A control method for turnout compensation control system based on vehicle-track coordination

Abstract

The invention discloses a control method of a switch compensation control system based on vehicle-track coordination, which is specifically as follows: a switch compensation controller obtains position and state information of multiple vehicles before entering a switch in real time, establishes a first-in-first-out waiting queue, and the order in which queue elements enter the queue is consistent with the order in which vehicles pass through the switch; the switch compensation controller takes out the first queue element from the waiting queue, and waits if there is no queue element; controls the compensation state of a switch compensation device according to vehicle steering demand information in the queue element; the vehicle calculates a safe distance Ds from a preceding vehicle according to its own speed, the time required for the action of the switch compensation device, and the running state information of the preceding vehicle, and controls the distance from the preceding vehicle to be maintained at a safe distance; before the vehicle passes through a certain distance X before the switch, the vehicle obtains the state information of the compensation rail device and determines whether it is consistent with its own steering demand, and if it is consistent, the vehicle continues to pass, otherwise, the vehicle brakes; the switch compensation controller determines that the vehicle passes through the switch and travels a safe distance Y, and performs compensation control on the next vehicle that will pass through the switch.

Description

Technical Field

[0001] The invention relates to a control method of a turnout compensation control system based on vehicle-track coordination. Background Art

[0002] The aerial rail PRT vehicle is a fast and flexible means of transportation. The track is erected in mid-air with pillars, and the self-driving PRT vehicle runs on the track. Because the PRT vehicle has the function of self-driving, it can achieve a very high departure density, and the headway time can reach the level of highway traffic, far exceeding the general rail transportation form.

[0003] However, the track where the suspended PRT vehicle runs must have missing track sections at the intersection of straight lines and turns. When the suspended trolley passes through discontinuous turnout tracks, the wheels on one side will inevitably be suspended in turn. When the wheels contact the track running surface again through the suspended space, impact vibration will be generated, which will not only reduce the passenger experience, but also have an adverse effect on the structural strength of the bogie and the service life of the tires if subjected to impact for a long time. At present, most rail transit turnouts are mainly controlled by the dispatching center, but this control method is only applicable to high-volume and low-frequency rail transit forms, and is not applicable to low-volume and high-frequency rail transit. Summary of the invention

[0004] Purpose of the invention: In view of the problems existing in the prior art, the present invention provides a control method based on a vehicle-track coordinated turnout compensation control system, which can greatly improve the real-time response speed of the aerial rail PRT turnout, thereby improving the transportation capacity and safety of the aerial rail PRT.

[0005] Technical solution: The turnout compensation control system based on vehicle-track coordination described in the present invention comprises an on-board control system installed on a vehicle and a track control device installed on a track; the on-board control system comprises a vehicle-track positioning system, a vehicle-board communication device and a vehicle-board controller; the vehicle-track positioning system and the on-board controller both communicate with an external device through the on-board communication device; the track control device comprises a trackside communication device, a turnout compensation controller and a turnout compensation device, the turnout compensation controller and the turnout compensation device both communicate with an external device through the trackside communication device, the turnout compensation controller is connected to the turnout compensation device, and the turnout compensation controller controls the compensation state of the turnout compensation device; the on-board communication device and the trackside communication device are connected wirelessly to realize information interaction between the on-board control system and the track control device; the vehicle-track positioning system sends the vehicle position information to the turnout compensation controller in real time through the on-board communication device, the turnout compensation controller controls the action of the turnout compensation device after logical calculation, the turnout compensation device sends the compensation state information to the on-board controller through the trackside communication device, and the on-board controller controls the vehicle operation state according to the vehicle operation state and the compensation state information.

[0006] The control method of the turnout compensation control system based on vehicle-track coordination comprises the following steps:

[0007] (1) The switch compensation controller obtains the position and status information of multiple vehicles before entering the switch in real time, establishes a first-in-first-out waiting queue, and the order in which the queue elements enter the queue is consistent with the order in which the vehicles pass through the switch;

[0008] (2) The switch compensation controller takes the first queue element from the waiting queue, and waits if there is no queue element; the compensation state of the switch compensation device is controlled according to the vehicle turning demand information in the queue element;

[0009] (3) The vehicle calculates the safe distance Ds from the vehicle ahead based on its own speed, the time required for the turnout compensation device to operate, and the running status information of the vehicle ahead, and controls the distance between the vehicle ahead and the vehicle ahead to maintain a safe distance;

[0010] (4) Before the vehicle passes a distance X before the fork, it obtains the status information of the compensating rail device and determines whether it is consistent with its own turning requirements. If it is consistent, it continues to pass; otherwise, it brakes;

[0011] (5) The switch compensation controller determines that the vehicle passes through the switch and travels a safe distance Y, executes step (2), and performs compensation control on the next vehicle that will pass through the switch.

