An automatic stop system

Abstract

This invention discloses an automatic stop system, comprising: a vehicle positioning device for acquiring area information of sub-areas occupied by railway vehicles within a target area, wherein the railway vehicles include shunting locomotives and train sets, and the target area includes at least two sub-areas; a control module for determining the operating state of the railway vehicles based on changes in the area information and issuing stop control commands matching the operating state; and a stopper group for responding to the stop control commands by operating in a braking or releasing state. This invention, based on a combination of track circuits, indicator lights, and a continuous stopper system, achieves automatic judgment of the operation process and stages, forming a stable centralized automatic stop system capable of stable loading and unloading operations with fewer devices in complex automated loading and unloading line environments.

Description

Technical Field

[0001] This invention relates to the field of railway transportation technology, and more specifically to an automatic stop system. Background Technology

[0002] Currently, in the safety control system of automated terminal railway loading and unloading lines, railway vehicles enter the automated port's railway loading and unloading line directly along the railway line. During loading and unloading operations, the gantry cranes (longitudinal trolleys) keep the main carriage relatively fixed, transferring goods via the boom, spreader (lateral trolley), and lateral conveyor channels. This method requires the railway vehicles to remain stationary and stable during loading and unloading operations to prevent movement caused by wind, the weight of the loaded goods, or lateral impact forces, which could lead to accidents. How to achieve stable and automatic stopping of the entire railway train during loading and unloading is an urgent problem to be solved.

[0003] In existing rail-water intermodal transport, there is currently no mature automatic stopping technology for automated terminals to directly handle the loading and unloading operations of railway vehicles. The relevant vehicle wheel braking methods and technologies cannot meet the automatic stopping requirements of railway vehicles in the loading and unloading operation area of ​​automated terminals because the railway vehicles themselves have no braking power, thus failing to achieve safe production of automated loading and unloading at ports. Summary of the Invention

[0004] The purpose of this invention is to overcome the shortcomings of the prior art and provide an automatic stop system. This invention adopts a centralized safety protection stop system that conforms to the characteristics of the operation scenario, ensuring the stability and safety of railway vehicle loading and unloading operations, meeting all the regulations of railway cargo loading rules, improving the safety of loading and unloading, shortening the loading and unloading operation time, and maximizing the throughput capacity of the port.

[0005] To achieve the desired effect, the present invention adopts the following technical solution:

[0006] This invention discloses an automatic stop system, comprising:

[0007] A vehicle positioning device is used to acquire regional information of the sub-regions occupied by railway vehicles within a target area. The railway vehicles include shunting locomotives and train sets, and the target area includes at least two sub-regions.

[0008] The control module is used to determine the operating status of the railway vehicle based on changes in the area information, and to issue a stop control command that matches the operating status.

[0009] A stop unit assembly is used to operate in a braking state or a relief state in response to the stop control command.

[0010] Furthermore, one of the at least two sub-regions included in the target area is a loading and unloading sub-region.

[0011] The control module includes a status determination unit, which is used to determine the operating status of the railway vehicle based on changes in the area information.

[0012] The control module further includes: a first stop control unit;

[0013] The first stop control unit is used to issue a first stop control command when the state determination unit determines that the railway vehicle's operating state is that the railway vehicle is being towed from outside the target area to enter the target area by the shunting locomotive;

[0014] The stopper group operates in a relaxed state in response to the control of the first stop control command;

[0015] and / or,

[0016] The control module further includes: a second stop control unit;

[0017] The second stop control unit is used to issue a second stop control command when the status determination unit determines that the railway vehicle's operating status is that the railway vehicle has entered the target area and has been pulled by the shunting locomotive to fully enter the loading and unloading sub-area.

[0018] The stopper group operates in braking state in response to the control of the second stop control command;

[0019] and / or,

[0020] The control module further includes: a third stop control unit;

[0021] The third stop control unit is used to issue a third stop control command when the state determination unit determines that the railway vehicle is in operation and is about to be pulled out of the loading and unloading sub-area by the shunting locomotive.

[0022] The stopper group operates in a relaxed state in response to the control command of the third stopper control command;

[0023] and / or,

[0024] The control module further includes: a fourth stop control unit;

[0025] The fourth stop control unit is used to issue a fourth stop control command when the state determination unit determines that the railway vehicle's operating state is that the railway vehicle is being pulled from the target area to outside the target area by the shunting locomotive;

[0026] The stopper group operates in braking mode in response to the control command of the fourth stop control command.

[0027] Furthermore, the vehicle positioning device includes at least two occupancy detection structures that correspond one-to-one with the sub-regions. The occupancy detection structures are used to detect the status information of the corresponding sub-regions and send the status information to the status determination unit. The status information includes: cleared status or occupied status.

[0028] The regional information of the sub-regions occupied by the railway vehicles within the target area includes: the status information of each sub-region.

[0029] Furthermore, the occupancy detection structure includes at least one of the following: an electrical track circuit, an axle counting track circuit, and a bidirectional pedal-type track circuit.

[0030] Furthermore, the target area includes a first sub-area, a second sub-area, and the loading / unloading sub-area arranged sequentially along a first direction;

[0031] The length of the second sub-region in the first direction is equal to the length of the shunting locomotive in the first direction;

[0032] The state determination unit is used to detect that the working state of the railway vehicle is that the railway vehicle is being pulled from outside the target area into the target area by the shunting locomotive when the area information changes from the first sub-area being in a cleared state, the second sub-area being in a cleared state, and the loading and unloading sub-area being in a cleared state to the first sub-area being in an occupied state, the second sub-area being in a cleared state, and the loading and unloading sub-area being in a cleared state.

