Train drawbar positioning method and device and storage medium

Abstract

The application discloses a train hook position positioning method and device and a storage medium, relates to the technical field of train overturning, and has the technical scheme as follows: the positioning method comprises the following steps: acquiring a first detection signal and a last detection signal in the process that a positioning vehicle drags a target train to a stop position; determining the positions of the first detection signal and the last detection signal according to the first detection signal and the last detection signal; determining the middle position of the train hook according to the positions of the first detection signal and the last detection signal; determining the target position at which the positioning vehicle stops searching for the hook according to the middle position; controlling the positioning vehicle to walk according to the target position, so as to obtain the position of the positioning vehicle after walking; and judging whether the position of the positioning vehicle is in a position range in which arm operation is allowed to be performed. Through the positioning method, the efficiency of the positioning vehicle searching for the hook and the positioning accuracy of the train hook can be improved, the positioning vehicle can automatically adjust the searching position of the hook, manual intervention is reduced, automation is improved, and the operation efficiency is improved.

Description

Technical Field

[0001] This invention relates to the field of train derailment technology, and more specifically to a train coupler positioning method, device, and storage medium. Background Technology

[0002] This section is intended to provide background or context for the embodiments set forth in the claims. The description herein is not an admission that it is prior art simply because it is included in this section.

[0003] With the development of railway wagon technology, rotating coupler wagons have gradually replaced fixed coupler wagons, allowing tippers to unload wagons without uncoupling, thus improving their operational efficiency. Since tippers can only unload 1-4 wagons at a time, a positioning car is needed to advance and position the wagons during the unloading process to ensure continuous unloading operations. During this process, the positioning car must move to the corresponding wagon hook and extend its boom to push the wagon onto the tipper platform. Currently, there are two methods for finding the hook when using positioning cars in bulk cargo ports without uncoupling wagons:

[0004] (i) Install detection light grids on both sides of the telescopic boom of the positioning vehicle. When the positioning vehicle moves in front of the hook position during the process of finding the hook, it slows down. The first light grid changes its signal from detecting the car body to detecting the hook, causing the positioning vehicle to slow down again. The second light grid changes its signal from detecting the car body to detecting the hook, causing the positioning vehicle to stop. The positioning vehicle then extends its boom. If the positioning vehicle is not positioned accurately, the operator must manually control the position of the positioning vehicle until the boom of the positioning vehicle is ready to extend.

[0005] (II) Detection light grids are installed on both sides of the telescopic arm of the positioning vehicle. When the positioning vehicle moves forward to the hook position during the search process, it slows down. The first light grid changes its signal from detecting the car body to detecting the hook, causing the positioning vehicle to slow down again and calculate the travel distance based on the length of the car body and hook. After the positioning vehicle continues to the target position, it stops. At this point, both light grids detect no car body in front, and the positioning vehicle extends its arm. If the positioning vehicle is not accurately positioned, the operator manually controls the position of the positioning vehicle until the arm is ready to extend.

[0006] The above two operating methods have poor accuracy in finding the hook, and require operators to manually control the position of the positioning vehicle, which is quite troublesome. This results in poor efficiency of the positioning vehicle in finding the hook and requires manual intervention, leading to poor overall operating efficiency. Summary of the Invention

[0007] To address the aforementioned technical problems, this invention proposes a method, device, and storage medium for positioning train couplers, which can improve the efficiency of the positioning vehicle in finding the coupler and the positioning accuracy of the coupler, and enable the positioning vehicle to automatically adjust the position of finding the coupler, reducing manual intervention, improving automation, and increasing operational efficiency.

[0008] By enhancing time-frequency representation and extracting time-frequency ridges through classification, the requirements of both time resolution and frequency resolution are met, enabling accurate estimation of the instantaneous frequency and group delay of the signal.

[0009] To solve the above-mentioned technical problems, the technical solution adopted by the present invention includes four aspects.

[0010] Firstly, a method for positioning train couplers is provided, the method comprising the following steps:

[0011] The first and last detection signals of the train coupler are acquired during the process of the positioning vehicle pulling the target train to the stopping position; the detection signals are fed back by multiple sets of detectors deployed in the tippler area for detecting the train coupler.

[0012] The positions of the first and last detection signals are determined based on the first and last detection signals.

[0013] The middle position of the train coupler is determined based on the position of the first detection signal and the position of the last detection signal.

[0014] The target position for the positioning car to stop searching for the hook is determined based on the middle position of the train coupler.