[0012] In step (1), the queue element includes the position information and status information of the vehicle, wherein the position information includes the absolute position coordinates of the vehicle in the entire line and the distance information between the current vehicle and the switch ahead; the status information includes the current vehicle's code, steering requirements and real-time speed.

[0013] Among them, in step (3), the calculation formula of the safe vehicle distance Ds is Ds=X+Y+V*t; wherein V is the vehicle running speed, X is the safe braking distance of the vehicle when the running speed is V, Y is the safe distance after the vehicle passes the turnout, and t is the state switching time of the turnout compensation device; when the turning requirements of the front and rear vehicles are the same, the turnout compensation device does not need to act, then t is 0, and the safe vehicle distance Ds=X+Y. That is, the first vehicle in the queue that will pass the turnout will exchange real-time position and status information with the second vehicle. When the turning requirements of the second vehicle are different from those of the first vehicle, the minimum following distance between the two vehicles is Ds=X+Y+V*t; when the turning requirements of the second vehicle are the same as those of the first vehicle, the minimum following distance between the two vehicles is Ds=X+Y.

[0014] The switch compensation device includes a second compensation plate arranged on one side of the switch straight rail, a first compensation plate arranged on one side of the switch curve rail, and a switch point rail located between the switch straight rail and the switch curve rail, and a docking mechanism is provided at the end of the switch point rail; a moving mechanism for driving the second compensation plate and the first compensation plate to change tracks is provided in both the switch straight rail and the switch curve rail, and one end of the second compensation plate rotates relative to the switch straight rail to the switch point rail under the drive of the moving mechanism, and one end of the first compensation plate rotates relative to the switch curve rail to the switch point rail under the drive of the moving mechanism. The switch compensation rail device is connected to the switch compensation controller arranged beside the track through a cable; the switch compensation controller controls the extension or retraction of the driving end of the driving cylinder.

[0015] Among them, one end of the second compensation plate is hinged to the turnout straight rail, and the other end of the second compensation plate rotates relative to the turnout straight rail; one end of the first compensation plate is hinged to the turnout curve rail, and the other end of the first compensation plate rotates relative to the turnout curve rail.

[0016] In which, the moving mechanism includes a driving cylinder and a slider fixedly connected to the driving end of the driving cylinder, and the slider moves forward or backward along the linear guide rail under the drive of the driving cylinder; the moving mechanism also includes a three-link structure, the three-link structure includes a first link, a second link and a third link that are rotatably connected to each other through a rotating shaft, wherein one end of the first link is fixed to the second compensation plate or the first compensation plate through a rotating shaft I, and the first link is rotatably connected to the rotating shaft I; one end of the second link is fixed to the turnout straight rail or the turnout turning rail through a rotating shaft II, and the second link is rotatably connected to the rotating shaft II; the third link is fixedly connected to the slider through a rotating shaft III, the rotating shaft III is fixedly connected to the slider, and the third link is rotatably connected to the rotating shaft III.

[0017] Among them, the moving mechanism also includes a limit block and a position detection sensor; the limit block is located on the outside of the second connecting rod; the initial end and the end of the linear guide rail are provided with a position detection sensor, the position detection sensor is used to detect the real-time status information of the turnout compensation device, and send this compensation rail status information to the vehicle-mounted communication device through the trackside communication device.

[0018] Wherein, the docking mechanism includes a guide block and a position detection sensor; the protruding portion of the guide block is trapezoidal.

[0019] Wherein, the ends of the second compensation plate and the first compensation plate are both provided with grooves or through holes which are mutually matched and connected with the protruding parts of the guide blocks of the docking mechanism.