[0033] Furthermore, the state determination unit is also used to detect that the working state of the railway vehicle is that the railway vehicle is pulled into the loading and unloading sub-area by the shunting locomotive after entering the target area when the area information changes from the first sub-area being occupied, the second sub-area being occupied, and the loading and unloading sub-area being cleared, to the first sub-area being occupied, the second sub-area being occupied, and the loading and unloading sub-area being occupied, and then changes again to the first sub-area being cleared, the second sub-area being occupied, and the loading and unloading sub-area being occupied;

[0034] Furthermore, the state determination unit is also used to detect that the working state of the railway vehicle is that the railway vehicle is waiting to be pulled out of the loading and unloading sub-area by the shunting locomotive when the area information changes from the first sub-area being occupied, the second sub-area being cleared, and the loading and unloading sub-area being occupied, to the first sub-area being occupied, the second sub-area being occupied, and the loading and unloading sub-area being occupied, and then changes again to the first sub-area being cleared, the second sub-area being occupied, and the loading and unloading sub-area being occupied;

[0035] Furthermore, the state determination unit is also used to detect that the operating state of the railway vehicle is that the railway vehicle is being pulled from the target area to outside the target area by the shunting locomotive when the area information changes from the first sub-area being occupied, the second sub-area being cleared, and the loading / unloading sub-area being cleared to the first sub-area being cleared, the second sub-area being cleared, and the loading / unloading sub-area being cleared.

[0036] Furthermore, the system also includes:

[0037] The first indicator light is located at the boundary between the second sub-region and the loading sub-region;

[0038] The control module further includes: a first indication control unit;

[0039] The first indicator control unit is used to send a first display control command to the first indicator light when the area information changes from the first sub-area being in a cleared state, the second sub-area being in a cleared state, and the loading / unloading sub-area being in a cleared state to the first sub-area being in an occupied state, the second sub-area being in a cleared state, and the loading / unloading sub-area being in a cleared state, so as to control the first indicator light to display a first display state.

[0040] Furthermore, the first indicator control unit is also configured to send a second display control command to the first indicator light when the area information changes from the first sub-area being occupied, the second sub-area being occupied, and the loading / unloading sub-area being cleared, to the first sub-area being occupied, the second sub-area being occupied, and the loading / unloading sub-area being occupied, and then changes again to the first sub-area being cleared, the second sub-area being occupied, and the loading / unloading sub-area being occupied, so as to control the first indicator light to display a second display state;

[0041] Furthermore, the first indicator control unit is also configured to send a third display control command to the first indicator light when the area information changes from the first sub-area being occupied, the second sub-area being cleared, and the loading / unloading sub-area being occupied, to the first sub-area being occupied, the second sub-area being occupied, and the loading / unloading sub-area being occupied, and then changes again to the first sub-area being cleared, the second sub-area being occupied, and the loading / unloading sub-area being occupied, so as to control the first indicator light to display the first display state;

[0042] Furthermore, the first indicator control unit is also configured to send a fourth display control command to the first indicator light when the area information changes from the first sub-area being occupied, the second sub-area being cleared, and the loading / unloading sub-area being cleared, to the first sub-area being cleared, the second sub-area being cleared, and the loading / unloading sub-area being cleared, so as to control the first indicator light to display a second display state.

[0043] Furthermore, the system also includes:

[0044] The second indicator light is located at the boundary between the first sub-region and the second sub-region;

[0045] The control module further includes: a second indication control unit;

[0046] The second indicator control unit is used to send a fifth display control command to the second indicator light when the area information changes from the first sub-area being occupied, the second sub-area being occupied, and the loading / unloading sub-area being occupied, to the first sub-area being cleared, the second sub-area being occupied, and the loading / unloading sub-area being occupied, so as to control the second indicator light to display the first display state.

[0047] The second indicator control unit is further configured to send a sixth display control command to the second indicator light when the area information changes from the first sub-area being occupied, the second sub-area being cleared, and the loading / unloading sub-area being occupied to the first sub-area being cleared, the second sub-area being cleared, and the loading / unloading sub-area being occupied, so as to control the second indicator light to display a second display state.

[0048] The second indicator control unit is further configured to send a seventh display control command to the second indicator light when the state changes from the first sub-area being occupied, the second sub-area being cleared, and the loading / unloading sub-area being cleared to the first sub-area being cleared, the second sub-area being cleared, and the loading / unloading sub-area being cleared, so as to control the second indicator light to display a second display state.

[0049] Furthermore, the control module also includes: an alarm module;

[0050] The alarm module is used to issue an alarm message and control the stopper group to operate in the braking state after the area information changes from the first sub-area being occupied, the second sub-area being cleared, and the loading / unloading sub-area being cleared to the first sub-area being occupied, the second sub-area being occupied, and the loading / unloading sub-area being cleared. If the area information changes again but does not change to the first sub-area being occupied, the second sub-area being occupied, and the loading / unloading sub-area being occupied, the alarm module is used to issue an alarm message and control the stopper group to operate in the braking state.

[0051] Furthermore, the stopper group is located in the loading and unloading sub-area, and the stopper group includes: a plurality of stoppers disposed on the track;

[0052] The stopper is configured to apply pressure to the wheels of the railway vehicle for friction braking when in braking mode.

[0053] Furthermore, the stopper includes at least one of a spring, a hydraulic inner rail, and a caliper brake.

[0054] Compared with existing technologies, the beneficial effects of this invention are as follows: This invention discloses an automatic stop system. Based on a stop device, combined with track circuits, indicator lights, and other equipment, this invention achieves automatic stopping of railway vehicles during loading and unloading operations, ensuring stable stopping of railway vehicles relative to the gantry crane's loading and unloading position within the loading and unloading area. This invention solves the problems of unstable automatic stopping and low automation levels of vehicles in direct railway loading and unloading operations at automated terminals, improving the stability of railway vehicle loading within the automated loading and unloading line operation area, increasing operational efficiency, and ensuring the safety of rail-water intermodal loading and unloading operations. Based on the combination technology of track circuits, indicator lights, and continuous stop device systems, this invention achieves automatic judgment of the operation process and stages, forming a stable centralized automatic stop system. This system enables stable loading and unloading operations with fewer devices even in relatively complex automated loading and unloading line environments. This invention adopts a centralized safety protection automatic stop system that conforms to the characteristics of the operation scenario, ensuring stable and safe railway vehicle loading and unloading operations, meeting all regulations of railway cargo loading rules, improving loading and unloading safety, shortening loading and unloading operation time, and maximizing the port's throughput capacity. Attached Figure Description

[0055] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0056] Figure 1 This is a schematic diagram of an automatic stop system provided in an embodiment of the present invention.

