Passageway tip protection device and method

Abstract

The application discloses a kind of passage end protection device and method, including first measured component, in the end protection area of passage;Second measured component, in the middle area of passage;Sensing component, installed on vehicle and sensing first measured component or second measured component and outputting state information;Controller, obtains the state information of sensing component and obtains coding information, judges according to coding information in combination with vehicle driving direction, if vehicle is located in end protection area and drives into middle area or is located in middle area, then allow vehicle to drive at maximum speed;If vehicle is located in end protection area and drives away from the passage exit, then limit its driving speed.The application adopts sensing component and measured component combination, detection judgment is more accurate and installation is convenient, low in cost.

Description

Technical Field

[0001] This invention relates to the field of transport vehicles, and in particular to a device and method for protecting the end of a passageway. Background Technology

[0002] To move goods in industrial environments, workers typically use industrial vehicles, such as forklifts, manual and electric pallet trucks, and other material handling vehicles. Currently, industrial vehicles can be configured to navigate via automated guided vehicles (AGVs) or manually guided vehicles that know their location within the industrial environment. When these industrial vehicles exit aisle at full speed, excessive speed can easily cause them to collide with the aisles; similarly, if the vehicles cannot slow down in time, they can also hit pedestrians crossing the aisle. Therefore, it is essential to install appropriate protective measures at the ends of aisle walkways, including anti-collision devices and warning signs.

[0003] Currently, a system and method for aisle end protection and vehicle position calibration using rack support markers have been disclosed. This system employs a camera to capture images of identifiers for the racking system aisles and portions of the rack supports within the aisles. These images are then analyzed to detect the rack supports and their correlation with vehicle position, enabling aisle positioning both inside and outside the aisle, as well as aisle end protection. However, it has certain limitations:

[0004] 1. When the lighting in the shelf area is insufficient, the camera's ability to capture images is limited, requiring the addition of an extra lighting module; at the same time, the camera has a certain shooting delay, which places higher demands on the camera's performance, resulting in higher costs.

[0005] 2. In some areas, such as the cargo transfer area, there is a situation where it is impossible to set up signs properly because of the inability to arrange shelves. Summary of the Invention

[0006] The main objective of this invention is to overcome the aforementioned defects in existing lane end protection schemes and to propose a lane end protection device and method that uses sensing components to detect the location of a vehicle and set the corresponding vehicle speed, making it easy to implement, low in cost, and convenient to install.

[0007] The present invention adopts the following technical solution:

[0008] A channel end protection device, characterized in that: it includes

[0009] The first component under test is located in the end protection zone of the channel;

[0010] The second component under test is located in the middle area of ​​the channel;

[0011] A sensing component, installed on a vehicle, senses a first or second component under test and outputs status information;

[0012] The controller obtains the status information of the sensing components to obtain encoded information. Based on the encoded information and the vehicle's driving direction, it makes a judgment. If the vehicle is in the end protection zone and is driving towards the middle zone or is in the middle zone, the vehicle is allowed to drive at the maximum speed. If the vehicle is in the end protection zone and is driving away from the exit of the passage, its driving speed is restricted.

[0013] Preferably, the channel is a dual-exit channel with two exits and an end protection zone near the exit; each end protection zone is equipped with the first tested component.

[0014] Preferably, the device includes two first test components distributed along the length direction of the channel, and two second test components distributed along the length direction of the channel. The first test components and the second test components are located on the same side of the centerline in the length direction and are spaced apart in the width direction.

[0015] Preferably, the channel is a single-exit channel, and is provided with an end protection zone located at the exit and an end protection zone located at the closed end; the end protection zone located at the exit is provided with the first tested component.

[0016] Preferably, the sensing component includes a first sensing component and a second sensing component symmetrically arranged relative to the centerline of the channel length direction. The first sensing component is configured to sense the first measured component or the second measured component when the vehicle travels along the first direction of the channel, and the second sensing component is configured to sense the first measured component or the second measured component when the vehicle travels along the second direction of the channel.

[0017] Preferably, the sensing component includes at least two magnetic switches, the first tested component includes at least one magnetic element, and the second tested component includes at least one magnetic element.

