the remote control according to the first detection period.

[0057] Specifically, while performing the above detection process, the present invention also performs another detection process simultaneously, and the detection process includes:

[0058] The locomotive control system periodically obtains the warning signal sent by the locomotive remote controller according to the third detection cycle. When the warning signal is not obtained within a predetermined time, the locomotive control system outputs a brake signal.

[0059] When the locomotive remote control system detects the first action for generating a warning signal, it records the duration of the first action. When the recorded duration of the first action reaches a preset duration, it detects whether the second action for generating a warning signal exists within the preset time period. If so, the remote control sends a warning signal to the locomotive control subsystem.

[0060] The preset time length is 10 milliseconds, and the preset time period is 1 second. Setting the preset time length to 10 milliseconds and setting the preset time period to 1 second are the results obtained by the technicians of the present invention through a large number of experiments. Because at a certain moment, after the locomotive remote control system detects the first action for generating a warning signal, the first action at this time may be caused by non-active behaviors that do not meet safety requirements, such as accidentally touching the warning button, so the system needs to determine whether the first action at this time is caused by active behavior that meets safety requirements or non-active behaviors that do not meet safety requirements, such as accidentally touching the warning button. At the same time, because the safety policy decision-making stage has been entered, the system needs to determine the result as soon as possible. Therefore, a warning button for generating a warning signal is provided on the remote control mainboard. When the operator actively presses and releases the warning button in accordance with safety requirements, the system will generate a warning signal. The first action is pressing the warning button. , the second action is the release of the alert button, the preset time is 10 milliseconds, and the preset time period is set to 1 second, that is, the alert button pressing action needs to exist for at least 10 milliseconds and when the alert button pressing action exists for at least 10 milliseconds, the alert button release action for generating the alert signal needs to be detected within 1 second. This setting requires the locomotive operator to press the alert button for at least 10 milliseconds and release the alert button within 1 second to generate the alert signal. Otherwise, the system does not generate the alert signal. This method can not only prevent the locomotive from losing control due to operator distraction, but also greatly improve the reliability and safety of the device, and has a wide range of applications. It can also ensure that every time the operator presses the alert button, it is an active behavior that meets safety requirements, and prevent the locomotive from braking due to non-active behaviors that do not meet safety requirements, such as accidentally touching the alert button, further improving the safety and reliability of the locomotive during operation.

[0061] When the duration of the button pressing action does not reach the preset duration of 10 milliseconds or the alert button release action used to generate the alert signal does not exist within the preset time period of 1 second, the system determines that the button pressing action at this time is caused by non-active behavior such as accidentally touching the alert button that does not meet safety requirements. The system does not generate a alert signal and returns to the step to continue obtaining the alert signal issued by the locomotive remote control.

[0062] In a certain embodiment, the first action can be set to pressing the alert button twice or three times in a row, and the second action can be set to releasing the alert button; or, a touch screen can be set on the remote control main board, and the first action can be set to the operator drawing a specified trajectory on the remote control touch screen, and the second action can be set to releasing the finger.

[0063] See also Figure 2 The present invention proposes a specific embodiment, providing a control method for a locomotive intelligent remote control system, the method comprising:

[0064] P1: Start.

[0065] P2: periodically acquiring a detection signal of a tilt sensor provided in the locomotive remote controller according to a first detection period;

[0066] It should be noted here that a tilt sensor is pre-installed in the locomotive remote control of the present invention. The tilt sensor is fixed in the remote control and changes with the posture of the remote control. The tilt sensor can sense the posture adjustment of the locomotive remote control, that is, when the posture of the locomotive remote control changes, the tilt sensor can generate a signal about the angle change in real time.

[0067] Before step P2, a first detection period is preset. Based on the preset first detection period, the system periodically collects the detection signal generated by the tilt sensor. Preferably, the first detection period is 10 seconds.

[0068] P3, analyzing the signal and comparing the angle data obtained after analysis with a preset threshold; comparing whether the angle data is greater than or equal to the preset threshold, if the angle data is greater than or equal to the preset threshold, executing step P4; if the angle data is less than the preset threshold, executing step P8;

[0069] It should be noted that the system analyzes the acquired tilt sensor signal. The analyzed data includes the current angle data of the remote control obtained by the tilt sensor. A preset threshold is called and compared with the analyzed data. The preset threshold is 45 degrees. The 45-degree threshold is determined by the technicians of the present invention through extensive experiments. When the remote control operator falls, the basic flip angle of the locomotive remote control is greater than 45 degrees. During normal remote control operation, the locomotive remote control is fixed by a support structure such as a bracket or strap, and it usually does not flip at a large angle exceeding 30 degrees. If the locomotive remote control flips at an angle greater than 45 degrees at a certain moment, it is definitely a dangerous or emergency event. Therefore, the threshold of 45 degrees set by the present invention can better distinguish whether the remote control flip is caused by an emergency such as a fall or by the normal shaking of the operator.

