Railway anti-runaway control and monitoring system and method

Abstract

Embodiments of the present application relate to the field of railway vehicle stopping and monitoring, and particularly to a railway anti-slip control and monitoring system and method. The railway anti-slip control and monitoring system comprises: an anti-slip device having a braking state and a release state; an anti-slip controller connected with the anti-slip device, controlling the anti-slip device to switch between the braking state and the release state, receiving state information of the anti-slip device; a control manager in communication connection with the anti-slip controller, sending control instructions to the anti-slip controller and receiving state information, the anti-slip controller controlling the anti-slip device according to the control instructions; a monitoring sensor arranged on the anti-slip device, monitoring the anti-slip device and the vehicle; a monitoring collector connected with the monitoring sensor, collecting monitoring data of the monitoring sensor; and a monitoring manager in communication connection with the monitoring collector and the control manager, respectively, receiving and determining whether the vehicle has slipped away according to the monitoring data and the state information. The system can exclude monitoring data interference and achieve accurate control of the anti-slip device.

Description

TECHNICAL FIELD

[0001] Embodiments of the present application relate to the technical field of stopping and monitoring of railway vehicles, and in particular to a railway anti-slip control and monitoring system and method. BACKGROUND

[0002] The statements herein are merely provided to give background information of the present application, and do not necessarily constitute the prior art. At present, railway vehicles are usually stopped by air braking, but due to poor sealing of the brake air pipe for generating air braking, the air pressure in the brake air pipe will decrease after the vehicle is braked and stopped for a period of time, so that the braking effect of the vehicle becomes poor, and the vehicle is prone to slip accidents.

[0003] The vehicle in a slip accident may approach a railway turnout area, or even enter other lines, affecting the safety of railway operation, causing the vehicle to derail, overturn, damage the turnout and buildings, and even causing personnel casualties, etc. SUMMARY

[0004] In the following, a brief summary of the present application is given to provide a basic understanding of some aspects of the present application. It should be understood that this summary is not an exhaustive overview of the present application. It is not intended to identify key or important parts of the present application, nor is it intended to limit the scope of the present application. Its purpose is merely to give some concepts in a simplified form as a prelude to the more detailed description discussed later.

[0005] In a first aspect, embodiments of the present application provide a railway anti-slip control and monitoring system, comprising: an anti-slip device arranged on each railway track, the anti-slip device being arranged to have a braking state and a release state, the anti-slip device braking a vehicle on the railway track in the braking state to prevent the vehicle from slipping, and releasing the braking of the vehicle in the release state; an anti-slip controller connected with the anti-slip device, the anti-slip controller being arranged to control the anti-slip device to switch between the braking state and the release state, and receive state information of the anti-slip device; a control manager in communication connection with the anti-slip controller, the control manager being arranged to send a control instruction to the anti-slip controller and receive the state information, the anti-slip controller being arranged to control the anti-slip device according to the control instruction; a monitoring sensor arranged on the anti-slip device and arranged to monitor the anti-slip device and the vehicle; a monitoring collector connected with the monitoring sensor and arranged to collect monitoring data of the monitoring sensor; a monitoring manager in communication connection with the monitoring collector and the control manager, the monitoring manager being arranged to receive the monitoring data and the state information, and determine whether the vehicle has slipped according to the monitoring data and the state information.

[0006] The railway anti-slip control and monitoring system provided by the embodiment of the present application controls the state of the anti-slip device by setting a control manager and an anti-slip controller, thereby realizing braking or relieving of the railway vehicle. The automatic monitoring of the anti-slip device and the vehicle state is realized by setting a monitoring sensor, a monitoring collector and a monitoring manager. Moreover, the monitoring module and the control module of the anti-slip device are set separately, that is, the monitoring module composed of the monitoring sensor, the monitoring collector and the monitoring manager and the control module composed of the anti-slip controller and the control manager are set respectively, the transmission channels between the monitoring module and the anti-slip device and between the control module and the anti-slip device are set separately, the monitoring of the anti-slip device does not affect the anti-slip controller and the control manager to receive and transmit the control signal, and thus the accurate control of the anti-slip device can be realized.

[0007] In the second aspect, the embodiment of the present application further provides a railway anti-slip control and monitoring method. The anti-slip device is arranged on the railway track, and is arranged to have a braking state and a relieving state. The anti-slip device brakes the vehicle on the railway track in the braking state to prevent the vehicle from slipping, and releases the braking of the vehicle in the relieving state. The railway anti-slip control and monitoring method comprises the following steps: monitoring the running state information of the anti-slip device; sending a control instruction to the anti-slip device to control the anti-slip device to switch between the braking state and the relieving state; acquiring the braking action time or the relieving action time of the anti-slip device; determining whether the anti-slip device is abnormal according to the running state information of the anti-slip device, the control instruction and the braking action time or the relieving action time; and performing alarm prompting in response to the anti-slip device being abnormal.

[0008] The method provided by the embodiment of the present application can accurately and timely determine whether the anti-slip device is in an abnormal state by monitoring the running state information of the anti-slip device, the control instruction and the braking action time or the relieving action time, thereby preventing the vehicle from slipping due to the anti-slip device being in an abnormal state, and preventing the railway work efficiency from being affected due to the anti-slip device being in an abnormal state and being unable to timely release the braking of the vehicle.

[0009] These and other advantages of the present application will become more apparent in light of the following detailed description of preferred embodiments of the present application. BRIEF DESCRIPTION OF DRAWINGS

[0010] In order to further illustrate the above and other advantages and features of the present application, the specific embodiments of the present application are further described in detail below with reference to the accompanying drawings. The drawings are included in the specification and form a part of the specification. Elements having the same function and structure are denoted by the same reference numerals. It should be understood that the drawings only describe typical examples of the present application and should not be regarded as limiting the scope of the present application.

[0011] Figure 1 Structure diagram of a railway anti-slipping control and monitoring system according to an embodiment of the present application;

[0012] Figure 2 Structure diagram of a control manager, an anti-slipping controller and an anti-slipping device according to an embodiment of the present application;

[0013] Figure 3 Structure diagram of an emergency operation controller according to an embodiment of the present application;

[0014] Figure 4 is a top view diagram of an emergency operation controller according to an embodiment of the present application; Figure 3

[0015] Figure 5 Schematic diagram of a vehicle passing through when an anti-slipping device according to an embodiment of the present application is in a relief state;

[0016] Figure 6 Schematic diagram of a vehicle stopping when an anti-slipping device according to an embodiment of the present application is in a braking state;

[0017] Figure 7 Schematic diagram of a vehicle slipping away when an anti-slipping device according to an embodiment of the present application is in a braking state;

[0018] Figure 8 Structure diagram of a control manager, a monitoring manager, a monitoring sensor and a monitoring collector according to an embodiment of the present application;

[0019] Figure 9 Flowchart of a railway anti-slipping control and monitoring method according to an embodiment of the present application.