[0018] Preferably, the sensing component includes at least two proximity switches, which are Hall effect proximity switches, capacitive proximity switches, or inductive proximity switches. The first component under test has a first test part, and the second component under test has a second test part.

[0019] Preferably, the first tested portion extends from one end protection zone to another end protection zone along the length of the channel; the second tested portion extends from one end of the intermediate zone to the other end of the intermediate zone along the length of the channel.

[0020] A method for protecting the end of a passageway, characterized in that: when a vehicle is traveling within the passageway, a sensing component on the vehicle senses a first measured component located in the end protection zone of the passageway or a second measured component located in the middle zone of the passageway and outputs status information. The controller on the vehicle obtains corresponding encoded information based on the status information and makes a judgment based on the encoded information and the vehicle's travel direction. If the vehicle is located in the end protection zone and is moving towards the middle zone or is located in the middle zone, the vehicle is allowed to travel at its maximum speed; if the vehicle is located in the end protection zone and is moving towards the exit of the passageway, its travel speed is restricted.

[0021] Preferably, the controller pre-stores an encoding information table, which contains several encoding combinations. The end protection zone and the intermediate zone of the channel each correspond to at least one encoding combination. The controller compares the obtained encoding information with the encoding combinations in the encoding information table. If no corresponding encoding combination exists, it is a false trigger. If a corresponding encoding combination exists, the area where the vehicle is located is obtained.

[0022] As can be seen from the above description of the present invention, compared with the prior art, the present invention has the following beneficial effects:

[0023] 1. In this invention, a first tested component, a second tested component, a sensing component, and a controller are provided. The sensing component senses the first or second tested component and outputs status information. The controller obtains the status information of the sensing component to obtain encoded information. Based on the encoded information and the vehicle's driving direction, it determines whether speed limiting or stopping is required to achieve end-of-line protection. This combination of sensing and tested components results in more accurate detection, convenient installation, and low cost.

[0024] 2. This invention is applicable to dual-exit channels and single-exit channels. The number of test components can be arranged according to the channel type to meet the needs of different usage scenarios. The test components can be buried underground, which is very convenient and does not affect the normal driving of the vehicle.

[0025] 3. In this invention, the first tested component can be distributed along the length of the channel, and the second tested component can be distributed along the length of the channel. The first tested component and the second tested component are located on the same side of the centerline in the length direction and are spaced apart in the width direction, so that when the vehicle travels in different directions, the different switching states of the sensing component change, so as to accurately distinguish the area where the vehicle is located.

[0026] 4. In this invention, an encoding information table can be pre-stored in the controller. The controller compares the obtained encoding information with the encoding combination in the encoding information table to determine the area where the vehicle is located. It can also detect whether there is a false trigger. The method is simple and easy to implement.

[0027] 5. In this invention, the applicable passages can be passages with relevant speed limits, such as passages in stacking areas, corner areas, and pedestrian intersections, especially rack passages; it is applicable to forklifts and other handling vehicles that need to frequently enter and exit warehouse rack areas and are equipped with electromagnetic or mechanical guide rail systems; it can be applied to industries such as logistics warehouses, cold storage, commercial and automotive parts warehouses. Attached Figure Description

[0028] Figure 1 This is a diagram showing the device composition of the present invention;

[0029] Figure 2 This is a schematic diagram of the vehicle of the present invention;

[0030] Figure 3 This is the main flowchart of the method of the present invention;

[0031] Figure 4 This is a schematic diagram showing the distribution of the first and second tested components within the channel (Embodiment 1).

[0032] Figure 5 This is a schematic diagram showing the distribution positions of the first and second tested components within the channel of the present invention (Embodiment 2);

[0033] Figure 6 A schematic diagram of a vehicle traveling within a passageway (Example 1);

[0034] Figure 7 The first component under test is shown in the structural diagram (Example 3).

[0035] Figure 8 for Figure 7 EE-directed sectional view;

[0036] Figure 9 The structure diagram of the second component under test (Example 3);

[0037] Figure 10 for Figure 9 FF section view;

[0038] Figure 11 This is a schematic diagram showing the distribution of the first and second tested components within the channel according to the present invention (Embodiment 3);

[0039] Figure 12 A schematic diagram of a vehicle traveling within the passageway (Example 3);

[0040] Figure 13 This is a table relating the encoded information of this invention to vehicle speed.