[0015] The positioning vehicle is controlled to move according to the target position, and the position after the positioning vehicle has finished moving and positioning is obtained.

[0016] Determine whether the position of the positioning vehicle after the positioning is completed is within the range where the boom extension operation is permitted;

[0017] If not, control the positioning vehicle to drive into the position range where the boom extension operation can be performed, and perform the boom extension action of the positioning vehicle.

[0018] In some embodiments, the train coupler includes a left coupler platform, a right coupler platform, and connecting rods at both ends connected to the left coupler platform and the right coupler platform respectively; determining the middle position of the train coupler based on the position of the first detection signal, the position of the last detection signal, and the length and position of the train coupler includes:

[0019] Determine the thickness of the left and right hook platforms in the train coupler of the target train;

[0020] The position and length of the train coupler are determined based on the position of the first detection signal and the position of the last detection signal.

[0021] Based on the positions of the first and last detection signals, as well as the thicknesses of the left and right hook platforms, the middle position of the connecting rod in the train coupler is determined and used as the middle position of the train coupler.

[0022] In some embodiments, determining the position of the first detection signal and the position of the last detection signal based on the first detection signal and the last detection signal includes:

[0023] The absolute position of the first detection signal is determined based on the first detection signal and denoted as Z;

[0024] The absolute position of the last detection signal is determined based on the last detection signal and denoted as Y;

[0025] The step of determining the position and length of the train coupler based on the positions of the first and last detection signals is calculated using the following formula:

[0026] A = |YZ|;

[0027] In the formula, A is the length of the train coupler; Z is the absolute position of the first detection signal; and Y is the absolute position of the last detection signal.

[0028] In some embodiments, the step of determining the midpoint of the connecting rod in the train coupler based on the positions of the first and last detection signals, as well as the thicknesses of the left and right couplers, and using this as the midpoint of the train coupler, is calculated using the following formula:

[0029] X=Z+C+(│YD│-│Z+C│) / 2;

[0030] In the formula, X is the middle position of the connecting rod in the train coupler; Z is the absolute position of the first detection signal; Y is the absolute position of the last detection signal; C is the thickness of the left coupler platform; and D is the thickness of the right coupler platform.

[0031] In some embodiments, determining whether the position of the positioning vehicle after positioning is within the range where the boom extension operation is permitted includes:

[0032] The length of the connecting rod in the train coupler is determined based on the position of the first detection signal, the position of the last detection signal, the thickness of the left hook platform, and the thickness of the right hook platform.

[0033] The deviation between the hook and the connecting rod of the positioning car is calculated based on the length of the connecting rod in the train coupler.

[0034] Based on the target position and the deviation value, the position range within which the positioning vehicle is allowed to perform the boom extension operation is determined;

[0035] Determine whether the position of the positioning vehicle after the positioning is completed is within the range where the positioning vehicle is allowed to perform the arm extension operation.

[0036] In some embodiments, if not, controlling the positioning vehicle to drive into a position range where the boom extension operation can be performed, and performing the boom extension action of the positioning vehicle, includes:

[0037] When the position where the positioning vehicle ends is less than the minimum value of the position range within which the positioning vehicle is allowed to perform the boom extension operation, the positioning vehicle is controlled to adjust its position backward until it enters the position range within which the boom extension operation is allowed.

[0038] When the position where the positioning vehicle ends is greater than the maximum value of the position range within which the positioning vehicle is allowed to perform the boom extension operation, the positioning vehicle is controlled to adjust its position forward until it enters the position range within which the boom extension operation is allowed to be performed.

[0039] In some embodiments, the formula for calculating the length of the connecting rod in the train coupler is:

[0040] B = |YD| - |Z+C|;

[0041] In the formula, B is the length of the connecting rod; Z is the absolute position of the first detection signal; Y is the absolute position of the last detection signal; C is the thickness of the left hook platform; and D is the thickness of the right hook platform.

[0042] In some embodiments, the deviation between the hook of the positioning vehicle and the connecting rod is F, where F = BE;

[0043] In the formula, B is the length of the connecting rod, and E is the length of the positioning vehicle hook head;

[0044] The permitted position range for the positioning vehicle to perform outreach operations is determined to be: XF <U<X+F;

[0045] In the formula, X is the target position; F is the deviation between the hook of the positioning vehicle and the connecting rod; and U is the position of the positioning vehicle after the positioning is completed.