[0020] BRIEF DESCRIPTION OF REFERENCE NUMERALS:

[0021] ​1. Railway anti-slip control and monitoring system; 10. Anti-slip device; 11. Hydraulic drive unit; 111. Directional valve; 113. Motor; 114. Liquid level sensor; 115. Hydraulic pressure sensor; 116. Oil temperature sensor; 117. Temperature and humidity sensor; 12. Actuator; 121. Brake valve; 122. Release valve; 13. First anti-slip device; 14. Second anti-slip device; 15. Third anti-slip device; 20. Anti-slip controller; 30. Control manager; 40. Monitoring collector; 50. Monitoring sensor; 51. Wheel detection sensor; 52. Speed sensor; 53. Camera; 54. Axle pin sensor; 55. Laser sensor; 500. Wind monitoring sensor; 60. Monitoring manager; 70. Database server; 80. Emergency operation controller; 81. Manual control mode indicator light; 82. Automatic control mode indicator light; 83. Anti-slip device brake control button; 84. Anti-slip device release control button; 85. Anti-slip device number selection button; 86. Cancel button; 87. Control mode conversion button; 88. Track selection button; 89. Anti-slip device number indicator light; 800. Alarm indicator light; 90. Alarm;

[0022] 1000. Vehicle; 2000. User.

[0023] It should also be noted that the drawings are only for the convenience of describing the preferred embodiments, and not the application itself. The drawings do not show every aspect of the described embodiments, and do not limit the scope of the application. DETAILED DESCRIPTION

[0024] In order to make the purpose, technical scheme and advantages of the present application clearer, the technical scheme of the present application will be described clearly and completely below in conjunction with the drawings of the embodiments of the present application. Obviously, the described embodiments are one embodiment of the present application, not all embodiments. Based on the described embodiments of the present application, all other embodiments obtained by those of ordinary skill in the art without creative labor fall within the scope of protection of the present application.

[0025] It should be noted that, unless otherwise defined, the technical terms or scientific terms used in the present application should be understood as the usual meaning understood by those skilled in the art in the field to which the present application belongs. If the description of "first", "second" and the like is involved throughout the text, the "first", "second" and the like are only used to distinguish similar objects, and cannot be understood as indicating or implying the relative importance, the order of precedence or implying the number of the indicated technical features, it should be understood that the data of "first", "second" and the like can be interchanged under appropriate circumstances. If "and / or" appears throughout the text, it means that it includes three parallel schemes, for example, "A and / or B" includes A scheme, or B scheme, or A and B scheme at the same time.

[0026] The inventor of the present application finds that at present, the monitoring of the anti-runaway device is usually realized by manual inspection of railway staff, which is low in efficiency and accuracy, and has great safety hazards.

[0027] To solve the above technical problems, the present application provides a railway anti-runaway control and monitoring system, Figure 1 The structure of the railway anti-runaway control and monitoring system according to the embodiment of the present application is shown.

[0028] As Figure 1 shown, the railway anti-runaway control and monitoring system 1 provided by the embodiment of the present application comprises an anti-runaway device 10, an anti-runaway controller 20, a control manager 30, a monitoring collector 40, a monitoring sensor 50 and a monitoring manager 60. The anti-runaway device 10 is arranged on each railway track, and is arranged to have a braking state and a release state. In the braking state, the anti-runaway device 10 brakes the vehicle 1000 on the railway track to prevent the vehicle 1000 from running away. In the release state, the anti-runaway device 10 releases the brake on the vehicle 1000. The anti-runaway controller 20 is connected with the anti-runaway device 10. The anti-runaway controller 20 is arranged to control the anti-runaway device 10 to switch between the braking state and the release state, and to receive state information of the anti-runaway device 10. The control manager 30 is in communication connection with the anti-runaway controller 20. The control manager 30 is arranged to send control instructions to the anti-runaway controller 20 and to receive state information. The anti-runaway controller 20 is arranged to control the anti-runaway device 10 according to the control instructions. The monitoring sensor 50 is arranged on the anti-runaway device 10, and is arranged to monitor the anti-runaway device 10 and the vehicle 1000. The monitoring collector 40 is connected with the monitoring sensor 50, and is arranged to collect monitoring data of the monitoring sensor 50. The monitoring manager 60 is in communication connection with the monitoring collector 40 and the control manager 30, respectively. The monitoring manager 60 is arranged to receive the monitoring data and the state information, and to determine whether the vehicle 1000 has run away according to the monitoring data and the state information.

[0029] The railway anti-runaway control and monitoring system 1 provided by the present application controls the state of the anti-runaway device 10 by arranging the control manager 30 and the anti-runaway controller 20, thereby realizing braking or release of the railway vehicle 1000. The monitoring sensor 50, the monitoring collector 40 and the monitoring manager 60 are arranged to realize automatic monitoring of the state of the anti-runaway device 10 and the vehicle 1000. Moreover, the monitoring module composed of the monitoring sensor 50, the monitoring collector 40 and the monitoring manager 60, and the control module composed of the anti-runaway controller 20 and the control manager 30 are arranged separately, so that the transmission channels between the monitoring module and the anti-runaway device 10 and between the control module and the anti-runaway device 10 are arranged separately, avoiding the influence of monitoring of the anti-runaway device 10 on the reception and transmission of control signals by the anti-runaway controller 20 and the control manager 30, and thereby realizing accurate control of the anti-runaway device 10.

[0030] In some embodiments, the control manager 30 can be connected to the anti-runaway controller 20 via a control fiber optic network, and the monitoring manager 60 can be connected to the monitoring acquisition unit 40 via a monitoring fiber optic network. The control fiber optic network and the monitoring fiber optic network are not interconnected to prevent the transmission of monitoring data from affecting the anti-runaway controller 20 and the control manager 30's reception and transmission of control signals.

[0031] In some embodiments, the anti-slip device 10 may be a hydraulically supported anti-slip device, such as... Figure 2 As shown, the anti-runaway device 10 may include a hydraulic drive unit 11 and an actuator 12. The hydraulic drive unit 11 provides power to the actuator 12 to brake the vehicle 1000 or release the brake.

[0032] like Figure 2 As shown, in some embodiments, the hydraulic drive unit 11 may include a directional valve 111, and the actuator 12 may include a brake valve 121 and a release valve 122. The anti-rollover controller 20 is connected to the directional valve 111 and is used to switch between the brake valve 121 and the release valve 122. In some embodiments, when the directional valve 111 rotates in a preset direction, the brake valve 121 is activated to brake the vehicle 1000; when the directional valve 111 rotates in the opposite direction of the preset direction, the release valve 122 is activated to release the brake on the vehicle 1000. In some embodiments, the directional valve 111 may be a solenoid ball valve.