[0070] When the angle data is less than the preset threshold, it means that the system determines that there is no loss of control event such as a person falling over, which causes the remote control to flip over. At this time, the system continues to periodically obtain the detection signal of the tilt sensor set in the locomotive remote control according to the first detection cycle.

[0071] P4, the tilt sensor outputs a tilt signal.

[0072] P5. The acquisition unit acquires and analyzes the detection signals of the first preset number of times according to the second detection cycle.

[0073] It should be noted here that, after the angle data is compared with the called 45-degree threshold, it is determined that the angle data is greater than or equal to the preset threshold, then another work process is started, that is, the preset second detection period is called to obtain the detection signal of the tilt sensor. The second detection period is 3 seconds. The second detection period is set to 3 seconds because the technicians of the present invention have concluded through a large number of experiments that when the locomotive remote control flips over at an angle greater than 45 degrees at a certain moment, an abnormal event must have occurred. At this time, the present invention greatly improves the reliability of subsequent data analysis by pre-setting the second detection period and making the second detection period smaller than the first detection period. By optimizing the program structure, the second detection period is entered only when a dangerous or emergency event occurs, thereby realizing ultra-low power consumption operation of the system of the present invention and greatly improving the endurance of the present invention. Therefore, the present invention sets the second detection period to 3 seconds, which can better improve the reliability of data analysis after a dangerous or emergency occurs and realize ultra-low power consumption operation of the system of the present invention.

[0074] P6, the comparison unit compares the parsed data with the preset threshold value respectively, and compares whether the number of signals greater than or equal to the threshold value exceeds the second preset number. If the number of signals greater than or equal to the threshold value exceeds the second preset number, step P7 is executed; if the number of signals greater than or equal to the threshold value exceeds the second preset number, step P8 is executed.

[0075] It should be noted here that the first preset number of times is set to 30 times, and the second preset number of times is set to 20 times. The first preset number of times is set to 30 times and the second preset number of times is set to 20 times after a large number of experiments by the inventors. This is because when the locomotive remote control flips at an angle greater than 45 degrees at a certain moment, an abnormal event must have occurred. At this time, the present invention obtains and analyzes the detection signal through the most reasonable detection frequency, while ensuring the accuracy of the analysis results, avoiding unnecessary waste of CPU resources. When the locomotive operator causes the remote control to flip at an angle greater than 45 degrees at a certain moment due to normal bumps during normal walking or locomotive driving, the operator should normally be able to adjust the locomotive remote control to a normal angle within 2 seconds, that is, the number of signals greater than or equal to the threshold is not The first preset number of times should be more than 20. If the locomotive remote control cannot return to its normal angle within 2 seconds, it can be determined that an uncontrollable and dangerous situation has occurred at this moment. The degree of design is reasonable, greatly improving the accuracy of the analysis results of the present invention and reducing the energy consumption of the system of the present invention. When 30 detection signals are obtained and analyzed within 3 seconds of the second detection cycle, if the number of signals greater than or equal to the threshold exceeds the second preset number of 20 times, the remote control sends a brake signal to the locomotive control subsystem. This setting can better analyze the flip angle of the locomotive remote control at subsequent moments after the locomotive remote control flips at an angle greater than 45 degrees at a certain moment, and can better determine whether the situation of the locomotive remote control flipping at an angle greater than 45 degrees at this moment is a safe and controllable situation or a dangerous and uncontrollable situation. Therefore, the present invention preferably sets the first preset number of times to 30 and the second preset number of times to 20. If the number of signals greater than or equal to the threshold does not exceed the preset number of 20 times, it means that the system has determined that no dangerous and uncontrollable event such as a person falling over has occurred, which causes the remote control to flip. At this time, the system continues to periodically obtain the detection signal of the tilt sensor set in the locomotive remote control according to the first detection cycle.

[0076] P7. The execution unit sends a brake signal to the locomotive control subsystem.

[0077] P8. Clear the test data and return to step P2.

[0078] It should be noted here that this step is used to initialize the detection status and start the next step detection.

[0079] P9. Periodically obtain the warning signal sent by the locomotive remote controller according to the third detection cycle. This step is performed simultaneously with step P2.

[0080] It should be noted here that the significance of this step is that the operator is required to press the alert button at regular intervals to generate an alert signal. The locomotive control subsystem needs to control the normal operation of the locomotive through the received alert signal within the third detection cycle. This can prevent the locomotive from losing control due to operator distraction, greatly improving the reliability and safety of the device and having a wide range of applications.