[0057] Figure 2 This is a schematic diagram of the stopper arrangement of an automatic stop system provided in an embodiment of the present invention.

[0058] Figure 3 This is a flowchart of a vehicle delivery operation for an automatic stopping method provided in an embodiment of the present invention.

[0059] Figure 4 This is a flowchart of a vehicle retrieval operation for an automatic stopping method provided in an embodiment of the present invention. Detailed Implementation

[0060] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0061] See Figures 1 to 4 To address the above problems, this invention discloses an automatic stop system, comprising:

[0062] A vehicle positioning device is used to acquire regional information of the sub-regions occupied by railway vehicles within a target area. The railway vehicles include shunting locomotives and train sets, and the target area includes at least two sub-regions.

[0063] The control module is used to determine the operating status of the railway vehicle based on changes in the area information, and to issue a stop control command that matches the operating status.

[0064] A stop unit assembly is used to operate in a braking state or a relief state in response to the stop control command.

[0065] This invention employs track circuit segment positioning technology to determine the delivery and retrieval processes based on the occupancy and clearance sequence of the train in several track segments. It controls the braking or release of the track parking device according to the needs of each process stage, implements stop control for the entire train of loading and unloading vehicles, and simultaneously provides the locomotive with signals to indicate entry and exit from the loading and unloading area.

[0066] This invention, based on a stop device and combined with track circuits, indicator lights, and other equipment, achieves automatic stopping of railway vehicles during loading and unloading operations, ensuring stable stopping of railway vehicles relative to the gantry crane's loading and unloading position within the loading and unloading area. This invention employs a centralized safety protection stop system tailored to the characteristics of the operational scenario, ensuring stable and safe railway vehicle loading and unloading operations, meeting all regulations of railway cargo loading rules, improving loading and unloading safety, shortening loading and unloading time, and maximizing the port's throughput capacity.

[0067] Preferably, one of the at least two sub-regions included in the target area is a loading and unloading sub-region.

[0068] The control module includes a status determination unit, which is used to determine the operating status of the railway vehicle based on changes in the area information.

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

[0070] The first stop control unit is used to issue a first stop control command when the state determination unit determines that the railway vehicle's operating state is that the railway vehicle is being towed from outside the target area to enter the target area by the shunting locomotive;

[0071] The stopper group operates in a relaxed state in response to the control of the first stop control command;

[0072] and / or,

[0073] The control module further includes: a second stop control unit;

[0074] The second stop control unit is used to issue a second stop control command when the status determination unit determines that the railway vehicle's operating status is that the railway vehicle has entered the target area and has been pulled by the shunting locomotive to fully enter the loading and unloading sub-area.

[0075] The stopper group operates in a braking state in response to the second stop control command; the technical problem solved by this step is: to brake the railway vehicle when it has fully entered the loading and unloading area.

[0076] and / or,

[0077] The control module further includes: a third stop control unit;

[0078] The third stop control unit is used to issue a third stop control command when the state determination unit determines that the railway vehicle is in operation and is about to be pulled out of the loading and unloading sub-area by the shunting locomotive.

[0079] The stopper group operates in a relaxed state in response to the control command of the third stopper control command;

[0080] and / or,

[0081] The control module further includes: a fourth stop control unit;

[0082] The fourth stop control unit is used to issue a fourth stop control command when the state determination unit determines that the railway vehicle's operating state is that the railway vehicle is being pulled from the target area to outside the target area by the shunting locomotive;

[0083] The stopper group operates in braking mode in response to the control command of the fourth stop control command.

[0084] In one embodiment, the vehicle positioning device includes at least two occupancy detection structures that correspond one-to-one with the sub-regions. The occupancy detection structures are used to detect the status information of the corresponding sub-regions and send the status information to the status determination unit. The status information includes: cleared status or occupancy status.

[0085] The regional information of the sub-regions occupied by the railway vehicles within the target area includes: the status information of each sub-region.

[0086] In another embodiment, the occupancy detection structure includes at least one of an electric track circuit, an axle counting track circuit, and a bidirectional pedal-type track circuit. Preferably, the occupancy detection structure can be an electric track circuit, an axle counting track circuit, or a track circuit consisting of a bidirectional pedal and a vehicle number recognition device, wherein the bidirectional pedal and vehicle number recognition device can identify the locomotive and its direction of travel.

[0087] On the one hand, the target area includes a first sub-area, a second sub-area, and the loading / unloading sub-area arranged sequentially along a first direction;

[0088] The length of the second sub-region in the first direction is equal to the length of the shunting locomotive in the first direction;

[0089] The state determination unit is used to detect that the working state of the railway vehicle is that the railway vehicle is being pulled from outside the target area into the target area by the shunting locomotive when the area information changes from the first sub-area being in a cleared state, the second sub-area being in a cleared state, and the loading and unloading sub-area being in a cleared state to the first sub-area being in an occupied state, the second sub-area being in a cleared state, and the loading and unloading sub-area being in a cleared state.

[0090] Furthermore, the state determination unit is also used to detect that the working state of the railway vehicle is that the railway vehicle is pulled into the loading and unloading sub-area by the shunting locomotive after entering the target area when the area information changes from the first sub-area being occupied, the second sub-area being occupied, and the loading and unloading sub-area being cleared, to the first sub-area being occupied, the second sub-area being occupied, and the loading and unloading sub-area being occupied, and then changes again to the first sub-area being cleared, the second sub-area being occupied, and the loading and unloading sub-area being occupied;

[0091] Furthermore, the state determination unit is also used to detect that the working state of the railway vehicle is that the railway vehicle is waiting to be pulled out of the loading and unloading sub-area by the shunting locomotive when the area information changes from the first sub-area being occupied, the second sub-area being cleared, and the loading and unloading sub-area being occupied, to the first sub-area being occupied, the second sub-area being occupied, and the loading and unloading sub-area being occupied, and then changes again to the first sub-area being cleared, the second sub-area being occupied, and the loading and unloading sub-area being occupied;

[0092] Furthermore, the state determination unit is also used to detect that the operating state of the railway vehicle is that the railway vehicle is being pulled from the target area to outside the target area by the shunting locomotive when the area information changes from the first sub-area being occupied, the second sub-area being cleared, and the loading / unloading sub-area being cleared to the first sub-area being cleared, the second sub-area being cleared, and the loading / unloading sub-area being cleared.