[0033] In some embodiments, after the anti-slip device 10 actuates to a state specified by the anti-slip controller 20, it sends status information of the anti-slip device 10 to the anti-slip controller 20. The status information includes braking indication information and relief indication information. For example... Figure 2 As shown, when the brake valve of the anti-runaway device 10 is in the braking position, a braking indication message is sent to the anti-runaway controller 20, indicating that the anti-runaway device 10 is in the braking state; when the release valve of the anti-runaway device 10 is in the release position, a release indication message is sent to the anti-runaway controller 20, indicating that the anti-runaway device 10 is in the release state.

[0034] In some embodiments, the anti-runaway device 10 can also be configured to have a no-indication state. The no-indication state means that the anti-runaway device 10 is neither braking nor releasing the brakes. In the no-indication state, the anti-runaway device 10 neither brakes nor releases the brakes on the vehicle 1000 on the railway track. In this embodiment, the anti-runaway controller 20 collects the status information of the anti-runaway device in real time and sends the status information to the control manager 30 to monitor in real time whether the anti-runaway device 10 is in a braking state, a releasing state, or a no-indication state.

[0035] In some embodiments, the anti-slip controller 20 can be provided with a maintenance state and a non-maintenance state, the anti-slip controller 20 receives but does not execute the control instructions sent by the control manager 30 in the maintenance state, and the anti-slip controller 20 receives and executes the control instructions sent by the control manager 30 in the non-maintenance state. In some embodiments, a maintenance button can be provided on the anti-slip controller 20, and the maintenance personnel can switch the anti-slip controller 20 between the maintenance state and the non-maintenance state by pressing the maintenance button. In this embodiment, by providing the maintenance state, the misexecution of the control instructions in the maintenance state can be avoided, and the misoperation of the anti-slip controller 10 can be avoided, which can cause danger to the maintenance personnel.

[0036] In some embodiments, the system 1 can further include a power supply and a control electrical cabinet, the control electrical cabinet is provided with a lightning protection module, an air switch, a phase failure protector, and an optical-electricity switch, and the anti-slip controller 20 can also be arranged in the control electrical cabinet. In some embodiments, the lightning protection module and the air switch are connected between the power supply and the anti-slip controller 20, and the power supply supplies power to the anti-slip controller 20 through the lightning protection module and the air switch. The anti-slip controller 20 is connected with the phase failure protector, the optical-electricity switch, and the anti-slip controller 10. The anti-slip controller 20 is connected with the anti-slip controller 10 through a signal cable, and is used for sending control instructions to the anti-slip controller 10 or receiving state signals. The anti-slip controller 20 is connected with the optical-electricity switch through a network cable, the optical-electricity switch is connected with the control manager 30 through an optical fiber network, so as to realize the communication between the anti-slip controller 20 and the control manager 30. The anti-slip controller 20 is connected with the phase failure protector through a cable, and the phase failure protector is used for protecting the anti-slip controller 20 when the power supply is out of phase or lacks phase. In some embodiments, the anti-slip controller 20 can further include a plurality of network communication interfaces, such as an RJ45 interface and an RS485 interface, which can be used for connecting with the control manager 30 and / or the monitoring collector 40 to realize the transmission of data.

[0037] In some embodiments, the system 1 can further include a monitoring electrical cabinet, the monitoring electrical cabinet is provided with a lightning protection module, an air switch, and an optical-electricity switch, and the monitoring collector 40 can also be arranged in the monitoring electrical cabinet. The lightning protection module and the air switch are connected between the power supply and the monitoring collector 40, and the input power supply supplies power to the monitoring collector 40 through the lightning protection module and the air switch. In some embodiments, the monitoring collector 40 can be connected with the optical-electricity switch through a network cable, and the optical-electricity switch is connected with the monitoring manager 60 through an optical fiber network, so as to realize the communication between the monitoring collector 40 and the monitoring manager 60.

[0038] In some embodiments, two control managers 30 are provided in a redundant manner, and both are in communication connection with the anti-slip controller 20; both control managers 30 are configured to receive the state information simultaneously. One of the two control managers 30 is configured to send the control instructions to the anti-slip controller 20, and the other is configured to send the control instructions to the anti-slip controller 20 when the communication between one of the control managers 30 and the anti-slip controller 20 is disconnected. In such embodiments, the control of the anti-slip controller 20 by the control manager 30 can be ensured to be safe, accurate and reliable: on the one hand, by providing a backup control manager 30, the situation that the control manager 30 fails to send the control instructions to the anti-slip controller 20 can be prevented; on the other hand, one of the control managers 30 is configured as a main control manager for sending the control instructions to the anti-slip controller 20, and the other is configured as a backup control manager for sending the control instructions to the anti-slip controller 20 when the communication between the main control manager 30 and the anti-slip controller 20 is disconnected, so that the situation that both control managers 30 send the control instructions to the anti-slip controller 20 at the same time and cause the anti-slip controller 20 to run in disorder can be prevented.

[0039] In some embodiments, two anti-slip controllers 20 are provided for each anti-slipper 10, both are configured to control the anti-slipper 10, and both are in communication connection with the control manager 30 and the corresponding anti-slipper 10; both anti-slip controllers 20 are configured to receive the control instructions from the control manager 30 and the state information of the anti-slipper 10 simultaneously. One of the two anti-slip controllers 20 is configured to control the anti-slipper 10, and the other is configured to control the anti-slipper 10 when the communication between one of the anti-slip controllers 20 is disconnected. In such embodiments, the control of the anti-slipper 10 by the anti-slip controller 20 can be ensured to be safe, accurate and reliable: on the one hand, by providing a backup anti-slip controller 20, the situation that the anti-slip controller 20 fails to control the anti-slipper 10 can be prevented; on the other hand, one of the anti-slip controllers 20 is configured as a main anti-slip controller for controlling the anti-slipper 10, and the other is configured as a backup anti-slip controller for controlling the anti-slipper 10 when the communication between the main anti-slip controller is disconnected, so that the situation that both anti-slip controllers 20 control the anti-slipper 10 at the same time and cause the anti-slipper 10 to run in disorder can be prevented.

[0040] In some embodiments, the control manager 30 is further configured to switch between the two anti-slip controllers 20, so that one of the anti-slip controllers 20 is used to control the anti-slip device 10. In such an embodiment, when the system 1 is initially started, both anti-slip controllers 20 are activated, with one of them being the primary anti-slip controller by default, used to control the anti-slip device 10, and the other being a backup anti-slip controller, which controls the anti-slip device 10 when communication with the primary anti-slip controller is lost. During operation, the control manager 30 can send a command to switch the anti-slip controller 20 to designate one of the anti-slip controllers 20 as the primary anti-slip controller, so as to ensure the accurate execution of control commands.

[0041] like Figure 1 As shown, in some embodiments, system 1 further includes a database server 70, which is communicatively connected to the control manager 30 and the monitoring manager 60, respectively. The database server 70 is configured to receive and store control commands, status information and monitoring data.