[0081] P10, register initialization, microcontroller I / O interface initialization.

[0082] It should be noted here that this step is used to initialize the detection status and start the next step detection.

[0083] P11. Detect whether the first action continues for a preset time. If so, execute step P12; if not, return to execute step P7.

[0084] It should be noted here that at a certain moment, after the locomotive remote control system detects the first action for generating a warning signal, the first action at this time may be caused by a non-active behavior that does not meet safety requirements, such as accidentally touching the warning button. Therefore, the system needs to determine whether the first action at this time is caused by an active behavior that meets safety requirements or a non-active behavior that does not meet safety requirements, such as accidentally touching the warning button. At the same time, because it has entered the safety policy decision-making stage, the system needs to determine the result as soon as possible. Therefore, a warning button for generating a warning signal is provided on the remote control mainboard. When the operator actively presses and releases the warning button in accordance with safety requirements, the system will generate a warning signal. The first action is pressing the warning button, and the second action is releasing the warning button. Therefore, the preset time is 10 milliseconds, that is, the warning button pressing action needs to exist for at least 10 milliseconds to enter the warning button release action detection. Otherwise, the warning button release action detection cannot be entered, and the execution returns to step P7, optimizing the program structure, further improving the reliability of data analysis, reducing unnecessary waste of computing resources, and further reducing the energy consumption of the present invention.

[0085] P12. Detect whether the second action occurs within a preset time period. If so, return to step P10; if not, return to step P7.

[0086] It should be noted that the preset time period is set to 1 second, that is, the button pressing action needs to exist for at least 10 milliseconds and, after the button pressing action exists for at least 10 milliseconds, the button release action for generating the alert signal needs to be detected within 1 second. This setting requires the locomotive operator to press the alert button for at least 10 milliseconds and release the alert button within 1 second in order to generate the alert signal. Otherwise, the system does not generate the alert signal and returns to step P7. This method not only prevents the locomotive from losing control due to operator distraction, but also greatly improves the reliability and safety of the device and has a wide range of applications. It also ensures that each time the operator presses the alert button, it is an active action that meets safety requirements, preventing inactive actions such as accidentally touching the alert button that do not meet safety requirements from causing the locomotive to brake, further improving the safety and reliability of the locomotive during operation. The present invention comprehensively considers possible on-site conditions and circuit implementation methods, optimizes the design of various circuit parameters, avoids the influence of various on-site conditions on the system judgment results, and optimizes the program architecture to achieve ultra-low power consumption and high reliability operation of the intelligent remote control system, extending the service life of the intelligent remote control system.

[0087] In a certain embodiment, the first action can be set to pressing the alert button twice or three times in a row, and the second action can be set to releasing the alert button; or, a touch screen can be set on the remote control main board, and the first action can be set to the operator drawing a specified trajectory on the remote control touch screen, and the second action can be set to releasing the finger.

[0088] See Figure 3-Figure 7 The present invention provides another embodiment, which provides a locomotive intelligent remote control system, the locomotive intelligent remote control system comprising:

[0089] Remote control subsystem, including:

[0090] An acquisition unit 1000 is configured to periodically acquire a detection signal of a tilt sensor provided in a locomotive remote controller according to a first detection period or a second detection period;

[0091] a comparison unit 2000 configured to analyze the signal acquired during the first detection period and compare the angle data obtained after the analysis with a preset threshold, or to analyze the detection signal acquired a preset number of times during the second detection period and compare the number of times the signal is greater than or equal to the threshold with the preset number;

[0092] The execution unit 3000 is configured to output a brake signal according to the comparison result of the comparison unit;

[0093] Specifically, the remote control subsystem includes:

[0094] The remote control establishes a wireless communication connection with the remote control receiver 300 to send remote control signals to the remote control receiver 300 or receive feedback signals sent by the remote control receiver 300. The remote control is internally provided with a remote control mainboard 200, and the remote control mainboard 200 is designed with a tilt sensor 100. The tilt sensor 100 is electrically connected to the remote control mainboard 200 to monitor the tilt angle of the remote control in any direction in real time and send remote control signals through the remote control.

[0095] The locomotive control subsystem is used to receive and execute the brake signal sent by the remote control system.

[0096] Specifically, the locomotive control subsystem includes:

[0097] The remote control receiver 300 is connected to the PLC unit 400 for receiving the remote control signal of the remote control and sending it to the PLC unit 400, or sending the feedback signal of the PLC unit 400 to the remote control;

[0098] The PLC unit 400 is in communication with the locomotive control unit and is used to receive and process remote control signals sent by the remote control receiver, or receive and process feedback signals from the locomotive control unit;

[0099] The locomotive control unit 500 is used to control the operation of the locomotive.