[0046] Secondly, a train coupler positioning device is provided, comprising:

[0047] The detection module includes multiple sets of detectors deployed in the tippler area for detecting train couplers;

[0048] And a control module connected to the detection module, used to execute the train coupler positioning method according to any one of claims 1-8.

[0049] Thirdly, an electronic device is provided, including a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that the processor executes the computer program to implement the steps of the aforementioned train coupler positioning method.

[0050] Fourthly, a computer-readable storage medium is provided, wherein when the computer program is executed by a processor, it implements the steps of the train coupler positioning method as described above.

[0051] Compared with the prior art, one or more embodiments of the above solutions may have the following advantages or beneficial effects:

[0052] This application provides a method, device, and storage medium for positioning train couplers. The positioning method includes the following steps: acquiring the first and last detection signals of the train coupler during the process of a positioning vehicle pulling a target train to a stopping position; the detection signals are fed back by multiple sets of detectors deployed in the tipper area for detecting train couplers; determining the positions of the first and last detection signals based on the first and last detection signals; determining the intermediate position of the train coupler based on the positions of the first and last detection signals; determining the target position for the positioning vehicle to stop searching for the coupler based on the intermediate position of the train coupler; controlling the positioning vehicle to move according to the target position to obtain the position after the positioning vehicle has finished moving and positioning; determining whether the position after the positioning vehicle has finished moving and positioning is within the range where the boom extension operation is allowed; if not, controlling the positioning vehicle to enter the range where the boom extension operation is allowed and performing the boom extension action. This positioning method enables the positioning of the train coupler during the process of the positioning vehicle driving the target train car into the tippler, eliminating the need to wait for the positioning vehicle to return for coupler repositioning, thus improving positioning efficiency. It also allows for precise measurement of the position and specific data of the train coupler, providing accurate data for the positioning vehicle's return for coupler repositioning, thereby improving positioning accuracy. Furthermore, in the event of a coupler repositioning error, the positioning vehicle's position can be automatically adjusted to achieve automatic error correction, improving automation and ultimately increasing operational efficiency. Attached Figure Description

[0053] The present application will be described in more detail below based on embodiments and with reference to the accompanying drawings;

[0054] Figure 1 This is an exemplary flowchart of a train coupler positioning method provided in Embodiment 1 of the present invention;

[0055] Figure 2 This is an exemplary structural diagram of the detector arrangement in an embodiment of the present invention;

[0056] Figure 3 This is an exemplary structural diagram of a train coupler in an embodiment of the present invention;

[0057] Figure 4 In the embodiments of the present invention, corresponding to Figure 1 An exemplary flowchart of step S2 shown;

[0058] Figure 5 In the embodiments of the present invention, corresponding to Figure 1 An exemplary flowchart of step S3 shown;

[0059] Figure 6 In the embodiments of the present invention, corresponding to Figure 1 An exemplary flowchart of step S6 shown;

[0060] Figure 7 This is a schematic block diagram of a train coupler positioning device provided in Embodiment 2 of the present invention;

[0061] Figure 8 This is a schematic block diagram of an electronic device provided in Embodiment 3 of the present invention;

[0062] Figure 9 This is a schematic diagram of a computer-readable storage medium provided in Embodiment 4 of the present invention.

[0063] In the accompanying drawings, the same parts use the same reference numerals, and the drawings are not drawn to scale.

[0064] In the diagram, 10 is the detector; 101 is the photoelectric switch; 20 is the train coupler; 201 is the left hook platform; 202 is the right hook platform; 203 is the connecting rod; 11 is the detection module; 12 is the control module; 21 is the memory; 22 is the processor; and 31 is the computer program. Detailed Implementation

[0065] The present disclosure will be further described below with reference to the embodiments shown in the accompanying drawings.

[0066] Example 1:

[0067] This application discloses a method for positioning train couplers, such as... Figure 1As shown, the positioning method includes the following steps: acquiring the first and last detection signals of the train coupler during the process of the positioning vehicle pulling the target train to the stopping position; the detection signals are fed back by multiple sets of detectors deployed in the tipper area for detecting the train coupler; determining the position of the first and last detection signals based on the first and last detection signals; determining the middle position of the train coupler based on the position of the first and last detection signals; determining the target position for the positioning vehicle to stop searching for the coupler based on the middle position of the train coupler; controlling the positioning vehicle to move according to the target position to obtain the position after the positioning vehicle has finished moving and positioning; determining whether the position after the positioning vehicle has finished moving and positioning is within the range where the boom extension operation is allowed; if not, controlling the positioning vehicle to enter the range where the boom extension operation is allowed and performing the boom extension action of the positioning vehicle. This positioning method allows for the positioning of the train coupler while the positioning vehicle positions the target train car in the tipper, eliminating the need to wait for the positioning vehicle to return and search for the coupler, thus improving positioning efficiency. It also enables precise measurement of the position and specific data of the train coupler, providing accurate data for the positioning vehicle's return and further enhancing positioning accuracy. Furthermore, in the event of a coupler search error, the positioning vehicle can be automatically adjusted to correct the error, improving automation and ultimately increasing operational efficiency.

[0068] The train coupler positioning method provided in at least one embodiment of this disclosure can be implemented in software, hardware, firmware, or any combination thereof. It is loaded and executed by a processor in a device such as a mobile phone, tablet computer, laptop computer, desktop computer, or network server, thereby improving positioning efficiency and accuracy, as well as automatic error correction, improving automation, and thus improving work efficiency.

[0069] The following is for reference. Figure 1 As shown, at least one embodiment of the present disclosure provides a train coupler positioning method based on iterative data, which includes steps S1 to S6.

[0070] S1. Acquire the first and last detection signals of the train coupler during the process of the positioning vehicle pulling the target train to the stopping position; the detection signals are fed back by multiple sets of detectors deployed in the tipper area for detecting the train coupler.

[0071] In some embodiments, such as Figure 2 and Figure 3As shown, detector 10 uses a through-beam detection switch, i.e., a detection grating. A set of detectors includes two photoelectric switches 101, which are located on both sides of the train car. When the train car passes by, the photoelectric signal is blocked, i.e., the two photoelectric switches 101 cannot conduct, and it is determined to be the train car. When the train coupler 20 passes the detector 10, there is no obstruction between the two photoelectric switches 101, i.e., the two photoelectric switches 101 conduct, and at this time, it is determined that the position is the position of the train coupler 20. Thus, the position of the train coupler 20 can be located during the process of the positioning car driving the heavy-load train into the tippler, thereby improving the positioning efficiency.

[0072] S2. Determine the position of the first detection signal and the position of the last detection signal based on the first detection signal and the last detection signal.

[0073] In some embodiments, when a through-beam detection switch is used, the two through-beam photoelectric switches are activated when the train coupler passes the detector. Therefore, the first detected signal indicates the initial position of the train coupler for multiple detectors, while the last detected signal indicates the final position of the train coupler after the train stops. This accurately locates the train coupler position, facilitating the positioning car's coupling search. In this embodiment, the through-beam detection switch and the train inside the tipper are assigned the same absolute coordinate system, making it convenient to locate the train coupler position using the detector's position.

[0074] In some embodiments, step S2, such as Figure 4 As shown, it includes:

[0075] S21. Determine the absolute position of the first detection signal based on the first detection signal, and denot it as Z;

[0076] S22. Determine the absolute position of the last detection signal based on the last detection signal, and denot it as Y.

[0077] The position of the detector that detects the first detection signal is the absolute position of the first detection signal, and the position of the detector that detects the last detection signal is the absolute position of the last detection signal. By assigning the same coordinate system to determine the position, it is convenient to determine the position of the train coupler in the subsequent process.

[0078] S3. Determine the middle position of the train coupler based on the position of the first detection signal and the position of the last detection signal.

[0079] In some embodiments, such as Figure 2 and Figure 3As shown, the train coupler 20 includes a left coupler platform 201, a right coupler platform 202, and a connecting rod 203 with its two ends connected to the left coupler platform 201 and the right coupler platform 202 respectively. In this embodiment, the determined middle position of the train coupler 20 is the middle position of the connecting rod 203, so as to facilitate the use of this as the positioning position for the positioning car to find the coupler.

[0080] Specifically, step S3, such as Figure 5 As shown, it includes:

[0081] S31. Determine the thickness of the left and right hook platforms in the train coupler of the target train.

[0082] S32. Determine the position and length of the train coupler based on the position of the first detection signal and the position of the last detection signal;

[0083] S33. Based on the position of the first detection signal, the position of the last detection signal, the thickness of the left hook platform, and the thickness of the right hook platform, determine the middle position of the connecting rod in the train coupler, and use this as the middle position of the train coupler.