[0020] Beneficial effect: The switch compensation rail of the present invention is not controlled by a background dispatching platform, but by a switch compensation controller that issues instructions by integrating the collaborative interactive information of an on-board communication device and a trackside communication device, thereby greatly improving the real-time response speed of the compensation device. The control system of the present invention has a fast real-time response capability, and performs real-time monitoring on vehicles passing through the track hundreds of meters long in front of the switch, obtains the real-time position and status information of the vehicle, establishes a queue, and drives the switch compensation device to reach the required steering compensation state through the switch compensation controller, while feeding back its own status information to the vehicles in the queue; in the queue, the vehicle will also obtain the status information of the switch compensation device and the front and rear vehicles in real time, and match it with its own status, so that the next action has an accurate and reliable basis, the vehicle's situational awareness capability is improved, the minimum headway of the vehicle can be reduced, and the transportation capacity of the entire system can be improved, and the accuracy, reliability and safety of the entire system coordination will also be greatly improved. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 The system principle diagram of the turnout compensation control system for vehicle-track coordination;

[0022] Figure 2 This is a schematic diagram of the process of two vehicles with different turns passing through a turnout;

[0023] Figure 3 This is a schematic diagram of the process of two vehicles with the same turn passing through the turnout;

[0024] Figure 4 It is a schematic flow chart of the control method of the present invention;

[0025] Figure 5 The schematic diagram of the turnout structure in the non-compensation state;

[0026] Figure 6 The schematic diagram of the turnout structure in the straight-line compensation state;

[0027] Figure 7 The schematic diagram of the turnout structure in the turning compensation state;

[0028] Figure 8 It is the structural principle diagram of the moving mechanism;

[0029] Fig. 9 It is a structural schematic diagram of the turnout point rail docking mechanism. DETAILED DESCRIPTION

[0030] The technical solution of the present invention is further described below in conjunction with the accompanying drawings.

[0031] like Figure 1As shown, the present invention is based on a turnout compensation control system for vehicle-track coordination, comprising an on-board control system installed on a PRT vehicle and a track control device installed on a track; the on-board control system comprises a vehicle-track positioning system, a vehicle-board communication device and a vehicle-board controller; the vehicle-track positioning system and the vehicle-board controller are respectively connected to the vehicle-board communication device to realize communication with an external system; the track control device comprises a trackside communication device, a turnout compensation controller and a turnout compensation device, the turnout compensation controller and the turnout compensation device are respectively connected to the trackside communication device to realize communication with an external system, and the turnout compensation controller is connected to the turnout compensation device to realize control of the compensation state of the turnout compensation device; the on-board communication device is connected to the trackside communication device wirelessly to realize information interaction between the on-board control system and the track control device; the vehicle-track positioning system sends the vehicle position information to the turnout compensation controller in real time through the on-board communication device, the turnout compensation controller controls the action of the turnout compensation device after logical calculation, the turnout compensation device sends the compensation state information to the on-board controller through the trackside communication device, and the on-board controller controls the vehicle operation state according to the vehicle operation condition and the compensation state information. The control system can realize that the compensating rail completely compensates the running track surface in the vehicle's forward direction, so that the vehicle can pass the turnout smoothly.

[0032] The present invention is based on a switch compensation control method for vehicle-track coordination, which specifically comprises the following steps: a trackside communication device monitors the status of several trolleys before entering the switch, and sends the real-time positions and status information of the several trolleys before entering the switch to a switch compensation controller; the switch compensation controller obtains the positions and status information of the several trolleys before entering the switch, establishes a queuing waiting queue, confirms the order of the queuing vehicles, and the state order of the compensation rails to be completed; the switch compensation controller drives the switch compensation device to complete the corresponding steering action according to the received steering requirement information of the vehicle that will pass through the switch; the vehicle steering requirement is consistent with the real-time status information of the compensation rail received by the on-board communication device, and the vehicle moves forward to pass through the switch; the vehicle reserves a safe braking distance S before passing through the switch, receives the compensation rail status information when reaching the initial position of the safe braking distance, confirms whether the steering state of the compensation device is consistent with the vehicle's own steering requirement, and thus determines whether it can move forward to pass through the switch.