[0093] For example, such as Figure 2 As shown, the vehicle positioning device detects the locomotive and rolling stock position and direction of travel based on two states: occupied and cleared, and the timing of transitions between adjacent sections. The locomotive and rolling stock positioning device consists of three track circuit sections, starting from the receiving end ( Figure 1 The left side shows sections 1G1, 1G2, and 1G arranged in that order (the following example uses the 1G section for train reception and dispatch). This arrangement can also be used for accurate positioning of shunting locomotives. The track circuit transmits the occupancy and clearance status of the three track circuit sections to the stop system in real time. The stop system determines the locomotive and rolling stock's running direction, operation process, and operation stage based on the different occupancy times and order of the three sections. The vehicle positioning device can be an electric track circuit, an axle counting track circuit, or a track circuit consisting of a bidirectional pedal and a car number recognition device. The bidirectional pedal and car number recognition device can identify the locomotive and its running direction.

[0094] Preferably, a track circuit section 1G is provided at the boundary of the loading and unloading area to the area where the stop device is installed in the loading and unloading operation area, and a track circuit section 1G2 is provided outside the boundary of the loading and unloading area of ​​track circuit section 1G. The length of section 1G2 is arranged according to the length of the shunting locomotive (generally 25m). A track circuit section 1G1 is provided between the outside of 1G2 and the railway turnout section.

[0095] Furthermore, the system also includes:

[0096] The first indicator light (D11) is located at the boundary between the second sub-region and the loading sub-region;

[0097] The control module further includes: a first indication control unit;

[0098] The first indicator control unit is used to send a first display control command (D11 open permission signal) to the first indicator light when the area information changes from the first sub-area being in a cleared state, the second sub-area being in a cleared state, and the loading / unloading sub-area being in a cleared state to the first sub-area being in an occupied state, the second sub-area being in a cleared state, and the loading / unloading sub-area being in a cleared state, so as to control the first indicator light to display a first display state.

[0099] Furthermore, the first indicator control unit is also configured to send a second display control command (D11 indicator light off command) to the first indicator light when the area information changes from the first sub-area being occupied, the second sub-area being occupied, and the loading / unloading sub-area being cleared, to the first sub-area being occupied, the second sub-area being occupied, and the loading / unloading sub-area being occupied, and then changes again to the first sub-area being cleared, the second sub-area being occupied, and the loading / unloading sub-area being occupied, so as to control the first indicator light to display a second display state;

[0100] Furthermore, the first indicator control unit is also configured to send a third display control command to the first indicator light when the area information changes from the first sub-area being occupied, the second sub-area being cleared, and the loading / unloading sub-area being occupied, to the first sub-area being occupied, the second sub-area being occupied, and the loading / unloading sub-area being occupied, and then changes again to the first sub-area being cleared, the second sub-area being occupied, and the loading / unloading sub-area being occupied, so as to control the first indicator light to display the first display state;

[0101] Furthermore, the first indicator control unit is also configured to send a fourth display control command to the first indicator light when the area information changes from the first sub-area being occupied, the second sub-area being cleared, and the loading / unloading sub-area being cleared, to the first sub-area being cleared, the second sub-area being cleared, and the loading / unloading sub-area being cleared, so as to control the first indicator light to display a second display state.

[0102] Furthermore, the system also includes:

[0103] The second indicator light (D13) is located at the boundary between the first sub-region and the second sub-region;

[0104] The control module further includes: a second indication control unit;

[0105] The second indicator control unit is used to send a fifth display control command to the second indicator light when the area information changes from the first sub-area being occupied, the second sub-area being occupied, and the loading / unloading sub-area being occupied to the first sub-area being cleared, the second sub-area being occupied, and the loading / unloading sub-area being occupied, so as to control the second indicator light to display the first display state (D13 open permission signal).

[0106] The second indicator control unit is also used to send a sixth display control command to the second indicator light when the area information changes from the first sub-area being occupied, the second sub-area being cleared, and the loading / unloading sub-area being occupied to the first sub-area being cleared, the second sub-area being cleared, and the loading / unloading sub-area being occupied, so as to control the second indicator light to present the second display state (D13 indicator light off command).

[0107] The second indicator control unit is further configured to send a seventh display control command to the second indicator light when the state changes from the first sub-area being occupied, the second sub-area being cleared, and the loading / unloading sub-area being cleared to the first sub-area being cleared, the second sub-area being cleared, and the loading / unloading sub-area being cleared, so as to control the second indicator light to display a second display state (D13 indicator light off command).

[0108] Preferably, the indicator light is a shunting indicator light used to indicate the status of the stop group. When the stop group is released, the indicator light displays a white light, allowing vehicles to enter and exit the loading and unloading area. When the stop group is braked, the indicator light displays a blue light, prohibiting vehicles from entering and exiting the loading and unloading area. The indicator light is controlled by the automatic stop system and uploads its status to the stop system. The shunting locomotive operates according to the indicator light's display signal.

[0109] by Figure 2Taking section 1G as an example, an indicator light D11 permitting entry into section 1G is installed at the boundary of the loading and unloading operation on the 1G loading and unloading line. An indicator light D13 (differential indicator light) permitting exit from section 1G is installed on the left side of the operation boundary at the division between sections 1G1 and 1G2. The length from D13 to the boundary of the loading and unloading operation, i.e., section 1G2, is the stopping length of one shunting locomotive. This allows the automatic stop system to distinguish between shunting locomotives and loading / unloading vehicles. Shunting locomotives are not allowed to enter the loading / unloading area or section 1G. Loading / unloading vehicles must remain within the loading / unloading area 1G and cannot remain in sections 1G2 or 1G1.

