Automatic coupling and uncoupling system for electric locomotive and man-riding car

Abstract

This invention relates to the field of automatic coupling and uncoupling technology, specifically to an automatic coupling and uncoupling system for locomotives and passenger cars in level tracks. The system includes: a parameter acquisition module, a coupling and uncoupling analysis module, an execution module, a coupling and uncoupling device, a coupling and uncoupling monitoring module, an early warning module, and a database. This invention obtains corresponding coupling and uncoupling feasibility information by analyzing the operating parameter information of each locomotive and passenger car in level tracks. It also obtains corresponding coupling and uncoupling control information by analyzing manual control information. The coupling and uncoupling device enables rapid coupling and uncoupling of vehicles, and ensures that coupling and uncoupling actions are invalid in cases where coupling and uncoupling is not possible, thus ensuring safe train operation. By analyzing the execution parameters corresponding to the executed operations, the system obtains the corresponding coupling and uncoupling status. Analyzing the coupling and uncoupling status yields corresponding monitoring information. When the coupling and uncoupling status is abnormal, an alarm is triggered through the early warning module, allowing the driver to promptly detect vehicle problems and ensuring train operation safety.

Description

Technical Field

[0001] This invention relates to the field of automatic coupling and uncoupling technology, specifically to an automatic coupling and uncoupling system for electric locomotives and passenger cars in level lanes. Background Technology

[0002] Mining locomotives are mainly used for long-distance transportation in underground transport roadways and on the surface. They are equivalent to electric locomotives in railway transportation, pulling trains composed of mine cars or personnel cars on the tracks to transport coal, gangue, materials, equipment, and personnel. Each personnel car is 4.6m long, so the entire train is nearly 60m long. When the train is in operation, the escort worker must sit in the last row of seats in the last car to keep watch. If any special situation is found, the escort worker must give an emergency stop signal to the driver in time. When the personnel cars in the horizontal roadway reach the stopping point, the escort worker will announce the station by shouting. At the same time, when transporting personnel, the escort worker must carry a whistle and use the horn as a signal to communicate with the locomotive driver. After a comprehensive inspection is completed and the work is qualified, the escort worker will give the driver the signal to start the train.

[0003] Currently, the coupling and uncoupling operations of electric locomotives and personnel carriers in horizontal tunnels mainly rely on manual labor. However, with the continuous development of technology, some mines have begun to try to introduce automated and mechanized equipment to assist or replace manual coupling and uncoupling. However, automated and mechanized coupling and uncoupling equipment still pose safety hazards when in use and require manual operation and judgment, which reduces production efficiency. Summary of the Invention

[0004] This invention provides an automatic coupling and uncoupling system for electric locomotives and passenger cars in level lanes, in order to solve the aforementioned technical problems.

[0005] The first aspect of the present invention provides an automatic coupling and uncoupling system for electric locomotives and passenger cars in level lanes, comprising: a parameter acquisition module, a coupling and uncoupling analysis module, an execution module, a coupling and uncoupling device, a coupling and uncoupling monitoring module, an early warning module, and a database.

[0006] The parameter acquisition module is used to collect the operating parameter information of each electric locomotive and the passenger car in the level tunnel and send the operating parameter information to the database. The operating parameter information includes the parameters of each electric locomotive and the passenger car in the level tunnel, as well as the manual control information and execution parameters corresponding to each electric locomotive and the passenger car in the level tunnel. The module obtains the operating parameters of each electric locomotive and the passenger car in the level tunnel, such as the operating speed, vehicle weight, vehicle level information, and vehicle status, through sensors. The module also obtains the manual control information of the controller's start-up connection and disconnection through sensors. Finally, the module obtains the execution parameters of the coupling force, coupling dirt level, and lubricating oil injection volume corresponding to the coupling device of each electric locomotive and the passenger car in the level tunnel through sensors.

[0007] The coupling / uncoupling analysis and control module is used to analyze the operating parameter information of the locomotive and the passenger car in the level tunnel to obtain the corresponding coupling / uncoupling feasibility information. When the coupling / uncoupling feasibility information indicates that connection can be made, the module acquires and analyzes the manual control information, generates the corresponding coupling / uncoupling control information, and sends the coupling / uncoupling control information to the execution module.