[0041] 10. Vehicle; 11. Controller; 12. Speed ​​encoder; 13. Drive motor; 20. Sensing component; 21. First sensing component; 22. Second sensing component; 30. First measured component; 31. First measured part; 40. Second measured component; 32. Second measured part.

[0042] The present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments. Detailed Implementation

[0043] The present invention will be further described below through specific embodiments.

[0044] In this invention, the terms "first," "second," and "third," etc., are used only to distinguish similar objects and are not necessarily used to describe a specific order or sequence, nor should they be construed as indicating or implying relative importance. The use of terms such as "upper," "lower," "left," "right," "front," and "rear" to indicate orientation or positional relationships is based on the orientation or positional relationships shown in the accompanying drawings and is only for the convenience of describing the invention, not to indicate or imply that the device referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation on the scope of protection of this invention. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0045] Furthermore, in the description of this application, unless otherwise stated, "multiple" means two or more. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A alone, A and B simultaneously, or B alone. The character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0046] See Figures 1 to 3 A channel end protection device includes a first tested component 30, a second tested component 40, a sensing component 20, and a controller 11. The first tested component 30 is located in the end protection zone of the channel; the second tested component 40 is located in the middle zone of the channel; the sensing component 20 is installed on the vehicle 10 and senses the first tested component 30 or the second tested component 40 and outputs status information; the controller 11 obtains the status information of the sensing component 20 to obtain encoded information, and makes a judgment based on the encoded information and the driving direction of the vehicle 10. If the vehicle 10 is located in the end protection zone and is driving towards the middle zone or is located in the middle zone, the vehicle 10 is allowed to drive at the maximum speed; if the vehicle 10 is located in the end protection zone and is driving towards the channel exit, its driving speed is restricted.

[0047] In this invention, the first measured component 30 and the second measured component 40 can be buried in the channel ground, and the sensing component 20 can be installed on the vehicle 10, which can be located at the bottom of the vehicle 10. See [link to relevant documentation]. Figure 2 The diagram shows the installation position of the sensing component 20. In practical applications, the first measured component 30 and the second measured component 40 can also be set on the same side or different sides of the channel, for example, on a shelf; the position of the sensing component 20 can also be adjusted accordingly, located on the same side or different sides of the vehicle 10, etc.

[0048] The passageway can be a conventional double-exit passageway or a single-exit passageway. A double-exit passageway has two exits located at both ends of the passageway. A single-exit passageway has only one exit, meaning that one end of the passageway has an exit, while the other end is closed. Furthermore, the passageway in this application is designed as a one-way street, meaning that only one vehicle can pass at a time.

[0049] Furthermore, in this invention, the area near the end of the channel is designated as an end protection zone, so the channel typically has two end protection zones. The area between the two end protection zones is designated as an intermediate protection zone, which is typically larger than the end protection zones. The specific sizes of the end protection zones and intermediate protection zones can be set according to the channel size and are not limited here.

[0050] The sensing component 20 includes a first sensing component 21 and a second sensing component 22 symmetrically arranged relative to the centerline of the channel length direction. The first sensing component 21 is configured to sense either the first measured component 30 or the second measured component 40 when the vehicle 10 travels along the first direction of the channel, and the second sensing component 22 is configured to sense either the first measured component 30 or the second measured component 40 when the vehicle 10 travels along the second direction of the channel. The first and second directions are opposite directions. Furthermore, for a dual-exit channel, when the vehicle 10 travels along the first direction of the channel, it includes entering the central area along the first direction and exiting the channel at the exit; when the vehicle 10 travels along the second direction of the channel, it also includes entering the central area along the second direction and exiting the channel at the exit.

[0051] When the sensing component 20 of the present invention passes through the first measured component 30 and the second measured component 40, it can change the state of the switch and transmit the switch state to the controller 11 through a high / low level signal. The controller 11 obtains the corresponding encoding information according to the high / low level signal. The sensing component 20 can be a magnetic switch or a proximity switch, etc.