[0084] In some embodiments, step S31 is obtained by acquiring the train coupler parameters of the target train model. Each train model has its corresponding parameters stored and recorded. In this embodiment, the coupler platform parameters of the train coupler are retrieved as the basis for determining the position of the connecting rod, so as to facilitate accurate positioning of the connecting rod position of the train coupler.

[0085] In some embodiments, the formula for calculating the position and length of the train coupler in step S32 is as follows:

[0086] A = |YZ|;

[0087] In the formula, A is the length of the train coupler; Z is the absolute position of the first detection signal; and Y is the absolute position of the last detection signal.

[0088] The position of the train coupler is between the absolute position of the first detection signal and the absolute position of the last detection signal. The length of the train coupler can be accurately determined by the first and last detection signals, which facilitates the subsequent positioning car's search for the coupler and determines whether the coupler head of the positioning car is allowed to perform the boom extension operation.

[0089] In some embodiments, the middle position of the connecting rod in the train coupler is determined in step S33 and used as the middle position of the train coupler. The calculation formula for this step is:

[0090] X=Z+C+(│YD│-│Z+C│) / 2;

[0091] In the formula, X is the middle position of the connecting rod in the train coupler; Z is the absolute position of the first detection signal; Y is the absolute position of the last detection signal; C is the thickness of the left coupler platform; and D is the thickness of the right coupler platform.

[0092] By accurately calculating the middle position of the connecting rod, a target position reference can be conveniently provided for the positioning car to find the coupler. This overcomes the influence of the compression amount of the spring on the connecting rod of the wagon in the existing technology, accurately locates the position of the train coupler, and can accurately determine the middle position of the connecting rod even if the compression amount is different for different car models. Therefore, the position reference for the positioning car to find the coupler is provided based on the middle position of the connecting rod, thus improving the positioning accuracy.

[0093] S4. Determine the target position for the positioning car to stop searching for the hook based on the middle position of the train hook.

[0094] In some embodiments, the middle position of the train coupler needs to be combined with the current position of the positioning vehicle to determine the target position where the positioning vehicle will eventually stop searching for the coupler. In this embodiment, the positioning vehicle travels parallel to the train, so that the positions of the two can be established in the same coordinate system. Thus, when the middle position of the train coupler is known, the target position for the positioning vehicle to stop searching for the coupler can be determined by combining the current position of the positioning vehicle with the position of the positioning vehicle. This improves the positioning efficiency and accuracy of the positioning vehicle and increases the efficiency of production operations.

[0095] S5. Control the positioning vehicle to move according to the target position, and obtain the position after the positioning vehicle has finished moving and positioning.

[0096] In some embodiments, the positioning vehicle is controlled to travel towards the target location and stop upon reaching it. This allows the positioning vehicle to directly return to the target location without repeatedly locating the wagon and coupler during the return trip, as is done in existing technologies. This improves the efficiency and accuracy of the positioning vehicle in locating the train coupler. After the positioning vehicle automatically travels to and locates the target location upon receiving a control signal, errors may occur due to travel mistakes, resulting in a discrepancy between the final and target positions. Therefore, in this embodiment, after the positioning vehicle stops, its position after the positioning is completed is recorded to accurately determine whether the boom extension conditions are met, providing an accurate basis for boom extension operations.

[0097] S6. Determine whether the position of the positioning vehicle after the positioning is completed is within the range where the boom extension operation is allowed.

[0098] If so, perform the arm extension movement until the arm extension movement is completed.

[0099] If not, control the positioning vehicle to drive into the position range where the boom extension operation is allowed, and re-determine whether the requirements for allowing the boom extension operation are met. If allowed, execute the boom extension action of the positioning vehicle.

[0100] In some embodiments, such as Figure 6 As shown, step S6 includes:

[0101] S61. Determine the length of the connecting rod in the train coupler based on the position of the first detection signal, the position of the last detection signal, the thickness of the left hook platform, and the thickness of the right hook platform.

[0102] S62. Calculate the deviation between the hook head and the connecting rod of the positioning car based on the length of the connecting rod in the train coupler;

[0103] S63. Determine the position range within which the positioning vehicle is allowed to perform the boom extension operation based on the target position and the deviation value;

[0104] S64. Determine whether the position of the positioning vehicle after the positioning is completed is within the position range where the positioning vehicle is allowed to perform the arm extension operation.