[0100] A tilt sensor 100 is installed in the remote control and connected to the K1 terminal of the remote control mainboard 200 via a wired connection. When the remote control is tilted in any direction to a certain angle (preferably 45 degrees), the tilt sensor 100 sends a tilt signal to the remote control mainboard 200. The remote control mainboard 200 processes the signal and transmits it to the remote control receiver 300 via wireless transmission technology. The remote control receiver 300 transmits the signal to the I1.3 input port 15 of the PLC unit 400 via port K29. After receiving the signal, the PLC unit 400 performs a logical operation and outputs a braking signal through the Q0.7 output port 26 to control the locomotive brakes. This function requires the operator to keep the remote control horizontal as much as possible to prevent the locomotive from losing control if the operator accidentally falls. At the same time, the tilt angle detection threshold is preferably 45 degrees to prevent the tilt sensor from falsely detecting the tilt sensor due to the driver's shaking during normal walking, further improving the safety and reliability of the present invention. The provision of the tilt sensor 100 can prevent the locomotive from losing control if the operator accidentally falls, greatly improving the reliability and safety of the device and significantly increasing the safety factor during locomotive operation.

[0101] Furthermore, the PLC unit 400 is also provided with a remote control receiver 300, and the remote control receiver 300 is communicatively connected to the PLC unit 400, and the remote control mainboard 200 is wirelessly connected to the PLC unit 400 through the remote control receiver 300; the remote control mainboard 200 includes a tipping signal transmitting terminal K1, a 3V power supply terminal and a GND terminal, and the tilt sensor 100 includes a power terminal 1, a ground terminal 2 and a tipping signal output terminal 3, the power terminal 1 is connected to the 3V power supply terminal on the remote control mainboard 200, the tipping signal output terminal 3 of the tipping sensor is connected to the tipping signal transmitting terminal K1 of the remote control mainboard 200, and the ground terminal 2 of the tipping sensor is connected to the GND terminal on the remote control mainboard 200. The circuit design is simple and reliable, and wireless transmission of the tipping signal is realized, which greatly improves the safety and reliability of the present application and greatly expands the application scope of the present application.

[0102] Furthermore, the remote control also includes a first self-reset button SB1, a second self-reset button SB2, a third self-reset button SB3, a fourth self-reset button SB4, a fifth self-reset button SB5, a sixth self-reset button SB6, a seventh self-reset button SB7, a first two-position self-reset rocker switch SW1 and a second two-position self-reset rocker switch SW2, one end of the first self-reset button SB1, the second self-reset button SB2, the third self-reset button SB3, the fourth self-reset button SB4, the fifth self-reset button SB5, the sixth self-reset button SB6, and the seventh self-reset button SB7 is connected to the 3V power supply end, the power connection end of the first two-position self-reset rocker switch SW1 and the second two-position self-reset rocker switch SW2 is connected to the 3V power supply end, the other end of the first self-reset button SB1 is connected to the headlight signal transmitting end K2, the other end of the second self-reset button SB2 is connected to the power adjustment signal transmitting end K3, the other end of the third self-reset button SB3 is connected to the unhooking signal transmitting end K4, and the The other end of the fourth self-reset button SB4 is connected to the hook signal transmitting terminal K5, the other end of the fifth self-reset button SB5 is connected to the alert signal transmitting terminal K6, the other end of the sixth self-reset button SB6 is connected to the sand-spreading signal transmitting terminal K7, and the other end of the seventh self-reset button SB7 is connected to the bagpipe signal transmitting terminal K8. The remaining two load ends of the first two-position self-rocker switch SW1 are respectively connected to the forward signal transmitting terminal K9 and the reverse signal transmitting terminal K10, and the remaining two load ends of the second two-position self-rocker switch SW2 are respectively connected to the speed-up signal transmitting terminal K11 and the speed-down signal transmitting terminal K12. The model of the first self-reset button SB1, the second self-reset button SB2, the third self-reset button SB3, the fourth self-reset button SB4, the fifth self-reset button SB5, the sixth self-reset button SB6, and the seventh self-reset button SB7 is HBS1-AGQ, and the model of the first two-position self-rocker switch SW1 and the second two-position self-rocker switch SW2 is HKL-C12. The provision of a fifth self-reset button SB5 requires the operator to press it periodically, preventing the locomotive from losing control due to distraction. This further enhances the reliability and safety of the device, expanding its scope of application. The remote control also features an alert function, requiring the operator to press button SB5 periodically. SB5 transmits a signal via wiring to port K6 of the remote control mainboard 200. The remote control mainboard 200 processes the signal and transmits it wirelessly to the remote control receiver 300. The remote control receiver 300 transmits the signal to the PLC unit 400. If the PLC unit 400 does not receive the alert signal within a specified timeframe, it outputs a braking signal to control the locomotive's brakes. This function ensures the operator's focus on driving, preventing distraction from causing the locomotive to lose control, and significantly enhances the safety and reliability of the present invention.The self-reset button and the two-position self-locking rocker switch share a 3V power supply terminal, and the circuit design is simple and reasonable, which greatly reduces the maintenance and inspection difficulty and production cost of the device. The use of the HBS1-AGQ self-reset button improves the fire resistance and flame retardant effect of the remote control, greatly improving the safety of the present invention. The use of the HKL-C12 two-position self-locking rocker switch improves the waterproofness and pressure resistance of the remote control, greatly improving the durability of the present invention.