[0052] This invention also proposes a channel end protection method, see [link to relevant documentation]. Figure 3It includes the following: When the vehicle 10 is traveling in the channel, the sensing component 20 on the vehicle 10 senses the first measured component 30 located in the end protection zone of the channel or the second measured component 40 located in the middle zone of the channel and outputs status information. The controller 11 on the vehicle 10 obtains the corresponding encoded information based on the status information and makes a judgment based on the encoded information and the driving direction of the vehicle 10. If the vehicle 10 is located in the end protection zone and is driving towards the middle zone or is located in the middle zone, the vehicle 10 is allowed to travel at the maximum speed. If the vehicle 10 is located in the end protection zone and is driving towards the channel exit, its driving speed is limited (e.g., less than 2.5 km / h).

[0053] The controller 11 of this invention may pre-store an encoding information table, which has preset encoding combinations. Each encoding combination corresponds to a relevant area of ​​the channel. (See [reference]). Figure 13 The controller 11 can compare the encoded information obtained from the status information of the sensing component 20 with the encoded combinations in the encoded information table. If no corresponding encoded combination is found, a false triggering situation has occurred, and the controller 11 can control an error, control the vehicle 10 to decelerate, and prompt the driver to reset the sensing component. If a corresponding encoded combination is found, the corresponding area where the vehicle 10 is located can be determined. The controller 11 can also use the encoded information to determine whether the vehicle 10 is driving normally, ensuring that the sensor has not been falsely triggered.

[0054] Regarding the driving direction of vehicle 10, controller 11 can obtain the motor rotation direction fed back by speed encoder 12 of driving motor 13, thereby determining whether vehicle 10 is driving towards the middle area or leaving towards the exit. Then, by combining the area where vehicle 10 is located in the channel with the driving direction of vehicle 10, it can determine whether it is necessary to limit the vehicle speed to achieve channel protection.

[0055] In this invention, allowing vehicle 10 to travel at maximum speed means allowing vehicle 10 to accelerate to the maximum speed, which is a preset speed value. Limiting its speed means controlling vehicle 10 to decelerate to the set speed or stop. If vehicle 10 decelerates to the set speed, it is in a speed-limited state, and vehicle 10 will maintain the speed limit until it leaves the passage or changes its direction of travel. After leaving the passage, vehicle 10 remains at the speed limit until the acceleration device is reset; the speed limit can only be lifted by resetting the acceleration device. If vehicle 10 is stopped, continuing to operate the acceleration device will not control vehicle 10. To lift the restriction, the acceleration device needs to be reset and reactivated. Afterward, controller 11 will allow vehicle 10 to travel at the limited speed V towards the exit of the passage until it leaves the passage or changes its direction of travel.

[0056] The following are examples of specific applications of the present invention. Specific Implementation Example 1

[0058] See Figure 4 This embodiment takes a dual-exit passage as an example, which has two exits and an end protection zone near the exit. Each end protection zone has a first test component 30, and the arrow in the figure represents the direction of travel of the vehicle 10. It includes two first test components 30 distributed along the length of the passage, numbered C and D and located on the same straight line; it also includes two second test components 40 distributed along the length of the passage, numbered A and B and located on the same straight line. The first test components 30 and the second test components 40 are located on the same side of the centerline in the length direction and are spaced apart in the width direction.

[0059] The first tested component 30, which includes two magnetic elements, can be installed near the exit of the end protection zone. The second tested component 40 also includes two magnetic elements. The two second tested components 40 can be positioned in the middle zone near the end protection zone. The magnetic poles of the two magnetic elements of each tested component are opposite; if one magnetic element has its S pole facing upward, the other magnetic element has its N pole facing upward.

[0060] See Figure 2 The sensing component 20 includes eight magnetic switches. Specifically, the first sensing component 21 includes four magnetic switches (two pairs), one pair numbered 1 and 2, which correspond one-to-one with the two magnetic elements of the first tested component 30 in the first direction; the other pair numbered 3 and 4, which correspond one-to-one with the two magnetic elements of the second tested component 40 in the first direction. Similarly, the second sensing component 22 also includes four magnetic switches (two pairs), numbered 5, 6, 7, and 8. In the second direction, one pair corresponds one-to-one with the two magnetic elements of the first tested component 30, and the other pair corresponds one-to-one with the two magnetic elements of the second tested component 40. The distance between the two magnetic switches in each pair is small, while a certain distance is maintained between the first sensing component 21 and the second sensing component 22 to avoid accidental activation.