[0105] Specifically, the formula for calculating the length of the connecting rod in the train coupler is as follows:

[0106] B = |YD| - |Z+C|;

[0107] In the formula, B is the length of the connecting rod; Z is the absolute position of the first detection signal; Y is the absolute position of the last detection signal; C is the thickness of the left hook platform; and D is the thickness of the right hook platform.

[0108] Furthermore, the deviation between the hook and the connecting rod of the positioning vehicle is F, where F = BE;

[0109] In the formula, B is the length of the connecting rod, and E is the length of the positioning vehicle hook head;

[0110] The permitted position range for the positioning vehicle to perform outreach operations is determined to be: XF <U<X+F;

[0111] In the formula, X is the target position; F is the deviation between the hook of the positioning vehicle and the connecting rod; and U is the position of the positioning vehicle after the positioning is completed.

[0112] The above formulas allow for the accurate determination of the permitted boom extension range of the positioning vehicle after its positioning is completed. This position serves as the condition parameter for boom extension, enabling adjustments to the positioning vehicle's position if the condition is not met. This provides adjustment parameters for automated positioning vehicle adjustments, allowing for automatic hook finding in case of errors. Only when the vehicle accurately enters the permitted boom extension range is the boom extension permitted. This not only achieves automation and accurate hook finding but also improves hook finding safety and operational efficiency.

[0113] Specifically, when the position where the positioning vehicle finishes positioning is less than the minimum value of the position range where the positioning vehicle is allowed to perform the boom extension operation, control the positioning vehicle to adjust its position backward until it enters the position range where the boom extension operation is allowed; that is, U < X - F. It can be seen that the current positioning end position of the positioning vehicle has not entered the position range where the boom extension operation is allowed. Therefore, it is necessary to control the positioning vehicle to further adjust its position backward. The adjustment parameters can be collected according to the difference between U and X - F, so as to perform automatic correction, reduce manual operation, and improve operation efficiency.

[0114] When the position where the positioning vehicle finishes positioning is greater than the maximum value of the position range where the positioning vehicle is allowed to perform the boom extension operation, control the positioning vehicle to adjust its position forward until it enters the position range where the boom extension operation is allowed; that is, U > X + F. It can be seen that the current positioning end position of the positioning vehicle has exceeded the position range where the boom extension operation is allowed. Therefore, it is necessary to control the positioning vehicle to further adjust its position forward. The adjustment parameters can be collected according to the difference between U and X - F, so as to perform automatic correction, reduce manual operation, and improve operation efficiency.

[0115] The train coupler position detection method provided by the embodiments of the present disclosure installs a detector for detecting the train coupler at the position of the car dumper where the positioning vehicle needs to position the car coupler. Thus, when the positioning vehicle pulls the car into the car dumper for positioning, the position of the train coupler can be directly detected, improving the positioning efficiency; at the same time, the installed detector can accurately measure the specific data and position of each train coupler, achieving accurate measurement of each train coupler, providing accurate data support for the positioning vehicle to return and search for the coupler position, so that the positioning vehicle can be controlled to directly move to the target position, quickly and accurately search for the coupler, and improve the positioning accuracy; accordingly, an automatic deviation correction method in case of hook search error is provided on this basis, enabling the positioning vehicle to automatically adjust the hook search position, reducing manual intervention, realizing automatic hook search adjustment, and improving operation efficiency.

[0116] Embodiment 2:

[0117] At least one embodiment of the present disclosure further provides a train coupler position detection device. Each module in this device corresponds to the steps in the above method. The achieved effects and the problems solved have been described and will not be elaborated here. This train coupler position detection device based on a split detection device, as Figure 7 and Figure 2 shown, includes:

[0118] A detection module 11 for detecting the train coupler. The detection module 11 includes multiple groups of detectors 10 arranged in the car dumper area for detecting the train coupler;

[0119] And a control module 12 connected to the detection module 11, which is used for the train coupler position detection method provided by any embodiment of the present disclosure.

[0120] In some embodiments, such as Figure 2 and Figure 3 As shown, detector 10 uses a through-beam detection switch, i.e., a detection grating. A set of detectors includes two photoelectric switches 101, which are located on both sides of the train car. When the train car passes by, the photoelectric signal is blocked, i.e., the two photoelectric switches 101 cannot conduct, and it is determined to be the train car. When the train coupler 20 passes the detector 10, there is no obstruction between the two photoelectric switches 101, i.e., the two photoelectric switches 101 conduct, and at this time, it is determined that the position is the position of the train coupler 20. Thus, the position of the train coupler 20 can be located during the process of the positioning car driving the heavy-load train into the tippler, thereby improving the positioning efficiency.