[0103] Furthermore, the remote control receiver 300 includes ports 485A, 485B, a headlight signal processing terminal K20, a power adjustment signal processing terminal K21, a hook removal signal processing terminal K22, a hooking signal processing terminal K23, a warning signal processing terminal K24, a sand spreading signal processing terminal K25, a bagpipe signal processing terminal K26, a forward signal processing terminal K27, a reverse signal processing terminal K28, a dumping signal processing terminal K29, a speed increase signal processing terminal K30, a speed maintenance signal processing terminal K31, and a speed reduction signal processing terminal K32. The PLC unit 400 includes input ports I0.0 input port 4, I0.2 input port 6, I0.3 input port 7, I0.4 input port 8, I0.5 input port 9, I0.6 input port 10, I0.7 input port 11, I1.0 input port 12, I1.1 input port 13, I1.2 input port 14, I1.3 input port 15, I1.4 input port 16, I1.5 input port 17, I1.6 input port 18, headlight signal processing terminal K20 and I0. 2 input port 6, the power adjustment signal processing terminal K21 is connected to the I0.3 input port 7, the unhooking signal processing terminal K22 is connected to the I0.4 input port 8, the hook signal processing terminal K23 is connected to the I0.5 input port 9, the alert signal processing terminal K24 is connected to the I0.6 input port 10, the sand spreading signal processing terminal K25 is connected to the I0.7 input port 11, the bagpipe signal processing terminal K26 is connected to the I1.0 input port 12, the forward signal processing terminal K27 is connected to the I1.1 input port 13, and the backward signal processing terminal K28 is connected to the I1.1 input port 14. The signal processing terminal K28 is connected to the I1.2 input port 14, the dump signal processing terminal K29 is connected to the I1.3 input port 15, the speed increase signal processing terminal K30 is connected to the I1.4 input port 16, the speed maintenance signal processing terminal K31 is connected to the I1.5 input port 17, and the speed reduction signal processing terminal K32 is connected to the I1.6 input port 18. The communication connection between the remote control receiver 300 and the PLC unit 400 is realized through 485 communication, which effectively ensures the communication effect and enhances the anti-spatial interference performance of the present invention.

[0104] Furthermore, the PLC unit 400 further includes output ports Q0.0 output port 19, Q0.1 output port 20, Q0.2 output port 21, Q0.3 output port 22, Q0.4 output port 23, Q0.5 output port 24, Q0.6 output port 25, Q0.7 output port 26, Q1.0 output port 27, Q1.1 output port 28, Q1.2 output port 29, and Q1.3 output port 30. The locomotive control unit 500 includes a speed increase control terminal 31, a speed maintenance control terminal 32, and a speed control terminal 33. The speed control terminal 32, the speed reduction control terminal 33, the power adjustment control terminal 34, the forward control terminal 35 and the reverse control terminal 36, the subunits of the locomotive control unit include the headlight control subunit, the brake control subunit, the hook removal control subunit, the hook control subunit, the sand spreading control subunit, and the bagpipe control subunit. The speed increase control terminal 31 is connected to the Q0.0 output port 19, the speed maintenance control terminal 32 is connected to the Q0.1 output port 20, the speed reduction control terminal 33 is connected to the Q0.2 output port 21, and the power adjustment control terminal 34 is connected to the Q0. Q0.3 output port 22 is connected, the forward control terminal 35 is connected to Q0.4 output port 23, the reverse control terminal 36 is connected to Q0.5 output port 24, Q0.6 output port 25 outputs the locomotive headlight control signal, the headlight control subunit receives the headlight control signal and controls the operating status of the locomotive headlight, Q0.7 output port 26 outputs the locomotive brake control signal, the brake control subunit receives the locomotive brake control signal and controls the locomotive brake, Q1.0 output port 27 outputs the locomotive uncoupling control signal, the uncoupling control The subunit receives the locomotive uncoupling control signal and controls the locomotive to complete the uncoupling action. Q1.1 output port 28 outputs the locomotive hooking control signal, and the hooking control subunit receives the locomotive hooking control signal and controls the locomotive to complete the hooking action. Q1.2 output port 29 outputs the locomotive sand spreading control signal, and the sand spreading control subunit receives the locomotive sand spreading control signal and controls the locomotive to complete the sand spreading action. Q1.3 output port 30 outputs the locomotive bagpipe control signal, and the bagpipe control subunit receives the locomotive bagpipe control signal and controls the operating status of the locomotive bagpipe. The remote control features an alert function that requires the operator to periodically press the fifth self-reset button SB5. This button transmits a signal via a wired connection to port K6 on the remote control mainboard 200. The mainboard 200 processes the signal and transmits it wirelessly to the remote control receiver 300. The receiver 300 then transmits the signal via port K24 to input port I0.6 of the PLC unit 10. If the PLC unit 400 does not receive the alert signal within a specified time, it outputs a brake signal via output port Q0.7 26 to apply the brakes. This function ensures the operator's focus on driving, preventing distraction and the resulting loss of control, significantly improving the safety and reliability of the present invention.