[0042] In some embodiments, the database server 70 also functions as an arbitrator. The database server 70 communicates with the two control managers 30, periodically sending heartbeat signals to and receiving heartbeat response signals to monitor the status of the two control managers 30. If a heartbeat response signal is not received from one control manager 30, that control manager 30 is deemed abnormal, and the other control manager 30 is notified to switch to the primary control manager. When the database server 70 is offline, one of the control managers 30 is defaulted to the primary control manager.

[0043] like Figure 1 As shown, in some embodiments, system 1 further includes an emergency operation controller 80, which is connected to the anti-runaway controller 20. The emergency operation controller 80 is configured to receive input from user 2000 and send control commands to the anti-runaway controller 20 based on the user 2000's input. In such embodiments, railway staff can send commands to the anti-runaway controller 20 via the emergency operation controller 80 and thereby control the anti-runaway device 10 in case of an emergency or when both control managers 30 malfunction. This combination of manual control and automatic control by the control managers 30 results in high accuracy and fast judgment in identifying abnormal situations such as vehicle 1000 runaway.

[0044] In some embodiments, the emergency operation controller 80 can be connected to the anti-slip controller 20 via a separate fiber optic network.

[0045] In some embodiments, the anti-rollover controller 20 has a manual control mode and an automatic control mode, and the emergency operation controller 80 is used to switch the control mode of the anti-rollover controller 20. In manual control mode, the emergency operation controller 80 is configured to send control commands, and the control manager 30 is used to receive status information; in automatic control mode, the control manager 30 is configured to send control commands, and the emergency operation controller 80 is used to receive status information. In this embodiment, when the anti-rollover controller 20 is in manual control mode, the control manager 30 can still receive the status information of the anti-rollover device 10 and send the status information to the monitoring manager 60 to determine whether the vehicle 1000 has rolled away. This embodiment combines manual and automatic control by switching between manual and automatic control modes, improving the system's accuracy, monitoring speed, and control speed, while reducing labor intensity.

[0046] like Figure 3 and Figure 4 As shown, in some embodiments, the emergency operation controller 80 may include: a manual control mode indicator 81, an automatic control mode indicator 82, an anti-slipper braking control button 83, an anti-slipper release control button 84, an anti-slipper number selection button 85, a cancel button 86, a control mode conversion button 87, a track selection button 88, and an anti-slipper activation number indicator 89. In such an embodiment, railway workers can use the control mode conversion button 87 to switch the anti-slipper controller 20 between manual and automatic control modes. When the anti-slipper controller 20 is in manual control mode, the manual control mode indicator 81 is lit, and the automatic control mode indicator 82 is off; when the anti-slipper controller 20 is in automatic control mode, the automatic control mode indicator 82 is lit, and the manual control mode indicator 81 is off. In manual control mode, railway workers can select and control the anti-slip device on the desired track by operating the anti-slip device braking control button 83, anti-slip device release control button 84, anti-slip device number selection button 85, cancel button 86, and track selection button 88, thereby controlling the braking or release of the anti-slip device 10. Furthermore, regardless of the control mode of the anti-slip device controller 20, the anti-slip device activation number indicator 89 will illuminate when the anti-slip device 10 is activated, indicating the corresponding number of activated anti-slip devices 10.

[0047] In some embodiments, the two control managers 30 send heartbeat signals to each other. The two control managers 30 are configured such that if one control manager 30 does not receive a response signal from the other control manager 30 within a predetermined time, it is authorized to send control commands. And / or, the emergency operation controller 80 and the control managers 30 send heartbeat signals to each other, and are configured such that if one of the emergency operation controller 80 and the control manager 30 does not receive a response signal from the other within a predetermined time, it is authorized to send control commands. In such embodiments, by sending heartbeat signals between the two control managers 30, a faulty control manager 30 can be detected in a timely manner, allowing a control manager 30 in a normal state to accurately send control commands. Simultaneously, by sending heartbeat commands between the emergency operation controller 80 and the control managers 30, a fault in either the emergency operation controller 80 or the control manager 30 can be detected in a timely manner, allowing the system 1 to switch to a fully functional and normal operating mode. This prevents the anti-rollover controller 20 from malfunctioning due to a fault in the emergency operation controller 80 or the control manager 30, thus failing to accurately control the anti-rollover device 10 and causing the vehicle 1000 to run away.

[0048] In some embodiments, the database server 70, control manager 30, monitoring manager 60, and emergency operation controller 80 can be installed indoors; the anti-escape device 10, anti-escape controller 20, monitoring sensor 50, and monitoring data acquisition unit 40 can be installed outdoors. In some embodiments, the database server 70, control manager 30, and monitoring manager 60 can be installed in a server rack in a computer room.

[0049] like Figures 5 to 7 As shown, in some embodiments, multiple anti-slip devices 10 are disposed on the railway track along the extension direction of the railway track to brake the vehicle 1000 in stages, thereby enhancing the reliability of the anti-slip device 10 when braking the vehicle 1000. The anti-slip device 10 includes a first anti-slip device 13, disposed at the end of the railway track where the vehicle 1000 is stationary along the vehicle's direction of movement, for braking the vehicle 1000 and preventing the vehicle 1000 from slipping off the section of railway track where it is stationary.

[0050] In some embodiments, along the extension direction of the railway track, multiple sets of anti-slip controllers 20 are disposed beside the railway track where the anti-slip device 10 is located. The multiple sets of anti-slip controllers 20 correspond one-to-one with multiple anti-slip devices 10, and each set of anti-slip controllers 20 includes two anti-slip controllers 20.

[0051] The railway track usually includes multiple tracks, and one vehicle 1000 stays on one track. In some embodiments, multiple anti-rolling devices 10, multiple groups of anti-rolling controllers 20, and one monitoring collector 40 are arranged on each track. The monitoring collector 40 is connected with the monitoring sensors 50 of the multiple anti-rolling devices 10 and the multiple groups of anti-rolling controllers 20 on the track where the monitoring collector 40 is located. The multiple groups of anti-rolling controllers 20 correspond to the multiple anti-rolling devices 10 on the track where the multiple groups of anti-rolling controllers 20 are located, that is, the multiple groups of anti-rolling controllers 20 receive the state information of the corresponding anti-rolling devices, and the monitoring collector 40 collects the data of the monitoring sensors 50 of the multiple anti-rolling devices 10 and the multiple groups of anti-rolling controllers 20 on the track where the monitoring collector 40 is located. As shown in FIG. 1, in some embodiments, the monitoring sensors 50 include wheel detection sensors 51 arranged at the entrance and exit of the first anti-rolling device 13. The wheel detection sensors 51 are used to detect the position data of the wheels and monitor the running direction and speed of the wheels. The running direction can be left-in right-out, left-in left-out, right-in left-out, right-in right-out, etc. Figure 8

[0052] In some embodiments, the monitoring manager 60 is configured to determine the number of wheel axles passing through the first anti-rolling device 13 according to the position data of the wheels, and determine whether the vehicle 1000 is rolling away according to the number of axles of the vehicle 1000 and the state information. For example, the position data of the two wheels of the vehicle 1000 obtained at the entrance and exit of the first anti-rolling device 13 can be used to determine the number of wheel axles passing through the first anti-rolling device 13. If the number of wheel axles passing through the first anti-rolling device 13 continuously exceeds a preset axle number within a preset time, and the first anti-rolling device 13 is in a braking state, it can be determined that the vehicle 1000 is rolling away. In some embodiments, the preset time can be 2 minutes, and the preset axle number can be 2 axles. If the number of wheel axles passing through the first anti-rolling device 13 continuously exceeds 2 axles within 2 minutes, and the first anti-rolling device 13 is in a braking state, it can be determined that the vehicle 1000 is rolling away.