[0061] When the first sensing component 21 is above the first tested component 30, the corresponding pair of magnetic switches (e.g., numbered 1 and 2) are activated and remain activated until the first sensing component 21 passes over the first tested component 30 again. When the first sensing component 21 is above the second tested component 40, the corresponding other pair of magnetic switches (e.g., numbered 3 and 4) are activated and remain activated until the first sensing component 21 passes over the second tested component 40 again. The same applies to the second sensing component 22.

[0062] In this invention, the active and inactive states of the magnetic switches can be set to 1 and 0, respectively, and the initial state of the eight magnetic switches of the first sensing component 21 and the second sensing component 22 can be set to "00000000". In practical applications, this initial state can be different combinations of 0 and 1, depending on the type of sensor and the specific implementation.

[0063] See Figure 6 and Figure 13 The working principle of this embodiment (taking the first direction as an example) is explained as follows:

[0064] When vehicle 10 according to Figure 6 The vehicle 10 is traveling from the exit of the passage towards the middle area. It first passes the first tested component 30 (numbered C). When it is above the magnetic element with magnetic pole S, the corresponding two magnetic switches remain unchanged. Then, it passes above the magnetic element with magnetic pole N, at which point magnetic switches 1 and 2 are activated. The controller 11 receives the encoded information of the magnetic switch states output by the sensing component 20 as "11000000". The controller 11 determines that the vehicle 10 has entered the end protection zone of the passage but has not reached the middle area. Furthermore, since it is the two magnetic switches of the first sensing component 21 that are activated, rather than the two magnetic switches of the second sensing component 22, the controller 11 determines that the current orientation of the vehicle 10 is towards the middle area.

[0065] The controller 11 then obtains the motor rotation direction fed back by the speed encoder 12 and determines that the current state of the vehicle 10 is that the front of the vehicle is facing the middle zone. Therefore, the controller 11 combines the encoded information and the direction of travel of the vehicle 10 to determine that the vehicle 10 has entered the end protection zone of the passage but has not reached the middle zone, and then allows the vehicle 10 to travel at the maximum speed.

[0066] When vehicle 10 press Figure 6 If the vehicle continues to travel in the first direction shown, and passes the second tested component 40 numbered B, then the magnetic switches numbered 3 and 4 of the first sensing component 21 are activated. The controller 11 obtains the encoded information of the magnetic switch state output by the sensing component 20 as "11110000". The controller 11 combines the encoded information and the travel direction of the vehicle 10 to determine that the vehicle 10 is in the middle zone, and then allows the vehicle 10 to travel at the maximum speed.

[0067] Vehicle 10 continues to travel in the first direction and passes the second tested component 40, numbered A. The magnetic switches of the first sensing components 21, numbered 3 and 4, switch states. The controller 11 receives the encoded information of the magnetic switch state output by the sensing components 20, which changes to "11000000". Combining this encoded information with the vehicle 10's direction of travel, the controller 11 determines that vehicle 10 has entered the end protection zone and is heading towards the exit. The controller 11 immediately limits the vehicle's speed or slows it down to a stop. In this embodiment, the second tested component 40 is located at the boundary between the intermediate zone and the end protection zone. Treating the vehicle as a point, when a portion of vehicle 10 enters the end protection zone and the sensing component 20 detects the second tested component 40, numbered A, it is determined that vehicle 10 has entered the end protection zone.

[0068] As vehicle 10 continues to travel in the first direction, it passes the first tested component 30 numbered D. The magnetic switches of the first sensing components 21 numbered 1 and 2 switch states. The controller 11 obtains the encoded information of the magnetic switch state output by the sensing components 20, which changes to "00000000". The controller 11 combines the encoded information with the direction of travel of vehicle 10 to determine that vehicle 10 is located in the end protection zone and is heading towards the exit of the passage. However, at this time, vehicle 10 is still subject to speed restrictions. If full speed is required, the accelerator device needs to be released to reset it and the accelerator device needs to be reactivated before the restriction can be lifted and vehicle 10 can be allowed to travel at full speed.