[0110] Furthermore, the control module also includes: an alarm module;

[0111] The alarm module is used to issue an alarm message and control the stopper group to operate in the braking state after the area information changes from the first sub-area being occupied, the second sub-area being cleared, and the loading / unloading sub-area being cleared to the first sub-area being occupied, the second sub-area being occupied, and the loading / unloading sub-area being cleared. If the area information changes again but does not change to the first sub-area being occupied, the second sub-area being occupied, and the loading / unloading sub-area being occupied, the alarm module is used to issue an alarm message and control the stopper group to operate in the braking state.

[0112] Furthermore, the stopper group is located in the loading and unloading sub-area, and the stopper group includes: a plurality of stoppers disposed on the track;

[0113] The stopper is configured to apply pressure to the wheels of the railway vehicle for friction braking when in braking mode.

[0114] The stop assembly is a track-powered device used to stop railway vehicles and prevent them from slipping. It applies pressure to the passive railway vehicle wheels through external forces such as springs, hydraulic inner rail brakes, or caliper brakes to achieve friction braking. The stop assembly consists of multiple stoppers, the number of which depends on the braking capacity of the stoppers, the number of vehicles, and the kinetic energy passively generated by the vehicles. The stop assembly is controlled by an automatic stop system and uploads the status of the stoppers to the automatic stop system.

[0115] Preferably, the stopper group comprises several stoppers, the number of which is determined based on the braking capacity of the stoppers, the number of vehicles, and the passive kinetic energy generated by the vehicles. The stopper group is controlled by a stopper system command and uploads the stopper status to the stopper system. The stopping resistance of the stopper group is greater than the thrust generated by the maximum wind force in the area on the largest fully loaded train, and also greater than the impact force generated by loading machinery and flat transport machinery on the smallest train. The stopper group is arranged at the starting point of the railway entrance within the loading and unloading operation range of the automated terminal railway loading and unloading line, i.e., within the loading and unloading operation boundary of the gantry crane, and the stopper group is installed in a concentrated and continuous distribution within this area. The arrangement of the stoppers is required to meet the braking requirements of stopping at least one car at the entrance of the loading and unloading line, and also to meet the braking requirements of stopping a continuously coupled, fully loaded train from the beginning of the loading and unloading line railway entrance.

[0116] This invention is applicable to the automatic stopping of gantry cranes and railway vehicle loading and unloading operations on automated terminal railway loading and unloading lines, as well as the automatic stopping of bulk cargo unloaders and loaders and their connection to railway vehicles. It is also suitable for centralized automatic stopping of railway vehicle loading and unloading operations on automated railway freight yard loading and unloading lines. In practical applications, using all or part of this invention can achieve the requirement of stable automatic stopping, as the working principle is the same.

[0117] Furthermore, the stopper includes at least one of a spring, a hydraulic inner rail, and a caliper brake.

[0118] Preferably, the stop assembly is a group of rail vehicle stop devices, which can be caliper wheel brakes or controllable parking devices that apply pressure to both sides of the wheel using internal support brake rails, or controllable hydraulic parking jacks that apply resistance to the wheel. These devices have both relief and braking states, and the switching between the two states can be implemented through a control device.

[0119] Preferably, the stopper group consists of multiple stopper devices, and the stopping resistance is greater than the thrust generated by the maximum wind force in the area on the largest fully loaded railway vehicle, and also greater than the impact force generated by loading machinery and flat transport machinery on the smallest railway vehicle. The stopper group is normally in a braking state, which is a safe state. Even if the equipment loses power or the system is interrupted, the stopper group can still be in a safe state.

[0120] Preferably, the stopper group is arranged at the starting point of the railway entrance within the loading and unloading operation range of the automated terminal railway loading and unloading line, i.e., within the loading and unloading operation boundary of the gantry crane (gantry hoist). The stopper group is centrally and continuously distributed and installed in this area. The starting arrangement of the stoppers meets the braking requirements of stopping at least one car at the entrance of the loading and unloading line, and also meets the braking requirements of stopping a fully loaded train that is continuously coupled from the beginning of the railway entrance of the loading and unloading line.

[0121] The stop assembly is a track-powered device used to prevent railway vehicles from slipping when they stop. It applies pressure to the passive railway vehicle wheels through external forces such as springs, hydraulic inner rail brakes, or caliper brakes to achieve friction braking. Preferably, the stop assembly can be a caliper wheel brake or a controllable stopping device that applies pressure to both sides of the wheel using an inner support brake rail, or it can be a controllable hydraulic stopping jack assembly that applies resistance to the wheel. These devices have both relief and braking states, and the switching between these two states can be implemented through a control device.

[0122] Preferably, the stop device group is released at any time according to the progress of the rail-water intermodal loading and unloading operation, as instructed by the stop system. The indicator lights are controlled by the stop system and upload their status to the stop system. Shunting locomotives and rolling stock operate according to the indicator light readings. The stop device group is normally in a braking state, which is a safety state. Even if the equipment loses power or the system is interrupted, the stop device group can still be kept in a safe state.

[0123] In one embodiment, during the centralized automatic stopping process of the rail-water intermodal transport vehicles at the automated terminal's rail loading and unloading line, within the automated terminal's rail loading and unloading line operation area (e.g., Figure 2 Multiple sets of brake stops are installed on the rails at the vehicle entrance end of the 1G section. Since railway vehicles are passive, they are pushed to the loading and unloading area by a shunting locomotive (e.g., ...). Figure 2 The automatic stop system (1G) releases brakes on the shunting locomotive as it pushes the train of railway vehicles into the loading / unloading area and stops at the designated position. Simultaneously, the automatic stop system, based on the received track section and train position status, determines the operational process and stage, and generates a stop control command, which is then issued to the stop unit. The stop unit then initiates braking on the continuous train, ensuring the entire train remains connected without disassembling the car bodies to guarantee complete braking. The stop unit is normally in a braking state, but can be released at any time based on the progress of the rail-water intermodal loading / unloading operation, upon receiving a release command from the automatic stop system.