[0053] As shown in FIG. 2, in some embodiments, the monitoring sensors 50 further include a speed sensor 52 arranged at the entrance of the first anti-rolling device 13, which is used to monitor the speed of the wheels. The monitoring manager 60 is configured to determine whether the vehicle 1000 is rolling away according to the speed of the wheels and the state information. Figure 8

[0054] In some embodiments, the speed sensor 52 can be a speed radar. In some embodiments, if the speed sensor 52 detects a change in the speed of the wheels, and the first anti-rolling device 13 is in a braking state, it can be determined that the vehicle 1000 is rolling away.

[0055] As shown in FIG. 3, in some embodiments, the monitoring sensors 50 further include a speed sensor 52 arranged at the entrance of the first anti-rolling device 13, which is used to monitor the speed of the wheels. The monitoring manager 60 is configured to determine whether the vehicle 1000 is rolling away according to the speed of the wheels and the state information. Figure 8 ​​As shown, in some embodiments, the monitoring sensor 50 further comprises a camera 53 arranged at the entrance of the first preventer 13, for acquiring images of the setting area of the first preventer 13 to monitor the position of the wheels.

[0056] In some embodiments, the monitoring manager 60 is arranged to determine that the vehicle 1000 is rolling away when the state information and the monitoring data satisfy predetermined conditions. The predetermined conditions include that the preventer 10 is in the braking state and the number of vehicle 1000 axles passing through the first preventer 13 within a predetermined time is greater than a predetermined number; or the preventer 10 is in the braking state and the wheel speed changes; or the preventer 10 is in the braking state and the wheels of the vehicle 1000 enter the first preventer 13 in the images.

[0057] In Figure 5 As shown in the images, although the wheels of the vehicle 1000 enter the first preventer 13, it can be determined that the vehicle 1000 is not rolling away because the preventer 10 is in the relief state. In Figure 6 As shown in the images, the preventer 10 is in the braking state and the wheels of the vehicle 1000 do not enter the first preventer 13 in the images, so it can be determined that the vehicle 1000 is not rolling away. In Figure 7 As shown in the images, the preventer 10 is in the braking state and the wheels of the vehicle 1000 enter the first preventer 13 in the images, so it can be determined that the vehicle 1000 is rolling away.

[0058] In some embodiments, the images acquired by the camera 53 are real-time images, and these real-time images can be stored for review, revisit and analysis. In some embodiments, the camera 53 is connected with a hard disk video recorder, and the real-time images can be stored in the hard disk video recorder.

[0059] In some embodiments, the monitoring manager 60 can determine that the vehicle 1000 is rolling away according to the data acquired by one or more of the wheel detection sensor 51, the speed sensor 52 and the camera 53, and the state information.

[0060] In some embodiments, the monitoring collector 40 can be connected with the wheel detection sensor 51 and the speed sensor 52 through signal cables to collect the monitoring data of the wheel detection sensor 51 and the speed sensor 52. In some embodiments, the camera 53 can be connected with an optical-electric switch through a network cable to communicate with the monitoring manager 60 through the optical-electric switch to realize the collection of the monitoring images. In some embodiments, the monitoring collector 40 can be connected with the network interface RS485 of the preventer controller 20 to realize the transmission of the state information between the monitoring collector 40 and the corresponding preventer controller 20.

[0061] As Figure 8As shown, in some embodiments, the system 1 can further include a wind monitoring sensor 500 arranged in the environment where the railway track is located, for monitoring the wind speed and the wind direction. The wind monitoring sensor 500 is in communication connection with the monitoring manager 60, and the monitoring manager 60 is arranged to: receive the wind speed and the wind direction data in real time; compare the wind speed with a preset threshold; and determine that the vehicle 1000 has the risk of slipping when the wind speed is greater than the preset threshold.

[0062] The system 1 provided by the embodiments of the present application, in combination with the position data of the wheels acquired by the wheel detection sensor 51 and the running direction and speed of the wheels, the speed of the wheels acquired by the speed sensor 52, the image of the setting area acquired by the camera 53, and the wind speed and the wind direction acquired by the wind monitoring sensor 500, determines whether the vehicle 1000 slips or has the risk of slipping, thereby improving the accuracy of the judgment of the monitoring manager 60 on whether the vehicle 1000 slips.

[0063] As shown in FIG. 1, in some embodiments, the system 1 can further include an emergency operation controller 80 connected with the monitoring manager 60. The emergency operation controller 80 is arranged to: receive the monitoring data collected by the monitoring collector 40; and determine whether the vehicle 1000 slips or has the risk of slipping according to the monitoring data. Figure 8 As shown, in some embodiments, the system 1 can further include an alarm 90 connected with the monitoring manager 60. The alarm 90 is arranged to alarm and prompt when the monitoring manager 60 determines that the vehicle 1000 slips or has the risk of slipping, so as to prompt the railway staff and passengers to pay attention to safety and remind the maintenance personnel to handle as soon as possible. In some embodiments, the alarm 90 can be an audible and visual alarm. In some embodiments, the alarm 90 can be a display device which alarms and prompts the railway staff by means of warning pictures and words. In some embodiments, the alarm 90 can be a voice device which alarms and prompts the railway staff in the form of voice. Figure 4 As shown, in some embodiments, the emergency operation controller 80 can further include an alarm indicator 800 which is brightened when the monitoring manager 60 determines that the vehicle 1000 slips or has the risk of slipping.

[0064] In some embodiments, the alarm 90 can be further arranged to alarm and prompt when the power supply is abnormal (for example, open phase or phase loss). In some embodiments, the phase loss protector provides the power supply information to the anti-slip controller 20, and the anti-slip controller 20 is connected with the alarm 90. When the anti-slip controller 20 receives the information of the abnormal power supply, the anti-slip controller 20 controls the alarm 90 to alarm, and transmits the information of the abnormal power supply to the monitoring collector 40. In such embodiments, the alarm 90 can be an alarm indicator on the anti-slip controller 20.