[0121] In some embodiments, the device may be part of software or implemented in conjunction with appropriate hardware, which will not be elaborated here.

[0122] Example 3:

[0123] At least some embodiments of this disclosure also provide an electronic device, such as Figure 8 As shown, the electronic device includes a memory 21 and a processor 22. The memory 21 stores a computer program, which, when executed by the processor, performs the steps of the train coupler positioning method provided in any embodiment of this disclosure.

[0124] In some embodiments, processor 22 is used to perform all or part of the steps in the train coupler positioning method as described in any embodiment of this disclosure. Memory 21 is used to store various types of data, which may include, for example, instructions for any application or method in an electronic device, as well as application-related data.

[0125] The processor 22 may be implemented as an application-specific integrated circuit (ASIC), a digital signal processor (DSP), a digital signal processing device (DSPD), a programmable logic device (PLD), a field-programmable gate array (FPGA), a controller, a microcontroller, a microprocessor, or other electronic components, and is used to execute the train coupler positioning method in Embodiment 1 above.

[0126] The memory 21 can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as Static Random Access Memory (SRAM), Electrically Erasable Programmable Read-Only Memory (EEPROM), Erasable Programmable Read-Only Memory (EPROM), Programmable Read-Only Memory (PROM), Read-Only Memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk.

[0127] Example 4:

[0128] At least some embodiments of this disclosure also provide a computer-readable storage medium, such as Figure 9 As shown, the readable storage medium stores a computer program 31, which, when executed by a processor, implements the steps of the train coupler positioning method provided in any embodiment of this disclosure.

[0129] In some embodiments, the storage medium may be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, apparatus, or device. A machine-readable medium may be a machine-readable signal medium or a machine-readable storage medium. Machine-readable media may include, but are not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination thereof. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.

[0130] To provide interaction with a user, the systems and techniques described herein can be implemented on a computer having: a display device for displaying information to the user (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor); and a keyboard and pointing device (e.g., a mouse or trackball) through which the user provides input to the computer. Other types of devices can also be used to provide interaction with the user; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including sound input, voice input, or tactile input).

[0131] The systems and technologies described herein can be implemented in computing systems that include backend components (e.g., as a data server), or computing systems that include middleware components (e.g., an application server), or computing systems that include frontend components (e.g., a user computer with a graphical user interface or web browser through which a user can interact with embodiments of the systems and technologies described herein), or any combination of such backend, middleware, or frontend components. The components of the system can be interconnected via digital data communication of any form or medium (e.g., a communication network). Examples of communication networks include local area networks (LANs), wide area networks (WANs), and the Internet.

[0132] Computer systems can include clients and servers. Clients and servers are generally located far apart and typically interact via communication networks. Client-server relationships are created by computer programs running on the respective computers and having a client-server relationship with each other. Servers can be cloud servers, servers in distributed systems, or servers incorporating blockchain technology.

[0133] Example 5:

[0134] This invention also provides a computer program product, including a computer program / instructions that, when executed by a processor, implement the steps of the train coupler positioning method provided in any embodiment of this disclosure.

[0135] The various embodiments in this disclosure are described in a progressive manner. The same or similar parts between the various embodiments can be referred to each other. Each embodiment focuses on describing the differences from other embodiments.

[0136] The scope of protection of this disclosure is not limited to the embodiments described above. Obviously, those skilled in the art can make various modifications and variations to this disclosure without departing from its scope and spirit. If such modifications and variations fall within the scope of the claims of this disclosure and their equivalents, then the intent of this disclosure also includes such modifications and variations.

Claims

1. A method for positioning train couplers, characterized in that, The positioning method includes the following steps: The first and last detection signals of the train coupler are acquired during the process of the positioning vehicle pulling the target train to the stopping position; the detection signals are fed back by multiple sets of detectors deployed in the tippler area for detecting the train coupler. Based on the first and last detection signals, the positions of the first and last detection signals are determined; the train coupler includes a left coupler platform, a right coupler platform, and connecting rods connected at both ends to the left and right coupler platforms respectively; determining the middle position of the train coupler specifically includes: determining the thickness of the left and right coupler platforms in the train coupler on the target train; determining the position and length of the train coupler based on the positions of the first and last detection signals; determining the middle position of the connecting rod in the train coupler based on the positions of the first and last detection signals, as well as the thicknesses of the left and right coupler platforms, and using this as the middle position of the train coupler; The middle position of the train coupler is determined based on the position of the first detection signal and the position of the last detection signal. The target position for the positioning car to stop searching for the hook is determined based on the middle position of the train coupler. The positioning vehicle is controlled to move according to the target position, and the position after the positioning vehicle has finished moving and positioning is obtained. Determine whether the position of the positioning vehicle after the positioning is completed is within the range where the boom extension operation is permitted; If not, control the positioning vehicle to drive into the position range where the boom extension operation can be performed, and perform the boom extension action of the positioning vehicle.