[0069] In this embodiment, the principle of vehicle 10 traveling in the second direction is similar to that in the first direction, only the specific coding information is different. Specific Implementation Example 2

[0071] This embodiment is largely the same as the specific embodiment. The difference is: see [link to specific embodiment]. Figure 5 The channel is a single-exit channel, meaning it has an end protection zone located at the exit and an end protection zone located at the closed end. Therefore, the first measured component 30, designated D, is only located in the end protection zone at the exit, while the first measured component 30 is not located in the end protection zone at the closed end. The configuration of the sensing component 20 remains unchanged.

[0072] The working principle of this embodiment (taking the second direction as an example) is explained as follows:

[0073] When vehicle 10 enters the middle area of ​​the passage from the exit in the second direction, it first passes the first tested component 30, numbered D. When it is above the magnetic element with magnetic pole S, the corresponding two magnetic switches remain unchanged. Then, it passes above the magnetic element with magnetic pole N, and the magnetic switches numbered 7 and 8 are activated. The controller 11 then receives the encoded information of the magnetic switch status output by the sensing component 20 as "00000011", and the controller 11 determines that vehicle 10 has entered the end protection zone of the passage. The controller 11 obtains the motor rotation direction fed back by the speed encoder 12 and determines that the current state of vehicle 10 is that the front of the vehicle is facing the middle area. Therefore, the controller 11, combining the encoded information and the direction of travel of vehicle 10, determines that vehicle 10 has entered the end protection zone of the passage but has not reached the middle area, and allows vehicle 10 to travel at maximum speed.

[0074] As vehicle 10 continues to travel in the second direction, it passes the second tested component 40 numbered A. Then, the magnetic switches numbered 5 and 6 of the first sensing component 21 are activated. The controller 11 obtains the coded information of the magnetic switch state output by the sensing component 20, which changes to "00001111". The controller 11 combines the coded information with the direction of travel of vehicle 10 to determine that vehicle 10 is in the middle zone, and then allows vehicle 10 to travel at maximum speed.

[0075] When vehicle 10 continues to travel in the second direction and passes the second tested component 40 numbered B, the magnetic switches numbered 6 and 5 of the first sensing component 21 switch states. The controller 11 obtains the encoded information of the magnetic switch state output by the sensing component 20, which changes to "00000011". The controller 11 combines the encoded information with the travel direction of vehicle 10 to determine that vehicle 10 is located in the end protection zone. The controller 11 then immediately limits the travel speed or slows down and stops the vehicle. Specific Implementation Example 3

[0077] This embodiment is largely the same as the specific embodiment, except that the magnetic switch in the sensing component 20 is replaced by a proximity switch. This proximity switch can be a Hall effect proximity switch, a capacitive proximity switch, or an inductive proximity switch, etc. The first tested component 30 has a first tested portion 31, and the second tested component 40 has a second tested portion 32. The first tested portion 31 and the second tested portion 32 are protruding strip-shaped structures, that is, they protrude outwards towards the direction of the vehicle 10.

[0078] Specifically, the first measured section 31 extends along the length of the channel from one end protection zone to another. See [link / reference] Figure 7 and Figure 8 The second measured part 32 extends along the length of the channel from one end of the middle area to the other end of the middle area, see [reference]. Figure 9 and Figure 10If the proximity switch is a Hall effect switch, the first component under test 30 and the second component under test 40 are made of magnetic materials. If the proximity switch is a capacitive proximity switch or an inductive proximity switch, the first component under test 30 and the second component under test 40 are made of metal materials.

[0079] In this embodiment, the two ends of the first tested part 31 correspond to the positions of the first tested component 30 numbered C and D in Embodiment 1, and the two ends of the second tested part 32 correspond to the positions of the first tested component 30 numbered A and B in Embodiment 1. See [link to previous embodiment]. Figure 11 and Figure 12 .