[0065] The embodiments of the present application further provide a railway anti-slip control and monitoring method. The method can be implemented based on the system 1 in any of the embodiments of the present application. Figure 9As shown, the method comprises the following steps: S100, monitoring operation state information of the anti-runaway device 10; S200, sending a control instruction to the anti-runaway device 10 to control the anti-runaway device 10 to switch between the braking state and the release state; S300, acquiring braking action time or release action time of the anti-runaway device 10; S400, determining whether the anti-runaway device 10 is abnormal according to the operation state information of the anti-runaway device 10, the control instruction, and the braking action time or the release action time; and S500, performing alarm prompting in response to the anti-runaway device 10 being abnormal.

[0066] The method provided by the embodiment of the present application can accurately and timely determine whether the anti-runaway device 10 is in an abnormal state by monitoring the operation state information of the anti-runaway device 10, the control instruction, and the braking action time or the release action time, thereby preventing accidents caused by the anti-runaway device 10 being in an abnormal state and failing to brake the vehicle 1000 on the railway track, and preventing the situation caused by the anti-runaway device 10 being in an abnormal state and failing to timely release the braking of the vehicle 1000, thereby affecting the railway work efficiency.

[0067] In some embodiments, the operation state information comprises current state information, the current state information indicating that the anti-runaway device 10 is currently in the braking state or the release state or no indication state, for example, braking indication information and release indication information, which respectively indicate that the anti-runaway device 10 has currently switched to the braking state or the release state. In step S400, determining whether the anti-runaway device 10 is abnormal comprises: after sending the control instruction, determining whether the anti-runaway device 10 is abnormal according to the current state information of the anti-runaway device 10, the control instruction, and the braking action time or the release action time. The braking action time is the time from sending the braking control instruction to receiving the braking indication information, and the release action time is the time from sending the release control instruction to receiving the release indication information.

[0068] In some embodiments, after sending the control instruction, it is determined that the anti-runaway device 10 is abnormal when the state corresponding to the current state information is consistent with the control instruction, and the braking action time or the release action time is greater than a preset time length. For example, the control instruction is to control the anti-runaway device 10 to switch to the release state, after sending the control instruction, the state of the anti-runaway device 10 is monitored in real time, and the release indication information of the anti-runaway device 10 is monitored and obtained, and if the release action time is greater than the preset time length, it can be determined that the anti-runaway device 10 is abnormal. In some embodiments, the preset time length can be 30 seconds.

[0069] In some embodiments, the anti-runaway controller 20 can collect the state information of the anti-runaway device 10 in real time, and if no current state information consistent with the control instruction is received within a preset time length, it is determined that the braking action time or the release action time exceeds the preset time length, and the anti-runaway device 10 is determined to be abnormal.

[0070] In some embodiments, if the current status information is inconsistent with the status corresponding to the control command, the anti-runaway device 10 is determined to be abnormal.

[0071] In some embodiments, the operating status information includes the operating parameters and / or structural parameters of the anti-slip device 10. In step S400, determining whether the anti-slip device 10 is abnormal includes: determining whether the anti-slip device 10 is abnormal based on its operating parameters and / or structural parameters, thereby providing a timely alarm when the anti-slip device 10 exhibits structural or operational abnormalities.

[0072] In some embodiments, the structural parameters include the opening size of the brake rail of the anti-slip device 10. In step S400, determining whether the anti-slip device 10 is abnormal includes: determining that the anti-slip device 10 is abnormal based on whether the opening size is greater than a first preset size or less than a second preset size; wherein the first preset size is greater than the second preset size.

[0073] like Figure 2 As shown, in some embodiments, the monitoring sensor includes a laser sensor 55, which is mounted on the brake rail and used to determine the opening size of the brake rail of the anti-slip device 10. The opening size is the distance between the two brake rails in the released state. In some embodiments, the laser sensor 55 transmits the opening size of the brake rail of the anti-slip device 10 to the monitoring acquisition unit 40, which then transmits it to the monitoring manager 60. When the monitoring manager 60 determines that the opening size is greater than a first preset size or less than a second preset size, i.e., the opening size is not within the preset range, an alarm is triggered to prompt the staff to perform maintenance.

[0074] In some embodiments, the operating parameters include the load borne by the actuator 12 of the anti-slip device 10 during braking. The method further includes determining the braking force of the anti-slip device 10 based on the load borne by the actuator 12. In such embodiments, by determining the braking force of the anti-slip device 10, the braking state of the anti-slip device 10 can be understood in a timely manner, and the braking effect of the anti-slip device 10 can be determined based on the magnitude of the braking force. When the anti-slip device 10 is in a braking state and the braking force is small, it indicates that the braking effect of the anti-slip device 10 has deteriorated and maintenance is required.

[0075] like Figure 2As shown, in some embodiments, the monitoring sensor 50 further includes a pivot pin sensor 54, which can determine the load borne by the actuator 12. The pivot pin sensor 54 is disposed on the actuator 12 of the anti-slip device 10 to determine the load borne by the actuator 12. In some embodiments, the pivot pin sensor 54 can transmit the load borne by the actuator 12 to the monitoring acquisition unit 40, which then transmits the load borne by the actuator 12 to the monitoring manager 60. The monitoring manager 60 determines the braking force of the anti-slip device 10 based on the load borne by the actuator 12.

[0076] In some embodiments, the operating parameters include wheel position data on the anti-slip device 10. The method further includes determining whether the anti-slip device 10 is effectively braking based on the wheel position data and the current state information of the anti-slip device 10.

[0077] In some embodiments, the operating parameters include the operating parameters of the hydraulic drive unit 11 of the anti-slip device 10. The method in this embodiment further includes controlling the motor 113 of the hydraulic drive unit 11 according to the operating parameters of the hydraulic drive unit 11. In some embodiments, the motor 113 is used to supply oil to the hydraulic drive unit 11 to increase the hydraulic pressure of the hydraulic drive unit 11, enabling the hydraulic drive unit 11 to operate normally.

[0078] like Figure 2 As shown, in some embodiments, the hydraulic drive unit 11 is equipped with a level sensor 114, a hydraulic sensor 115, an oil temperature sensor 116, and a temperature and humidity sensor 117. The anti-slip controller 20 can be connected to the level sensor 114, the hydraulic sensor 115, the oil temperature sensor 116, and the temperature and humidity sensor 117 of the hydraulic drive unit 11 to obtain the operating parameters of the hydraulic drive unit 11.

[0079] In some embodiments, when the anti-slip controller 20 receives information about a power phase loss, it controls the alarm 90 to sound an alarm and controls the power supply of the motor 113 to be disconnected.