[0033] When two vehicles with different turns pass through a switch: Figure 2As shown, there are vehicles C1 and C2 in the waiting queue, and the switch T is about to pass. Among them, the turning demand of vehicle C1 is L, the running speed is V, and the absolute position coordinate of vehicle C1 in the track is detected by the track positioning system as A1, and the distance from the switch in front is B1; the turning demand of vehicle C2 is R, the running speed is V, and the absolute position coordinate of vehicle C2 in the track is detected by the track positioning system as A2, and the distance from the switch in front is B2. The time for the switch compensation device to complete one action is t, the safe braking distance of the vehicle at the running speed of V is X, the distance between the position S before the switch and the switch is X, and the distance between the position F after the switch and the switch is the safe passing distance Y, the distance between vehicles C1 and C2 is D1=A2-A1=B2-B1, and the minimum safe distance that vehicles C1 and C2 should maintain is Ds=X+Y+V*t.

[0034] Vehicle C1 sends its own vehicle number, turning requirement L, current speed V, current absolute position coordinates in the track A1, distance from the front turnout B1 and other information to the trackside communication device through the on-board communication device. The trackside communication device sends the received position and status information of vehicle C1 to the turnout compensation controller Q. After the turnout action time t, the turnout compensation controller Q drives the turnout compensation device to the L state. After the turnout compensation device completes the action, the position detection sensor triggers a signal. At this time, the turnout compensation controller Q confirms that the turnout compensation action has been completed, and sends the L state information of the turnout compensation device from the trackside communication device to the on-board communication device. When the C1 vehicle drives to the S position, the vehicle C1 confirms that the state L of the compensation device is consistent with its own turning L. After passing the S position, it drives a distance X to reach the turnout T, and then continues to drive a distance Y to reach the F position. At this time, the vehicle completely passes the turnout T.

[0035] After the RFID reader on the side of the track at position F detects the information of vehicle C1, it sends the information that vehicle C1 has passed position F to the switch compensation controller Q. After confirming that vehicle C1 has passed position F, the switch compensation controller Q continues to drive the switch compensation device to execute the turning demand R of the next vehicle C2 in the queue. After the switch action time t, the position detection sensor triggers a signal after the switch compensation is completed. At this time, the switch compensation controller Q confirms that the switch compensation rail is in the R state, and sends the R state information of the switch compensation device from the trackside communication device to the vehicle-mounted communication device. Vehicle C2 receives the R state information of the switch compensation device before driving to position S. At this time, vehicle C2 continues to move forward and passes through switch T.

[0036] When two vehicles with the same direction pass through the turnout: Figure 3As shown, there are vehicles C3 and C4 in the waiting queue, and the switch T is about to pass. Among them, vehicle C3 has a turning demand R, and the current running speed is V. The vehicle track positioning system detects that the current absolute position coordinate of vehicle C3 in the track is A3, and the distance from the switch in front is B3; vehicle C4 has a turning demand R, and the running speed is V. The vehicle track positioning system detects that the current absolute position coordinate of vehicle C4 in the track is A4, and the distance from the switch in front is B4. The safe braking distance of the vehicle when the running speed is V is X, the distance between the position S before the switch and the switch is X, and the distance between the position F after the switch and the switch is the safe passing distance Y. The distance between vehicles C3 and C4 is D2 = A4-A3 = B4-B3, and the minimum safe distance that vehicles C3 and C4 should maintain is Ds = X+Y.

[0037] Vehicle C3 sends the steering demand R, current speed V, current absolute position coordinate A3, distance B3 from the front turnout and other information to the trackside communication device through the on-board communication device. The trackside communication device sends the position and status information of vehicle C3 to the turnout compensation controller Q. The turnout compensation controller Q drives the turnout compensation device to the R state. After the turnout compensation device completes the action, the position detection sensor triggers a signal. At this time, the turnout compensation controller Q confirms that the turnout compensation action has been completed, and sends the R status information of the turnout compensation device from the trackside communication device to the on-board communication device. When the C3 vehicle travels to the S position, the vehicle C3 confirms that the state R of the compensation device is consistent with its own steering R. After passing the S position, it travels a distance X to reach the turnout T, and continues to travel a distance Y to reach the F position. At this time, the vehicle completely passes the turnout T.

[0038] After the switch compensation controller Q detects that vehicle C3 has passed position F, the turning demand of the next vehicle C4 in the queue is still R. At this time, the switch compensation controller Q confirms that the switch compensation rail is in R state without change, and sends the R state information of the switch compensation rail from the trackside communication device to the vehicle communication device. Vehicle C4 has received the R state information of the switch compensation rail before driving to position S. At this time, vehicle C4 continues to move forward and passes switch T.