[0124] Furthermore, the gantry crane can move longitudinally during loading and unloading operations (e.g., along the railway line). A shunting locomotive pushes or pulls a train of wagons (1 to N wagons) longitudinally along the railway loading / unloading line under the gantry crane to the loading / unloading area. The gantry crane then loads and unloads goods between automated trucks and railway vehicles. After loading or unloading one wagon, the gantry crane moves longitudinally to the next wagon for further loading and unloading. Even if external vehicles, goods, or spreading equipment collide with the train, the train will not move due to the resistance of the automatic stopping system, thus not affecting the loading / unloading positioning and safety of the automated terminal's loading and unloading machinery.

[0125] This invention, based on a stop device and combined with track circuits, indicator lights, and other equipment, achieves automatic stopping of railway vehicles during loading and unloading operations, ensuring stable stopping of railway vehicles relative to the gantry crane's loading and unloading position within the loading and unloading area. This invention solves the problems of unstable automatic stopping and low automation levels in current automated terminals for direct railway loading and unloading operations, improving the stability of railway vehicle loading within the automated loading and unloading line's operating area, increasing operational efficiency, and ensuring the safety of rail-water intermodal loading and unloading operations. Based on a combination of track circuits, indicator lights, and a continuous stop device system, this invention achieves automatic judgment of the operation process and stages, forming a stable centralized automatic stop system. This system enables stable loading and unloading operations with fewer devices even in complex automated loading and unloading line environments. This invention employs a centralized safety protection stop system tailored to the characteristics of the operating scenario, ensuring stable and safe railway vehicle loading and unloading operations, meeting all regulations of railway cargo loading rules, improving loading and unloading safety, shortening loading and unloading time, and maximizing the port's throughput capacity.

[0126] Based on the same inventive concept, this invention also discloses an automatic stopping method, comprising:

[0127] The vehicle positioning device acquires the area information of the sub-area occupied by railway vehicles in the target area, wherein the railway vehicles include: shunting locomotives and trains, and the target area includes: at least two sub-areas;

[0128] The control module determines the operating status of the railway vehicle based on the changes in the regional information and issues a stop control command that matches the operating status.

[0129] The stop unit group operates in either a braking state or a relief state in response to the stop control command.

[0130] Each embodiment of the above-described automatic stop system has a corresponding embodiment of the automatic stop method, which will not be repeated here.

[0131] Furthermore, the specific steps for automatically stopping when a shunting locomotive pushes a train into the loading / unloading area to perform the car delivery operation include:

[0132] The shunting locomotive pushes the entire train into the loading and unloading area. The stopping system enters the receiving direction of the train delivery operation process according to the occupation or clearance status of the track circuit section and issues a release command to the stop device group. The stop device group changes from the braking state to the release state, and at the same time, the indicator light displays the light signal that allows entry. The shunting locomotive controls the railway vehicles to enter the loading and unloading area according to the light signal of the indicator light. The stopping system determines whether the shunting locomotive has delivered the train to the set position through the vehicle positioning device. If it has reached the set position, the indicator light displays the light signal that allows exit, and the shunting locomotive exits the loading and unloading line.

[0133] For example, such as Figure 3 The diagram shown is a flowchart of a vehicle delivery operation for an automatic stopping method provided in an embodiment of the present invention.

[0134] Taking the delivery of a vehicle to 1G as an example, 1G is in the initial state, 1G1 is cleared, 1G2 is cleared, 1G is cleared, the stopper group is in normal braking state, and the D11 and D13 indicator lights are off and the signal is displayed in blue.

[0135] The shunting locomotive pushes the entire train into section 1G1. 1G1 is occupied, 1G2 is cleared, and 1G is cleared. Based on this, the automatic stop system initiates the receiving direction's train dispatching operation and records the advance notice. It then issues a release command to the stop assembly, causing the stop assembly to switch from braking to release mode. Simultaneously, indicator light D11 displays a signal indicating permission to enter. When the stop assembly is in the release mode, indicator light D11 shows an open permission signal.

[0136] The shunting locomotive pushes the train forward into section 1G2. Section 1G1 is occupied, section 1G2 is occupied, and section 1G is cleared. The automatic stop system determines the operation process as a car delivery operation based on the warning record and the current status, and records the operation process and stage.

[0137] The shunting locomotive pushes the train forward into section 1G. Sections 1G1, 1G2, and 1G are occupied. The stop system, based on the previous record, confirms the operation process as a train delivery operation and records the operation process and stage.

[0138] The shunting locomotive continues to push the train into the loading and unloading area. The train passes through the 1G1 track circuit section before the operation area in sequence. When the shunting locomotive and train have cleared the 1G1 track circuit section and entered the loading and unloading area 1G, the shunting locomotive and train begin braking to prepare for a stop. At the same time, the stopping system receives a notification that the shunting locomotive and train have cleared the 1G1 track circuit section and entered states 1G2 and 1G. According to the car delivery operation procedure, it issues a braking command to the stopper group. After the stopper executes and returns braking status information, the stopping system issues a command to turn off the D11 indicator light and receives the off status. The stopping system detects when the train has reached the set position during the car delivery operation.

[0139] The automatic stop system determines the locomotives remaining in the 1G2 section once the 1G1 section is cleared and the 1G2 section is occupied, based on the car delivery operation process. Since the operation phase has been confirmed twice as the car delivery operation process and recorded, the stop unit is kept in the braking state, and the D13 indicator light is turned on to allow the shunting locomotive to reverse and leave the loading and unloading line.

[0140] When a shunting locomotive exits the loading / unloading line according to the D13 indicator light, section 1G2 is cleared, section 1G1 is occupied, and the D13 indicator light turns off; when a single shunting locomotive continuously exits, sections 1G1 and 1G2 are cleared, section 1G is occupied, and the D11 and D13 indicator lights turn off, the car delivery operation process ends. While waiting for the next operation process, the automatic stop system continuously brakes the railway loading / unloading train, and the loading / unloading line enters the automated gantry crane loading / unloading operation state.

[0141] If the train operation does not meet the logic of the second confirmation stage after the first confirmation of the train delivery process, the stop system will alarm, terminate the train delivery process, shut down the D11 signal, issue a braking command to the stop device group, and the stop system will enter the manual intervention process.