[0080] In this embodiment, the first tested component 30 and the second tested component 40 are arranged in a strip shape. When the vehicle 10 passes over one end of the first tested part 31 or the second tested part 32, the corresponding two proximity switches in the first sensing component 21 are activated and remain activated until the vehicle 10 passes over the other end of the other first tested part 31 or the second tested part 32. Similarly, when the vehicle 10 passes over one end of the first tested part 31 or the second tested part 32, the corresponding two proximity switches in the second sensing component 22 are activated and remain activated until the vehicle 10 passes over the other end of the other first tested part 31 or the second tested part 32.

[0081] The other specific working principles of this embodiment are the same as those of Embodiment 1.

[0082] The above are merely specific embodiments of the present invention, but the design concept of the present invention is not limited thereto. Any non-substantial modifications made to the present invention using this concept shall be considered as infringing upon the protection scope of the present invention.

Claims

1. A channel end protection device, characterized in that: include The first component under test is located in the end protection zone of the channel; The second component under test is located in the middle area of ​​the channel; A sensing component is installed on a vehicle and senses a first or second measured component and outputs status information; the sensing component includes a first sensing component and a second sensing component symmetrically arranged relative to the centerline of the channel length direction; the first sensing component is configured to sense the first or second measured component when the vehicle travels along a first direction of the channel, and the second sensing component is configured to sense the first or second measured component when the vehicle travels along a second direction of the channel. The controller obtains the status information of the sensing components to obtain encoded information. Based on the encoded information and the vehicle's driving direction, it makes a judgment. If the vehicle is in the end protection zone and is driving towards the middle zone or is in the middle zone, the vehicle is allowed to drive at the maximum speed. If the vehicle is in the end protection zone and is driving away from the exit of the passage, its driving speed is restricted.

2. The channel end protection device as described in claim 1, characterized in that: The channel is a dual-exit channel with two exits, and the end protection zone is located near the exit; each end protection zone is equipped with the first tested component.

3. The channel end protection device as described in claim 2, characterized in that: It includes two first test components distributed along the length direction of the channel, and two second test components distributed along the length direction of the channel. The first test components and the second test components are located on the same side of the centerline of the length direction and are spaced apart in the width direction.

4. The channel end protection device as described in claim 1, characterized in that: The passage is a single-exit passage, and is provided with an end protection zone located at the exit and an end protection zone located at the closed end; The first tested component is located in the end protection zone at the exit.

5. The channel end protection device as described in claim 1, characterized in that: The sensing component includes at least two magnetic switches, the first tested component includes at least one magnetic element, and the second tested component includes at least one magnetic element.

6. The channel end protection device as described in claim 1, characterized in that: The sensing component includes at least two proximity switches, which are Hall effect proximity switches, capacitive proximity switches, or inductive proximity switches. The first component under test has a first test part, and the second component under test has a second test part.

7. A channel end protection device as described in claim 6, characterized in that: The first tested portion extends along the length of the channel from one end protection zone to another end protection zone; the second tested portion extends along the length of the channel from one end of the intermediate zone to the other end of the intermediate zone.

8. A method for protecting the end of a channel, characterized in that: The device is implemented using any one of claims 1 to 7. When a vehicle is traveling in the passage, the sensing component on the vehicle senses the first measured component located in the end protection zone of the passage or the second measured component located in the middle zone of the passage and outputs status information. The controller on the vehicle obtains the corresponding encoded information based on the status information and makes a judgment based on the encoded information and the vehicle's travel direction. If the vehicle is located in the end protection zone and is moving towards the middle zone or is located in the middle zone, the vehicle is allowed to travel at the maximum speed. If the vehicle is located in the end protection zone and is moving towards the exit of the passage, its travel speed is restricted.

9. A channel end protection method as described in claim 8, characterized in that: The controller pre-stores an encoding information table, which contains several encoding combinations. The end protection zone and the middle zone of the channel each correspond to at least one encoding combination. The controller compares the obtained encoding information with the encoding combinations in the encoding information table. If no corresponding encoding combination exists, it is a false trigger. If a corresponding encoding combination exists, the area where the vehicle is located is determined.

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