[0039] When the switch compensation rail has not completed the action, there is a vehicle C4 in the waiting queue, and the switch T1 is about to pass. Among them, the vehicle C4 has a turning demand R and a current speed V. The vehicle-track positioning system detects that the current absolute position coordinate of the vehicle C4 in the track is A4, and the distance from the switch in front is B4; the vehicle C4 sends the turning demand R, the current speed V, the current absolute position coordinate A4, and the distance from the switch in front B4 to the trackside communication device through the on-board communication equipment. The trackside communication device sends the position and state information of the vehicle C4 to the switch compensation controller Q. The switch controller Q drives the switch compensation device to change to the R state. The switch compensation rail fails to complete the command, the position detection sensor is not triggered, and the switch compensation controller Q confirms that the switch compensation rail is not in the R state. When the C4 vehicle drives to the S position, the vehicle C4 confirms that the state of the compensation rail does not match its own turning R. After passing the S position, the braking command is immediately executed. At this time, the vehicle stops before reaching the switch T.

[0040] like Figures 8-9 As shown, the switch compensating rail device in the control system of the present invention comprises a second compensating plate 3 arranged on one side of the switch straight rail 1, a first compensating plate 4 arranged on one side of the switch turning rail 2, and a switch point rail 5 located between the switch straight rail 1 and the switch turning rail 2, and a docking mechanism is provided at the end of the switch point rail 5; a moving mechanism I for driving the second compensating plate 3 to change tracks is provided in the switch straight rail 1, and a moving mechanism II for driving the first compensating plate 4 to change tracks is provided in the switch turning rail 2, and under the driving of the moving mechanism I, one end of the second compensating plate 3 rotates relative to the switch straight rail 1 to the docking mechanism 30 of the switch point rail 5, and under the driving of the moving mechanism II, one end of the first compensating plate 4 rotates relative to the switch turning rail 2 to the docking mechanism 30 of the switch point rail 5; one end of the second compensating plate 3 is hinged to the switch straight rail 1 through a hinge mechanism I15, and the other end of the second compensating plate 3 rotates relative to the switch straight rail 1; one end of the first compensating plate 4 is hinged to the switch turning rail 2 through a hinge mechanism II16, and the other end of the first compensating plate 4 rotates relative to the switch turning rail 2.

[0041] The moving mechanism I includes a driving cylinder I6 whose fixed end is fixed on the turnout straight rail 1 and a slider I8 fixedly connected to the driving end of the driving cylinder I6. The slider I8 moves forward or backward along the linear guide rail I9 under the drive of the driving cylinder I6; the moving mechanism I also includes a three-link structure I11, and the three-link structure I11 includes a first link I35, a second link I36 and a third link I37 which are rotatably connected to each other through a rotating shaft I34, wherein one end of the first link I35 is fixed to the second compensation plate 3 through the rotating shaft I14 ( The rotating shaft I14 is fixed on the second compensation plate 3), and the first connecting rod I35 is rotatably connected to the rotating shaft I14 through a bearing; one end of the second connecting rod I36 is fixed to the turnout straight rail 1 through the rotating shaft II12 (the rotating shaft II12 is fixed on the turnout straight rail 1), and the second connecting rod I36 is rotatably connected to the rotating shaft II12 through a bearing; the third connecting rod I37 is fixedly connected to the slider I8 through the rotating shaft III38, the rotating shaft III38 is fixedly connected to the slider I8, and the third connecting rod I37 is rotatably connected to the rotating shaft III38 through a bearing.

[0042] The moving mechanism II includes a driving cylinder II25 whose fixed end is fixed on the turnout turning rail 2 and a slider II23 fixedly connected to the driving end of the driving cylinder II25. The slider II23 moves forward or backward along the linear guide rail II22 under the drive of the driving cylinder II25. The moving mechanism II also includes a three-link structure II20, which includes a first link II41, a second link II42 and a third link II43 that are rotatably connected to each other through a rotating shaft II40, wherein one end of the first link II41 is fixed to the first compensation plate 4 (rotating shaft II40) through a rotating shaft I-I17. Shaft I-I17 is fixed on the first compensation plate 4), the first connecting rod II41 is rotatably connected to the rotating shaft I-I17 through a bearing; one end of the second connecting rod II42 is fixed to the turnout turning rail 2 through the rotating shaft II-I19 (the rotating shaft II-I19 is fixed on the turnout turning rail 2), and the second connecting rod II42 is rotatably connected to the rotating shaft II-I19 through a bearing; the third connecting rod II43 is fixedly connected to the slider II23 through the rotating shaft III-I44, the rotating shaft III-I44 is fixedly connected to the slider II23, and the third connecting rod II43 is rotatably connected to the rotating shaft III-I44 through a bearing.