[0142] Furthermore, the specific steps for automatically stopping when a shunting locomotive pushes a train into the loading / unloading area to perform the car retrieval operation include:

[0143] When a shunting locomotive enters the loading / unloading line to retrieve a car, the stopping system confirms the entry into the retrieval process twice and records the advance notice. At the same time, it issues a release command to the stop unit group, which switches from braking to release. Simultaneously, the indicator lights display a signal indicating that entry is permitted. The shunting locomotive controls the railway vehicle to enter the loading / unloading area according to the indicator light signal. The stopping system determines whether the car has reached the set position through the vehicle positioning device. If the car has reached the set position, the indicator lights display a signal indicating that exit is permitted, and the shunting locomotive exits the loading / unloading line.

[0144] For example, such as Figure 4 The diagram shown is a flowchart of a vehicle retrieval operation for an automatic stopping method provided in an embodiment of the present invention.

[0145] Taking retrieving a vehicle from 1G as an example, 1G is in the initial state, 1G1 is cleared, 1G2 is cleared, 1G is occupied, the stop group is in the braking state, and indicator lights D11 and D13 are off;

[0146] When a railway shunting locomotive enters the loading and unloading line to retrieve a car, the track circuit determines that a car is occupied at 1G, 1G2 is cleared, and 1G1 is occupied. Based on this, the automatic stop system initiates the car retrieval operation in the receiving direction.

[0147] The shunting locomotive continues to move forward into section 1G2. Sections 1G1, 1G2, and 1G are occupied. The stop system confirms for the first time that the operation mode is a car retrieval operation and records the operation process and stages.

[0148] The shunting locomotive continues to move forward to clear section 1G1. Section 1G1 is cleared, section 1G2 is occupied, and section 1G is occupied. The stop system confirms the operation mode as a car retrieval operation and records the operation process and stage.

[0149] Because the length of 1G2 is only sufficient for the length of one locomotive, when the 1G1 section is cleared and 1G2 is occupied, the automatic stop system can confirm that a locomotive is entering alone. The automatic stop system issues a release command to the stop device group according to the car retrieval operation requirements and receives the release status. It issues an open command to indicator light D11. The shunting locomotive connects to the loading and unloading car train according to the indicator light D11.

[0150] According to the coupling stage of the car retrieval operation, the automatic stop system issues a release command to the stop device group. Upon receiving the return to the release state from the stop device group, it sends an open signal command to indicator D13 and receives the return status, allowing the train to leave the loading and unloading line. The shunting locomotive pulls the train to leave the loading and unloading line.

[0151] When the train leaves the loading and unloading line, the track circuit determines that 1G, 1G2, and 1G1 occupy and clear the track circuit section in sequence and uploads the information to the stop system. The stop system determines that the train retrieval operation is complete, issues the command to turn off indicator lights D13 and D11, and the stop device group maintains the braking state and receives the status return. The train retrieval operation is complete.

[0152] This invention, based on a stop device and combined with track circuits, indicator lights, and other equipment, achieves automatic stopping of railway vehicles during loading and unloading operations, ensuring stable stopping of railway vehicles relative to the gantry crane's loading and unloading position within the loading and unloading area. This invention solves the problems of unstable automatic stopping and low automation levels in current automated terminals for direct railway loading and unloading operations, improving the stability of railway vehicle loading within the automated loading and unloading line's operating area, increasing operational efficiency, and ensuring the safety of rail-water intermodal loading and unloading operations. Based on a combination of track circuits, indicator lights, and a continuous stop device system, this invention achieves automatic judgment of the operation process and stages, enabling stable loading and unloading operations with fewer devices even in complex automated loading and unloading line environments. This invention employs a centralized safety protection stop system tailored to the characteristics of the operating scenario, ensuring stable and safe railway vehicle loading and unloading operations, meeting all regulations of railway cargo loading rules, improving loading and unloading safety, shortening loading and unloading time, and maximizing the port's throughput capacity.