[0080] In some embodiments, the operating parameters of the hydraulic drive unit 11 further include: the liquid level. The method in this embodiment further includes: in response to the liquid level of the hydraulic drive unit 11 being lower than a liquid level threshold, determining that the preventer 10 is abnormal, and controlling the motor 113 to be powered off. When the liquid level of the hydraulic drive unit 11 is too low, the gear pump in the hydraulic drive unit 11 will be damaged by dry grinding, and therefore, when the liquid level of the hydraulic drive unit 11 is lower than the liquid level threshold, the motor 113 should be controlled to be powered off. In some embodiments, the liquid level of the hydraulic drive unit 11 can be obtained by a liquid level sensor 114, the liquid level sensor 114 transmits the liquid level data of the hydraulic drive unit 11 to the anti-slip controller 20, and the anti-slip controller 20 transmits the liquid level data of the hydraulic drive unit 11 to the control manager 30 and the emergency operation controller 80. When the control manager 30 determines that the liquid level of the hydraulic drive unit 11 is lower than the liquid level threshold, the control manager 30 or the emergency operation controller 80 sends a control instruction to control the motor 113 to be powered off.

[0081] In some embodiments, the operating parameters of the hydraulic drive unit 11 further include: the hydraulic pressure. The method in this embodiment further includes: in response to the liquid level being normal and the hydraulic pressure of the hydraulic drive unit 11 being lower than a hydraulic pressure threshold, controlling the motor 113 to be started to supplement the hydraulic pressure of the hydraulic drive unit 11. In some embodiments, the hydraulic pressure of the hydraulic drive unit 11 can be obtained by a hydraulic pressure sensor 115, the hydraulic pressure sensor 115 transmits the hydraulic pressure data of the hydraulic drive unit 11 to the anti-slip controller 20, and the anti-slip controller 20 transmits the hydraulic pressure data of the hydraulic drive unit 11 to the control manager 30 and the emergency operation controller 80. When the control manager 30 determines that the liquid level is normal and the hydraulic pressure of the hydraulic drive unit 11 is lower than the hydraulic pressure threshold, the control manager 30 or the emergency operation controller 80 sends a control instruction to control the motor 113 to be started to supplement the hydraulic pressure of the hydraulic drive unit 11.

[0082] In some embodiments, the operating parameters of the hydraulic drive unit 11 further include: the operating time of the motor 113. The method in this embodiment further includes: in response to the continuous operating time of the motor 113 being greater than a preset time, controlling the motor 113 to be powered off to prevent the motor 113 from being damaged by overheating.

[0083] In some embodiments, the operating parameters of the hydraulic drive unit 11 further include the oil temperature of the oil tank. The method in this embodiment further includes: in response to the oil temperature of the hydraulic drive unit 11 being greater than the oil temperature threshold, determining that the anti-slip device 10 is abnormal, and controlling the motor 113 to be powered off to prevent the motor 113 from being damaged by overheating. In some embodiments, the oil temperature of the hydraulic drive unit 11 can be obtained by an oil temperature sensor 116, the oil temperature sensor 116 transmits the oil temperature data of the hydraulic drive unit 11 to the anti-slip controller 20, and the anti-slip controller 20 transmits the oil temperature data of the hydraulic drive unit 11 to the control manager 30 and the emergency operation controller 80. When the control manager 30 determines that the oil temperature of the hydraulic drive unit 11 is greater than the oil temperature threshold, the control manager 30 or the emergency operation controller 80 sends a control instruction to control the motor 113 to be powered off.

[0084] In some embodiments, the operating parameters of the hydraulic drive unit 11 further include the temperature and humidity of the hydraulic drive unit 11. The method in this embodiment further includes: in response to the temperature and humidity of the hydraulic drive unit 11 being greater than the temperature and humidity threshold, determining that the anti-slip device 10 is abnormal, and controlling the motor 113 to be powered off. In some embodiments, the temperature and humidity of the hydraulic drive unit 11 can be obtained by a temperature and humidity sensor 117, the temperature and humidity sensor 117 transmits the temperature and humidity data of the hydraulic drive unit 11 to the anti-slip controller 20, and the anti-slip controller 20 transmits the temperature and humidity data of the hydraulic drive unit 11 to the control manager 30 and the emergency operation controller 80. When the control manager 30 determines that the temperature and humidity of the hydraulic drive unit 11 is greater than the temperature and humidity threshold, the control manager 30 or the emergency operation controller 80 sends a control instruction to control the motor 113 to be powered off, avoiding abnormal temperature and humidity in the hydraulic drive unit 11 and causing damage to the hydraulic drive unit 11.

[0085] In some embodiments, the railway anti-slip control and monitoring system 1 can further include a display, the display including a display interface that displays the current time, a station yard graph, signal opening, switch representation, route status, anti-slip device status, alarm information, and a status bar.

[0086] In some embodiments, the railway anti-slip control and monitoring system 1 automatically classifies and stores collected monitoring data, command data, status data, and video data, and staff can obtain the collected monitoring data, command data, status data, and video data from the display interface. In some embodiments, historical data can be queried to implement brake / relief process playback.

[0087] The application has been described in detail above with reference to the accompanying drawings and embodiments, but the application is not limited to the above-described embodiments, and various changes can be made within the knowledge of those skilled in the art without departing from the spirit of the application.

Claims

1. A railway anti-derailment control and monitoring system, characterized in that, The system comprises: a derailment prevention device arranged on each railway track, the derailment prevention device being arranged to have a braking state and a release state, the derailment prevention device braking a vehicle on the railway track to prevent the vehicle from derailing in the braking state, and releasing the vehicle from braking in the release state; a derailment prevention controller connected to the derailment prevention device, the derailment prevention controller being arranged to control the derailment prevention device to switch between the braking state and the release state, and to receive state information of the derailment prevention device; a control manager connected in communication with the derailment prevention controller, the control manager being arranged to send control instructions to the derailment prevention controller and to receive the state information, the derailment prevention controller being arranged to control the derailment prevention device according to the control instructions; a monitoring sensor arranged on the derailment prevention device, the monitoring sensor being arranged to monitor the derailment prevention device and a vehicle; a monitoring collector connected to the monitoring sensor, the monitoring collector being arranged to collect monitoring data of the monitoring sensor; a monitoring manager connected in communication with the monitoring collector and the control manager, the monitoring manager being arranged to receive the monitoring data and the state information, and to determine whether the vehicle has derailed according to the monitoring data and the state information. The railway derailment prevention control and monitoring system further comprises: a wind monitoring sensor arranged in an environment where the railway track is located, the wind monitoring sensor being arranged to monitor wind speed and wind direction, the wind monitoring sensor being connected in communication with the monitoring manager, the monitoring manager being arranged to: receive the wind speed and wind direction data in real time; compare the wind speed with a preset threshold value; determine that the vehicle has a risk of derailing according to the wind speed being greater than the preset threshold value.