[0043] The moving mechanism I further includes a limit block I13 and a position detection sensor I (7, 10); the limit block I13 is located outside the second connecting rod I36; the initial end and the terminal end of the linear guide rail I9 are respectively provided with a position detection sensor I (7, 10). The moving mechanism II also includes a limit block II18 and a position detection sensor II (24, 21); the limit block II18 is located outside the second connecting rod II42; the initial end and the terminal end of the linear guide rail II22 are respectively provided with a position detection sensor II (24, 21).

[0044] The docking mechanism 30 on the turnout point rail 5 includes a guide block 29 and a position detection sensor 26; the raised portion 45 of the guide block 29 is trapezoidal; the end of the second compensation plate 3 is provided with a groove or through hole I27 that cooperates with the raised portion 45 of the guide block 29, and the end of the first compensation plate 4 is provided with a groove or through hole II28 that cooperates with the raised portion 45 of the guide block 29.

[0045] The turnout compensation device is connected to a turnout compensation controller arranged beside the track via a cable; the turnout compensation controller controls the extension or retraction of the driving end of the driving cylinder (6, 25).

[0046] The turnout compensation controller is arranged beside the track to control the action state of the first compensation plate 4 and the second compensation plate 3. When the first compensation plate 4 and the second compensation plate 3 are in the initial position and do not move, it is the non-compensation state N, such as Figure 5 As shown; when the first compensation plate 4 moves and docks on the turnout point rail 5, and the second compensation plate 3 is in the initial position and does not move, the straight direction of the turnout is a continuous track surface, and it is a straight compensation steering state L, as shown Figure 6 As shown; when the second compensation plate 3 moves and docks on the turnout point rail 5, the first compensation plate 4 is in the initial position and does not move, the turnout turning direction is a continuous track surface, and this is the turning compensation steering state R, as shown Figure 7 shown.

[0047] When the turnout compensation controller receives the signal, it needs to change the turnout compensation device from the non-compensation state N to the straight compensation state L. At this time, the first compensation plate 4 and the second compensation plate 3 are in the initial position, and the position detection sensor I7 and the position detection sensor II24 have signals; the driving cylinder II25 pushes the slider II23 to move on the linear guide rail II22. At this time, the three-link mechanism II20 rotates around the slider II23, the rotating shaft II-I19 and the rotating shaft I-I17 respectively, until the second link II42 in the three-link mechanism II20 contacts the limit block II18, and the slider II23 stops sliding and reaches the end position of the linear guide rail II22. During this process, the protrusion 45 of the guide block 29 is embedded in the groove or through hole II28 at the end of the first compensation plate 4, so that the height of the first compensation plate 4 is flush with the track surface of the point rail end, so that the first compensation plate 4 and the turnout point rail 5 are spliced ​​into a continuous track surface, and the position detection sensor II21, the position detection sensor 26 and the position detection sensor I7 have signals. At this time, the turnout compensation controller determines that the turnout compensation device changes from the no compensation state N to the straight compensation state L.

[0048] When the turnout compensation controller receives a signal, it is necessary to change the turnout compensation device from the non-compensation state N to the turning compensation state R. At this time, the first compensation plate 4 and the second compensation plate 3 are in the initial position, and the position detection sensor I7 and the position detection sensor II24 have signals; the driving cylinder I6 pushes the slider I8 to move on the linear guide rail I9. At this time, the three-link mechanism I11 rotates around the slider I8, the rotating shaft II12 and the rotating shaft I14 respectively until the second link I36 in the three-link mechanism I11 contacts the limit block I13. The slider I8 stops sliding forward and reaches the end position of the linear guide rail I9; during this process, the protrusion 45 of the guide block 29 is embedded in the groove or through hole I27 at the end of the second compensation plate 3, so that the height of the second compensation plate 3 is flush with the track surface of the point rail end, so that the second compensation plate 3 and the turnout point rail 5 are spliced ​​into a continuous track surface, and the position detection sensor I10, the position detection sensor 26, and the position detection sensor II24 have signals. At this time, the turnout compensation controller determines that the turnout compensation device changes from the non-compensation state N to the turning compensation state R.