[0105] Furthermore, the PLC unit 400 and the remote control receiver 300 are connected via a 485 communication connection. The PLC unit 400 also includes a Tx / B signal transmitting terminal 37 and an Rx / A signal receiving terminal 38. The Tx / B signal transmitting terminal 37 is connected to port 485B, and the Rx / A signal receiving terminal 38 is connected to port 485A. The communication connection between the remote control receiver and the PLC unit 400 is achieved via 485 communication, effectively ensuring communication effectiveness and enhancing the noise interference resistance of the present invention.

[0106] Furthermore, the remote control is also provided with a display screen, which is communicatively connected to the remote control mainboard for displaying various status information of the locomotive collected by the PLC unit 400. The locomotive operation data such as speed, air pressure, engine speed, water temperature, alarm information, etc. can be displayed on the remote control display screen through 485 communication, making it more intuitive and convenient to observe the data. The first self-reset button SB1, the third self-reset button SB3, the fourth self-reset button SB4, the sixth self-reset button SB6, and the seventh self-reset button SB7 transmit signals to the headlight signal transmitting terminal K2, the unhooking signal transmitting terminal K4, the hooking signal transmitting terminal K5, the sand spreading signal transmitting terminal K7, and the bagpipe signal transmitting terminal K8 on the remote control mainboard 200 through wiring. After processing, the controller main board 200 transmits the signal to the remote control receiver 300 through wireless transmission technology. The remote control receiver 300 transmits the signal through the headlight signal processing terminal K20, the unhooking signal processing terminal K22, the hooking signal processing terminal K23, the sand spreading signal processing terminal K25, and the bagpipe signal processing terminal K26 using a wiring harness to the PLC's I0.2 input port 6, I0.4 input port 8, I0.5 input port 9, I0.7 input port 11, and I1.0 input port 12. After receiving the signal, the PLC unit 400 controls the locomotive through logical operations to realize the lighting, unhooking, hooking, sand spreading, and bagpipe functions. The control process is simple, the circuit design is highly integrated, and maintenance and repair are convenient, which further improves the reliability of the present invention.

[0107] Furthermore, the locomotive control unit 500 is also provided with an on-board touch screen 800, which is connected to the PLC unit 400 via an RJ45 network cable 39. The locomotive operation data such as speed, air pressure, engine speed, water temperature, alarm information, etc. can be displayed on the locomotive through 485 communication, which expands the way of observing data, enhances the usability of the device, and makes the observed data more intuitive.

[0108] Furthermore, the CPU model of the PLC unit is ST30, and the chip model of the tilt sensor is SCMA-800. The ST30 CPU offers high reliability, strong anti-interference capabilities, minimal design and construction effort, easy maintenance, and modification, resulting in a short design and construction cycle. The SCMA-800 chip for data acquisition reduces the size of the remote control, significantly reduces circuit power consumption, and significantly extends the remote control's operating life.

[0109] Furthermore, the PLC unit 400 also includes an analog input module 600 and a temperature acquisition module 700. The analog input module 600 is a Siemens PLC200smart analog expansion module EMAE08, and the temperature acquisition module 700 is a Siemens thermal resistor input module EMAR02. The EMAE08 and EMAR02 modules are communicatively connected to the PLC unit 400. The use of the EMAE08 and EMAR02 modules enables simple networking of the controller, facilitating data exchange with other operational management levels. The narrow module width greatly facilitates electrical design.