2. The train coupler positioning method according to claim 1, characterized in that, Determining the position of the first detection signal and the position of the last detection signal based on the first detection signal and the last detection signal includes: The absolute position of the first detection signal is determined based on the first detection signal and denoted as Z; The absolute position of the last detection signal is determined based on the last detection signal and denoted as Y; The step of determining the position and length of the train coupler based on the positions of the first and last detection signals is calculated using the following formula: A=│YZ│; In the formula, A is the length of the train coupler; Z is the absolute position of the first detection signal; and Y is the absolute position of the last detection signal.

3. The train coupler positioning method according to claim 1, characterized in that, The step of determining the midpoint of the connecting rod in the train coupler based on the positions of the first and last detection signals, as well as the thicknesses of the left and right hook platforms, and using this as the midpoint of the train coupler, is calculated using the following formula: X=Z+C+(│YD│-│Z+C│) / 2; In the formula, X is the middle position of the connecting rod in the train coupler; Z is the absolute position of the first detection signal; Y is the absolute position of the last detection signal; C is the thickness of the left coupler platform; and D is the thickness of the right coupler platform.

4. The train coupler positioning method according to claim 1, characterized in that, The step of determining whether the position of the positioning vehicle after its positioning is within the range where the boom extension operation is permitted includes: The length of the connecting rod in the train coupler is determined based on the position of the first detection signal, the position of the last detection signal, the thickness of the left hook platform, and the thickness of the right hook platform. The deviation between the hook and the connecting rod of the positioning car is calculated based on the length of the connecting rod in the train coupler. Based on the target position and the deviation value, the position range within which the positioning vehicle is allowed to perform the boom extension operation is determined; Determine whether the position of the positioning vehicle after the positioning is completed is within the range where the positioning vehicle is allowed to perform the arm extension operation.

5. A method for positioning train couplers according to claim 4, characterized in that, If not, control the positioning vehicle to drive into the permitted position range for extending the boom, and execute the boom extension action of the positioning vehicle, including: When the position where the positioning vehicle ends is less than the minimum value of the position range within which the positioning vehicle is allowed to perform the boom extension operation, the positioning vehicle is controlled to adjust its position backward until it enters the position range within which the boom extension operation is allowed. When the position where the positioning vehicle ends is greater than the maximum value of the position range within which the positioning vehicle is allowed to perform the boom extension operation, the positioning vehicle is controlled to adjust its position forward until it enters the position range within which the boom extension operation is allowed to be performed.

6. A method for positioning train couplers according to claim 4, characterized in that, The formula for calculating the length of the connecting rod in the train coupler is as follows: B = |YD|-|Z+C|; In the formula, B is the length of the connecting rod; Z is the absolute position of the first detection signal; Y is the absolute position of the last detection signal; C is the thickness of the left hook platform; and D is the thickness of the right hook platform.

7. A method for positioning train couplers according to claim 6, characterized in that, The deviation between the hook and the connecting rod of the positioning vehicle is F, where F=BE; In the formula, B is the length of the connecting rod, and E is the length of the positioning vehicle hook head; The permitted position range for the positioning vehicle to perform outreach operations is determined to be: XF <U<X+F; In the formula, X is the target position; F is the deviation between the hook of the positioning vehicle and the connecting rod; and U is the position of the positioning vehicle after the positioning is completed.

8. A train coupler positioning device, characterized in that, include: The detection module includes multiple sets of detectors deployed in the tippler area for detecting train couplers; And a control module connected to the detection module, used to execute the train coupler positioning method according to any one of claims 1-7.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the steps of the train coupler positioning method according to any one of claims 1 to 7.

10. A computer-readable storage medium storing a computer program thereon, characterized in that, When the computer program is executed by the processor, it implements the steps of the train coupler positioning method as described in any one of claims 1 to 7.

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