[0049] When the turnout compensation controller receives the signal, it needs to change the turnout compensation device from the turning compensation state R to the straight compensation state L. At this time, the first compensation plate 4 is in the initial position, the slider I8 in the second compensation plate 3 is at the end position of the linear guide rail I9, and the position detection sensor I10, position detection sensor 26, and position detection sensor II24 have signals; the driving cylinder II25 pushes the slider II23 to move on the linear guide rail II22. At this time, the three-link mechanism II20 rotates around the slider II23, the rotating shaft II-I19 and the rotating shaft I-I17 respectively, until the second link II42 in the three-link mechanism II20 contacts the limit block II18, and the slider II23 stops sliding forward and reaches the end position of the linear guide rail II22. During this process, the protrusion 45 of the guide block 29 is embedded in the groove or through hole II28 at the end of the first compensation plate 4, so that the height of the first compensation plate 4 is flush with the track surface of the point rail end, so that the first compensation plate 4 and the turnout point rail 5 are spliced ​​into a continuous track surface; at the same time, the driving cylinder I6 pulls the slider I8 to move back on the linear guide rail I9. At this time, the three-link mechanism I11 rotates around the slider I8, the rotating shaft II12 and the rotating shaft I14 respectively until the slider I8 stops sliding backward and reaches the initial position of the slider I8 on the linear guide rail I9, and the second compensation plate 3 and the turnout straight rail 1 are spliced ​​into a continuous track surface; at this time, the position detection sensor II21, the position detection sensor 26, and the position detection sensor I7 have signals, and the turnout compensation controller determines that the turnout compensation device changes from the turning compensation state R to the straight compensation state L.

[0050] When the turnout compensation controller receives a signal, it is necessary to change the turnout compensation device from the straight compensation state L to the turnout turning compensation state R. At this time, the slider II23 in the first compensation plate 4 is at the end position of the linear guide rail II22, the second compensation plate 3 is in the initial position, and the position detection sensor II21, the position detection sensor 26, and the position detection sensor I7 have signals; the driving cylinder I6 pushes the slider I8 to move on the linear guide rail I9. At this time, the three-link mechanism I11 rotates around the slider I8, the rotating shaft II12 and the rotating shaft I14 respectively, until the second link I36 in the three-link mechanism I11 contacts the limit block I13, at which time the slider I8 stops sliding forward and reaches the end position of the linear guide rail I9; in this process, the protrusion 45 of the guide block 29 is embedded in the concave portion at the end of the second compensation plate 3. In the groove or through hole I27, the height of the second compensation plate 3 is flush with the track surface of the point rail end, so that the second compensation plate 3 and the turnout point rail 5 are spliced ​​into a continuous track surface; at the same time, the driving cylinder II25 pulls the slider II23 to move back on the linear guide rail II22. At this time, the three-link mechanism II20 rotates around the slider II23, the rotating shaft II-I19 and the rotating shaft I-I17 respectively, until the slider II23 stops sliding backward and reaches the initial position of the slider II23 on the linear guide rail II22. The first compensation plate 4 and the turnout turning rail 2 are spliced ​​into a continuous track surface, and the position detection sensor I10, the position detection sensor 26, and the position detection sensor II24 have signals. At this time, the turnout compensation controller determines that the turnout compensation device changes from the straight compensation state L to the turning compensation state R.