2. The system of claim 1, wherein, The control manager is two, the two control managers being redundantly arranged, and being connected in communication with the derailment prevention controller; the two control managers being arranged to receive the state information simultaneously; wherein, one of the two control managers is arranged to send control instructions to the derailment prevention controller, and the other is arranged to send control instructions to the derailment prevention controller when communication between one of the control managers and the derailment prevention controller is disconnected.

3. The system of claim 1, wherein, Each derailment prevention device is correspondingly provided with two derailment prevention controllers, the two derailment prevention controllers being redundantly arranged, and being connected in communication with the control manager and the corresponding derailment prevention device; the two derailment prevention controllers being arranged to: receive control instructions from the control manager simultaneously, and receive and send state information of the derailment prevention device simultaneously; wherein, one of the two derailment prevention controllers is arranged to control the derailment prevention device, and the other is arranged to control the derailment prevention device when communication of one of the derailment prevention controllers is disconnected.

4. The system of claim 3, wherein, The control manager is further arranged to switch the two derailment prevention controllers, so that one of the derailment prevention controllers is used to control the derailment prevention device.

5. The system of claim 1, wherein, Further comprising: an emergency operation controller connected to the derailment prevention controller, the emergency operation controller being arranged to receive user input and send control instructions to the derailment prevention controller according to the user input.

6. The system of claim 5, wherein, The anti-rolling controller has a manual control mode and an automatic control mode, and the emergency operation controller is used to switch the control mode of the anti-rolling controller; In the manual control mode, the emergency operation controller is set to be able to send the control instruction, and the control manager is used to receive the state information; In the automatic control mode, the control manager is set to be able to send the control instruction, and the emergency operation controller is used to receive the state information.

7. The system according to claim 5, wherein, two control managers send heartbeat signals to each other, and one of the two control managers is authorized to send the control instruction when it does not receive a response signal from the other control manager within a predetermined time; and / or, the emergency operation controller and the control manager send heartbeat signals to each other, and one of the emergency operation controller and the control manager is authorized to send the control instruction when it does not receive a response signal from the other within a predetermined time.

8. The system of claim 1, wherein, A plurality of the anti-rollers are arranged on the railway track along the extension direction of the railway track to brake the vehicle step by step. The anti-rollers include first anti-rollers arranged at both ends of the railway track where the vehicle stops.

9. The system of claim 8, wherein, The monitoring sensors include: wheel detection sensors arranged at the entrance and exit of the first anti-roller, which are used to detect the position data of the wheels and monitor the running direction and speed of the wheels.

10. The system of claim 9, wherein, The monitoring manager is set to: determine the number of wheel axles passing through the first anti-roller according to the position data of the wheels; and determine whether the vehicle is rolling away according to the number of wheel axles and the state information.

11. The system according to claim 8, wherein, the monitoring sensors further include speed sensors arranged at the entrance of the first anti-roller, which are used to monitor the speed of the wheels; the monitoring manager is set to determine whether the vehicle is rolling away according to the speed of the wheels and the state information.

12. The system according to claim 8, wherein, the monitoring sensors further include cameras arranged at the entrance of the first anti-roller, which are used to obtain images of the setting area of the first anti-roller to monitor the position of the wheels.

13. The system according to any of claims 10-12, characterized in that, The monitoring manager is set to determine that the vehicle is rolling away when the state information and the monitoring data meet predetermined conditions, wherein the predetermined conditions include: the anti-roller is in a braking state, and the number of vehicle axles passing through the first anti-roller within a predetermined time is greater than a predetermined number; or the anti-roller is in a braking state, and the speed of the wheels changes; or the anti-roller is in a braking state, and the wheels enter the first anti-roller in the images.

14. The system of any one of claims 1-12, wherein, Further comprising: an alarm connected to the monitoring manager, which is set to alarm and prompt when the monitoring manager determines that the vehicle is rolling away or has a risk of rolling away.

15. A railway anti-derailment control and monitoring method, applicable to the railway anti-derailment control and monitoring system according to any one of claims 1-14, characterized in that, A chock is arranged on a railway track, and the chock is arranged to have a braking state and a releasing state, wherein the chock brakes a vehicle on the railway track to prevent the vehicle from running away in the braking state, and the chock releases the braking on the vehicle in the releasing state; The method comprises: monitoring operation state information of the chock; sending a control instruction to the chock to control the chock to switch between the braking state and the releasing state; acquiring a braking action time or a releasing action time of the chock; determining whether the chock is abnormal according to the operation state information of the chock, the control instruction, and the braking action time or the releasing action time; performing an alarm prompt in response to the chock being abnormal.

16. The method of claim 15, wherein, The operation state information comprises: current state information, the current state information indicates that the chock is currently in the braking state or the releasing state; The determination of whether the chock is abnormal comprises: after sending the control instruction, determining whether the chock is abnormal according to the current state information of the chock, the control instruction, and the braking action time or the releasing action time.

17. The method of claim 16, wherein:

18. The method of claim 15, wherein, after sending the control instruction, it is determined that the chock is abnormal when the state corresponding to the current state information and the control instruction is consistent, and the braking action time or the releasing action time is greater than a preset time length. The operation state information comprises: operation parameters and / or structure parameters of the chock; 19. The method of claim 18, wherein, The determination of whether the chock is abnormal comprises: determining whether the chock is abnormal according to the operation parameters and / or structure parameters of the chock. The structure parameters comprise:

20. The method of claim 18, wherein, an opening size of a braking rail of the chock; The determination of whether the chock is abnormal comprises: determining that the chock is abnormal according to the opening size being greater than a first preset size or being less than a second preset size, wherein the first preset size is greater than the second preset size.

21. The method of claim 18, wherein, The operation parameters comprise: a load borne by an execution mechanism of the chock during braking; The method further comprises:

22. The method of claim 18, wherein, determining a braking force of the chock according to the load borne by the execution mechanism. The operation parameters comprise: wheel position data on the chock; 23. The method of claim 22, wherein, The method further comprises: determining whether the chock effectively brakes according to the wheel position data and current state information of the chock. The operation parameters comprise:

24. The method of claim 23, wherein, operation parameters of a hydraulic driving unit of the chock; The method further comprises: controlling a motor of the hydraulic driving unit according to the operation parameters of the hydraulic driving unit. The operation parameters of the hydraulic driving unit comprise: a liquid level; The method further comprises: determining that the chock is abnormal and controlling the motor to be powered off in response to the liquid level of the hydraulic driving unit being lower than a liquid level threshold. The operation parameters of the hydraulic driving unit further comprise: hydraulic pressure; The method further comprises: controlling the motor to start in response to the liquid level being normal and the hydraulic pressure of the hydraulic driving unit being lower than a hydraulic pressure threshold, to supplement the hydraulic pressure for the hydraulic driving unit.

25. The method of claim 22, wherein, The operation parameter of the hydraulic drive unit further comprises: The operation time of the motor; The method further comprises: In response to the continuous operation time of the motor being greater than a preset time, the motor is controlled to be powered off.

Images