[0110] Furthermore, the locomotive control unit 500 is also provided with a pressure transmitter M2, a temperature sensor M3 and a speed sensor M1. The speed sensor M1 model is TQG15BL, the temperature sensor M3 model is PT100, and the pressure transmitter M2 model is FK-P300. The TQG15BL speed sensor M1 includes terminals A, B and C. Terminal A is connected to the 24V power supply terminal of the locomotive control unit 500, terminal B is connected to the I0.0 input port 4 of the PLC unit, and terminal C is connected to the 0V signal terminal of the locomotive control unit 500. The pressure transmitter M2FK-P300 is electrically connected to EMAE08, the temperature sensor M3PT100 is electrically connected to EMAR02, and the speed sensor M1 is connected to the I0.0 input port 4 of the PLC unit 400. The speed sensor M1 can output a pulse signal. After the PLC unit 400 collects the pulse signal, it is programmed and processed to obtain the corresponding speed value. Connecting the pressure transmitter M2 to both ends of the analog module can convert the pressure signal into a 4-20mA electrical signal. The analog module converts the received 4-20mA electrical signal into a digital signal and transmits it to the PLC. The PLC unit 400 can obtain the corresponding pressure value through calculation and processing. Connecting the temperature sensor M3 to the temperature acquisition module 700, the temperature acquisition module 700 converts the temperature into a digital signal and transmits it to the PLC unit. The PLC unit 400 obtains the temperature value through calculation and processing. Using the speed sensor M1TQG15BL, non-contact detection can be achieved without damage to the object being measured, greatly improving the response frequency and detection accuracy of the present invention and greatly expanding the scope of application of the present invention. Using the PT100 temperature sensor M3, which is resistant to high pressure, improves the vibration resistance, stability, and accuracy of the signal acquisition of the present invention. Using the FK-P300 pressure transmitter M2, it has high reliability, simple and easy maintenance, small size, light weight, and is extremely convenient to install and debug, greatly expanding the application scenarios of the present invention.

[0111] In other embodiments, a voice alarm module and a light alarm module can be added to the remote control and the locomotive control system. When the locomotive control system periodically obtains the warning signal issued by the locomotive remote control according to the third detection cycle, a first countdown time can be preset within the third detection cycle. When the locomotive control system still fails to obtain the warning signal issued by the locomotive remote control within the preset countdown time, the voice alarm module and the light alarm module of the remote control and the locomotive control system can be triggered, and the alarm prompt information can be synchronously displayed on the vehicle screen and the remote control screen to remind the operator to press the warning button, further improving the usability and reliability of the present invention.

[0112] Furthermore, a first countdown time can be preset within a second countdown time, the second countdown time and the first countdown time end at the same moment and start at different moments, the length of the second countdown time is shorter than the length of the first countdown time, and when entering the first countdown time, the remote control and the locomotive control system start operation frequency detection, which is used to detect all active operation commands received by the remote control and the locomotive control system and calculate their operation frequencies after the first countdown time ends. When the operation frequency is greater than the preset frequency, the current detection cycle is initialized and the next cycle detection is started. When the operation frequency is less than the preset frequency, the locomotive control system outputs a brake signal.

[0113] Optionally, the second countdown time is 30 seconds before the end of the third detection period, and the first countdown time is 5 seconds before the end of the third detection period. The above method can avoid the problem of the locomotive braking being too late to press the alert button in an emergency or when the operator is busy operating the locomotive control system and remote control, greatly improving the intelligence and usability of the present invention and greatly expanding the application scenarios of the present invention.

[0114] In a preferred embodiment, the present application further provides an electronic device, comprising:

[0115] A memory; and a processor, wherein the memory stores computer-readable instructions, and when the computer-readable instructions are executed by the processor, the control method of the locomotive intelligent remote control system is implemented. The computer device can be broadly defined as a server, a terminal, or any other electronic device with the necessary computing and / or processing capabilities. In one embodiment, the computer device may include a processor, a memory, a network interface, a communication interface, etc. connected via a system bus. The processor of the computer device can be used to provide the necessary computing, processing and / or control capabilities. The memory of the computer device may include a non-volatile storage medium and an internal memory. An operating system, a computer program, etc. may be stored in or on the non-volatile storage medium. The internal memory can provide an environment for the operation of the operating system and the computer program in the non-volatile storage medium. The network interface and the communication interface of the computer device can be used to connect and communicate with external devices via a network. When the computer program is executed by the processor, the steps of the method of the present invention are performed.

[0116] The present invention can be implemented as a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, causes the steps of the method of an embodiment of the present invention to be performed. In one embodiment, the computer program is distributed on a plurality of computer devices or processors coupled to a network so that the computer program is stored, accessed, and executed in a distributed manner by one or more computer devices or processors. A single method step / operation, or two or more method steps / operations, can be performed by a single computer device or processor or by two or more computer devices or processors. One or more method steps / operations can be performed by one or more computer devices or processors, and one or more other method steps / operations can be performed by one or more other computer devices or processors. One or more computer devices or processors can perform a single method step / operation, or perform two or more method steps / operations.