Claims

1. A control method for a turnout compensation control system based on vehicle-track coordination, characterized in that: The steps include: (1) The switch compensation controller obtains the position and status information of multiple vehicles before entering the switch in real time, establishes a first-in-first-out waiting queue, and the order in which the queue elements enter the queue is consistent with the order in which the vehicles pass through the switch; (2) The switch compensation controller takes out the first queue element from the waiting queue, and waits if there is no queue element; the compensation state of the switch compensation device is controlled according to the vehicle turning demand information in the queue element; The turnout compensation device comprises a second compensation plate (3) arranged on one side of the turnout straight rail (1), a first compensation plate (4) arranged on one side of the turnout turning rail (2), and a turnout point rail (5) located between the turnout straight rail (1) and the turnout turning rail (2), wherein a docking mechanism is provided at the end of the turnout point rail (5); a moving mechanism for driving the second compensation plate (3) and the first compensation plate (4) to change tracks is provided in both the turnout straight rail (1) and the turnout turning rail (2); under the driving of the moving mechanism, one end of the second compensation plate (3) rotates relative to the turnout straight rail (1) to the turnout point rail (5); under the driving of the moving mechanism, one end of the first compensation plate (4) rotates relative to the turnout turning rail (2) to the turnout point rail (5); the moving mechanism The moving mechanism comprises a driving cylinder and a slider fixedly connected to the driving end of the driving cylinder, and the slider moves forward or backward along the linear guide rail under the drive of the driving cylinder; the moving mechanism also comprises a three-link structure, and the three-link structure comprises a first link, a second link and a third link that are rotatably connected to each other via a rotating shaft, wherein one end of the first link is fixed to the second compensation plate (3) or the first compensation plate (4) via a rotating shaft I, and the first link is rotatably connected to the rotating shaft I; one end of the second link is fixed to the turnout straight rail (1) or the turnout turning rail (2) via a rotating shaft II, and the second link is rotatably connected to the rotating shaft II; the third link is fixedly connected to the slider via a rotating shaft III, the rotating shaft III is fixedly connected to the slider, and the third link is rotatably connected to the rotating shaft III; (3) The vehicle calculates the safe distance Ds from the vehicle ahead based on its own speed, the time required for the turnout compensation device to operate, and the running status information of the vehicle ahead, and controls the distance between the vehicle ahead and the vehicle ahead to maintain a safe distance; (4) Before the vehicle passes a distance X before the fork, it obtains the status information of the compensating rail device and determines whether it is consistent with its own steering requirements. If it is consistent, it continues to pass; otherwise, it brakes; (5) The turnout compensation controller determines that the vehicle has passed the turnout and traveled a safe distance Y, and executes step (2) to perform compensation control on the next vehicle that will pass the turnout.

2. The control method of the turnout compensation control system based on vehicle-track coordination according to claim 1 is characterized in that: In step (1), the queue element includes the position information and status information of the vehicle, wherein the position information includes the absolute position coordinates of the vehicle in the entire line and the distance information between the current vehicle and the switch ahead; the status information includes the current vehicle's code, steering requirements and real-time speed.

3. The control method of the turnout compensation control system based on vehicle-track coordination according to claim 1 is characterized in that: In step (3), the calculation formula of the safe vehicle distance Ds is Ds=X+Y+V*t; wherein V is the vehicle running speed, X is the safe braking distance of the vehicle when the running speed is V, Y is the safe distance after the vehicle passes the turnout, and t is the state switching time of the turnout compensation device; when the steering requirements of the two vehicles in front and behind are the same, the turnout compensation device does not need to act and t is 0.

4. The control method of the turnout compensation control system based on vehicle-track coordination according to claim 1, characterized in that: One end of the second compensation plate (3) is hinged to the turnout straight rail (1), and the other end of the second compensation plate (3) rotates relative to the turnout straight rail (1); one end of the first compensation plate (4) is hinged to the turnout turning rail (2), and the other end of the first compensation plate (4) rotates relative to the turnout turning rail (2).

5. The control method of the turnout compensation control system based on vehicle-track coordination according to claim 1, characterized in that: The moving mechanism also includes a limit block and a position detection sensor; the limit block is located on the outside of the second connecting rod; and the initial end and the end of the linear guide rail are both provided with a position detection sensor.

6. The control method of the turnout compensation control system based on vehicle-track coordination according to claim 1, characterized in that: The docking mechanism comprises a guide block (29) and a position detection sensor (26); the raised portion of the guide block (29) is in a trapezoidal shape.

7. The control method of the turnout compensation control system based on vehicle-track coordination according to claim 1, characterized in that: The ends of the second compensation plate (3) and the first compensation plate (4) are both provided with grooves or through holes that cooperate with the protrusions of the guide block (29) of the docking mechanism.

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