[0153] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. An automatic stop system, characterized in that, include: A vehicle positioning device is used to acquire regional information of the sub-regions occupied by railway vehicles within a target area. The railway vehicles include shunting locomotives and train sets, and the target area includes at least two sub-regions. The control module is used to determine the operating status of the railway vehicle based on changes in the area information, and to issue a stop control command that matches the operating status. A stop device assembly, used to operate in a braking state or a relief state in response to the stop control command; Wherein, one of the at least two sub-regions included in the target area is a loading and unloading sub-region: The control module includes a status determination unit, which is used to determine the operating status of the railway vehicle based on changes in the area information. The control module further includes: a first stop control unit; The first stop control unit is used to issue a first stop control command when the state determination unit determines that the railway vehicle's operating state is that the railway vehicle is being towed from outside the target area to enter the target area by the shunting locomotive; The stopper group operates in a relaxed state in response to the control of the first stop control command; And / or, The control module further includes: a second stop control unit; The second stop control unit is used to issue a second stop control command when the status determination unit determines that the railway vehicle's operating status is that the railway vehicle has entered the target area and has been pulled by the shunting locomotive to fully enter the loading and unloading sub-area. The stopper group operates in braking mode in response to the control of the second stop control command; And / or, The control module further includes: a third stop control unit; The third stop control unit is used to issue a third stop control command when the state determination unit determines that the railway vehicle is in operation and is about to be pulled out of the loading and unloading sub-area by the shunting locomotive. The stopper group operates in a relaxed state in response to the control of the third stop control command; And / or, The control module further includes: a fourth stop control unit; The fourth stop control unit is used to issue a fourth stop control command when the state determination unit determines that the railway vehicle's operating state is that the railway vehicle is being pulled from the target area to outside the target area by the shunting locomotive; The stopper group operates in braking state in response to the control of the fourth stop control command; The vehicle positioning device includes at least two occupancy detection structures that correspond one-to-one with the sub-regions. The occupancy detection structures are used to detect the status information of the corresponding sub-regions and send the status information to the status determination unit. The status information includes: cleared status or occupied status. The regional information of the sub-regions occupied by the railway vehicles within the target area includes: the status information of each sub-region; The occupancy detection structure includes at least one of the following: an electrical track circuit, an axle counting track circuit, and a bidirectional pedal-type track circuit. The target area includes a first sub-area, a second sub-area, and the loading / unloading sub-area arranged sequentially along a first direction; The length of the second sub-region in the first direction is equal to the length of the shunting locomotive in the first direction; The state determination unit is used to detect that the working state of the railway vehicle is that the railway vehicle is being pulled from outside the target area into the target area by the shunting locomotive when the area information changes from the first sub-area being in a cleared state, the second sub-area being in a cleared state, and the loading and unloading sub-area being in a cleared state to the first sub-area being in an occupied state, the second sub-area being in a cleared state, and the loading and unloading sub-area being in a cleared state. Furthermore, the state determination unit is also used to detect that the working state of the railway vehicle is that the railway vehicle is pulled into the loading and unloading sub-area by the shunting locomotive after entering the target area when the area information changes from the first sub-area being occupied, the second sub-area being occupied, and the loading and unloading sub-area being cleared, to the first sub-area being occupied, the second sub-area being occupied, and the loading and unloading sub-area being occupied, and then changes again to the first sub-area being cleared, the second sub-area being occupied, and the loading and unloading sub-area being occupied; Furthermore, the state determination unit is also used to detect that the working state of the railway vehicle is that the railway vehicle is waiting to be pulled out of the loading and unloading sub-area by the shunting locomotive when the area information changes from the first sub-area being occupied, the second sub-area being cleared, and the loading and unloading sub-area being occupied, to the first sub-area being occupied, the second sub-area being occupied, and the loading and unloading sub-area being occupied, and then changes again to the first sub-area being cleared, the second sub-area being occupied, and the loading and unloading sub-area being occupied; Furthermore, the state determination unit is also used to detect that the operating state of the railway vehicle is that the railway vehicle is being pulled from the target area to outside the target area by the shunting locomotive when the area information changes from the first sub-area being occupied, the second sub-area being cleared, and the loading / unloading sub-area being cleared to the first sub-area being cleared, the second sub-area being cleared, and the loading / unloading sub-area being cleared.

2. The automatic stop system according to claim 1, characterized in that, Also includes: The first indicator light is located at the boundary between the second sub-area and the loading / unloading sub-area; The control module further includes: a first indication control unit; The first indicator control unit is used to send a first display control command to the first indicator light when the area information changes from the first sub-area being in a cleared state, the second sub-area being in a cleared state, and the loading / unloading sub-area being in a cleared state to the first sub-area being in an occupied state, the second sub-area being in a cleared state, and the loading / unloading sub-area being in a cleared state, so as to control the first indicator light to display a first display state. Furthermore, the first indicator control unit is also configured to send a second display control command to the first indicator light when the area information changes from the first sub-area being occupied, the second sub-area being occupied, and the loading / unloading sub-area being cleared, to the first sub-area being occupied, the second sub-area being occupied, and the loading / unloading sub-area being occupied, and then changes again to the first sub-area being cleared, the second sub-area being occupied, and the loading / unloading sub-area being occupied, so as to control the first indicator light to display a second display state; Furthermore, the first indicator control unit is also configured to send a third display control command to the first indicator light when the area information changes from the first sub-area being occupied, the second sub-area being cleared, and the loading / unloading sub-area being occupied, to the first sub-area being occupied, the second sub-area being occupied, and the loading / unloading sub-area being occupied, and then changes again to the first sub-area being cleared, the second sub-area being occupied, and the loading / unloading sub-area being occupied, so as to control the first indicator light to display the first display state; Furthermore, the first indicator control unit is also configured to send a fourth display control command to the first indicator light when the area information changes from the first sub-area being occupied, the second sub-area being cleared, and the loading / unloading sub-area being cleared, to the first sub-area being cleared, the second sub-area being cleared, and the loading / unloading sub-area being cleared, so as to control the first indicator light to display a second display state.

3. The automatic stop system according to claim 1, characterized in that, Also includes: The second indicator light is located at the boundary between the first sub-region and the second sub-region; The control module further includes: a second indication control unit; The second indicator control unit is used to send a fifth display control command to the second indicator light when the area information changes from the first sub-area being occupied, the second sub-area being occupied, and the loading / unloading sub-area being occupied, to the first sub-area being cleared, the second sub-area being occupied, and the loading / unloading sub-area being occupied, so as to control the second indicator light to display the first display state. The second indicator control unit is further configured to send a sixth display control command to the second indicator light when the area information changes from the first sub-area being occupied, the second sub-area being cleared, and the loading / unloading sub-area being occupied to the first sub-area being cleared, the second sub-area being cleared, and the loading / unloading sub-area being occupied, so as to control the second indicator light to display a second display state. The second indicator control unit is further configured to send a seventh display control command to the second indicator light when the state changes from the first sub-area being occupied, the second sub-area being cleared, and the loading / unloading sub-area being cleared to the first sub-area being cleared, the second sub-area being cleared, and the loading / unloading sub-area being cleared, so as to control the second indicator light to display a second display state.

4. The automatic stop system according to claim 1, characterized in that, The control module also includes: an alarm module; The alarm module is used to issue an alarm message and control the stopper group to operate in the braking state after the area information changes from the first sub-area being occupied, the second sub-area being cleared, and the loading / unloading sub-area being cleared to the first sub-area being occupied, the second sub-area being occupied, and the loading / unloading sub-area being cleared. If the area information changes again but does not change to the first sub-area being occupied, the second sub-area being occupied, and the loading / unloading sub-area being occupied, the alarm module is used to issue an alarm message and control the stopper group to operate in the braking state.

5. The automatic stop system according to any one of claims 1 to 4, characterized in that, The stopper group is located in the loading and unloading sub-area, and the stopper group includes: multiple stoppers disposed on the track; The stopper is configured to apply pressure to the wheels of the railway vehicle for friction braking when in braking mode.

6. The automatic stop system according to claim 5, characterized in that, The stop device includes at least one of the following: a spring, a hydraulic inner rail, and a caliper brake.

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