[0117] It will be understood by those skilled in the art that the method steps of the present invention can be performed by instructing relevant hardware such as a computer device or a processor through a computer program, and the computer program can be stored in a non-transitory computer-readable storage medium, which causes the steps of the present invention to be performed when the computer program is executed. Depending on the circumstances, any reference to memory, storage, database or other media herein may include non-volatile and / or volatile memory. Examples of non-volatile memory include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM), flash memory, magnetic tape, floppy disk, magneto-optical data storage device, optical data storage device, hard disk, solid-state disk, etc. Examples of volatile memory include random access memory (RAM), external cache memory, etc.

[0118] The various technical features described above can be combined arbitrarily. Although not all possible combinations of these technical features are described, any combination of these technical features should be considered to be covered by this specification as long as such combination does not conflict.

[0119] In addition, it should be understood that although this specification is described in terms of implementation methods, not every implementation method contains only one independent technical solution. This narrative method of the specification is only for the sake of clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in each embodiment can also be appropriately combined to form other implementation methods that can be understood by those skilled in the art.

Claims

1. A control method for a locomotive intelligent remote control system, characterized in that: Periodically acquiring a detection signal of a tilt sensor provided in the locomotive remote controller according to a first detection period; Analyze the signal and compare the obtained angle data with a preset threshold; When the angle data is greater than or equal to a preset threshold, a detection signal of the tilt sensor is obtained according to a second detection cycle; Obtaining and analyzing the detection signal for a first preset number of times, comparing the analyzed data with a preset threshold value, and if the number of signals greater than or equal to the threshold value exceeds a second preset number of times, the remote controller sends a brake signal to the locomotive control subsystem; The control method further includes: The locomotive control system periodically obtains a warning signal from the locomotive remote controller according to a third detection period, and when the warning signal is not obtained within a predetermined time, the locomotive control system outputs a brake signal; Specifically, the locomotive control system periodically obtains the warning signal sent by the locomotive remote controller according to the third detection period, and further includes: When the locomotive remote control system detects the first action for generating a warning signal, it records the duration of the first action. When the recorded duration of the first action reaches a preset duration, it detects whether the second action for generating a warning signal exists within the preset time period. If so, the remote control sends a warning signal to the locomotive control subsystem.

2. The control method of a locomotive intelligent remote control system according to claim 1, characterized in that: The second detection period is shorter than the first detection period.

3. The control method of a locomotive intelligent remote control system according to claim 1, characterized in that: When the angle data is less than a preset threshold, a detection signal of the tilt sensor provided in the locomotive remote controller is periodically obtained according to a first detection period.

4. The control method of a locomotive intelligent remote control system according to claim 1, characterized in that: The control method further includes: When the number of signals greater than or equal to the threshold does not exceed the preset number, the remote controller initializes the detection state and continues to obtain the detection signal of the tilt sensor according to the first detection cycle.

5. The control method of a locomotive intelligent remote control system according to claim 1, characterized in that: The method further comprises: When the duration of the first action does not reach the preset time length or the second action for generating the alert signal is detected to be absent within the preset time period, the process returns to step 1 to continue acquiring the alert signal sent by the locomotive remote controller.

6. A control method for a locomotive intelligent remote control system according to any one of claims 1 to 5, characterized in that: The first detection cycle is 10 seconds, the second detection cycle is 3 seconds, the third detection cycle is 30 seconds, the preset threshold is 45 degrees, the preset time length is 10 milliseconds, the preset time period is 1 second, the first preset number of times is 30 times, and the second preset number of times is 20 times.

7. A locomotive intelligent remote control system, characterized in that: A control method for a locomotive intelligent remote control system according to any one of claims 1 to 6, comprising: Remote control subsystem, including: an acquisition unit, configured to periodically acquire a detection signal of a tilt sensor provided in the locomotive remote controller according to a first detection period or a second detection period; a comparison unit, configured to analyze the signal acquired during the first detection period and compare the angle data obtained after the analysis with a preset threshold, or to analyze the detection signal acquired a preset number of times during the second detection period and compare the number of signals greater than or equal to the threshold with the preset number; an execution unit, configured to output a brake signal according to a comparison result of the comparison unit; The locomotive control subsystem is used to receive and execute the brake signal sent by the remote control system.

8. An electronic device, characterized in that: include: Memory; and a processor, wherein the memory stores computer-readable instructions, and when the computer-readable instructions are executed by the processor, the control method of the locomotive intelligent remote control system according to any one of claims 1 to 6 is implemented.

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