[0008] In a preferred embodiment of the present invention, the analysis of the operating parameter information of the electric locomotive and the passenger car in the horizontal tunnel is specifically performed as follows:

[0009] The operating parameter information of the electric locomotives and the passenger cars in the level tunnel includes the operating speed, vehicle weight, vehicle level information, and vehicle status of each electric locomotive and passenger car in the level tunnel; the vehicle status of each electric locomotive and passenger car in the level tunnel is obtained, and when the vehicle status is faulty, the corresponding vehicle is recorded as an abnormal vehicle, and the abnormal coupling is used as the corresponding coupling feasibility information for each electric locomotive and passenger car in the level tunnel. Conversely, when the vehicle status is normal, the operating speed, vehicle weight, and vehicle direction information of each electric locomotive and passenger car in the level tunnel are obtained.

[0010] Obtain the preset reference speed standard value for coupling and disengagement. Compare the current operating speed of each electric locomotive and the passenger car in the horizontal tunnel with the reference speed standard value to obtain the operating speed difference between each electric locomotive and the passenger car in the horizontal tunnel. Set a reference range for the operating speed difference between each electric locomotive and the passenger car in the horizontal tunnel. Extract the operating speed difference between each electric locomotive and the passenger car in the horizontal tunnel from multiple unit time periods. Record the operating speed difference that exceeds the operating speed difference reference range as abnormal operating speed. Calculate the average value of multiple abnormal operating speeds to obtain the operating speed impact value.

[0011] Obtain the current vehicle weight of each electric locomotive and the passenger car in the level tunnel, obtain the predetermined vehicle weight threshold, compare the current vehicle weight of each electric locomotive and the passenger car in the level tunnel with the vehicle weight threshold, and take the portion of the current vehicle weight of each electric locomotive and the passenger car in the level tunnel that exceeds the vehicle weight threshold as the weight influence value.

[0012] The system acquires the vehicle orientation information of each electric locomotive and the passenger vehicle in the level tunnel. This information includes the vehicle orientation angle and tilt angle of each electric locomotive and the passenger vehicle in the level tunnel. The system compares the current vehicle orientation angles of each electric locomotive and the passenger vehicle in the level tunnel to calculate the difference in vehicle orientation angles between them. A preset standard value for vehicle tilt angle is acquired, and the tilt angle of each electric locomotive and the passenger vehicle in the level tunnel is compared to this standard value to obtain the difference in vehicle tilt angle. The vehicle orientation angle difference and the tilt angle difference are normalized, and their values ​​are used to obtain the vehicle orientation influence value CX according to the formula CX = α × z1 + β × z2. Here, α and β represent the vehicle orientation angle difference and the vehicle tilt angle difference, respectively; z1 and z2 are preset weighting factors with values ​​of 0.546 and 0.454, respectively.

[0013] The influence values ​​of operating speed, weight, and vehicle orientation are comprehensively analyzed. The feasibility influence value ZG for disengagement / coupling is obtained according to the formula ZG=V×f1+G×f2+CX×f3, where V and G represent the operating speed influence value and weight influence value, respectively; f1, f2, and f3 are preset weighting factors with values ​​of 0.246, 0.391, and 0.363, respectively. The set feasibility influence threshold for disengagement / coupling is obtained, and the feasibility influence values ​​for disengagement / coupling of each electric locomotive and the passenger car in the flat roadway are compared with the feasibility influence threshold. When the feasibility influence value for disengagement / coupling exceeds the feasibility influence threshold, the inability to connect is taken as the corresponding feasibility information for disengagement / coupling.

[0014] In a preferred embodiment of the present invention, the analysis of the manual control information is specifically performed as follows:

[0015] The manual control information is obtained, including the start and stop of connection. The feasibility information of coupling and uncoupling between each electric locomotive and the passenger car in the level roadway is obtained. If the coupling and uncoupling feasibility information of one or both of the two electric locomotives to be connected to the passenger car in the level roadway is not available, then the coupling and uncoupling control information corresponding to the manual control information will be unusable. Otherwise, the coupling and uncoupling control information will be usable.

[0016] The execution module is used to perform corresponding operations on the sent detach / attach control information, obtain the corresponding execution parameters for the execution operation, and send the execution parameters to the detach / attach monitoring module. When the detach / attach control information is a start connection signal, the module will perform corresponding automatic detach and lock actions based on the start connection signal.

[0017] In a preferred embodiment of the present invention, the execution module includes a hooking / unhooking device, which is used to perform corresponding connection or unhooking actions on the execution operation of the execution module.

[0018] The hook-and-unhook device includes a main automatic hook-and-unhook end and an auxiliary hook-and-unhook end, respectively installed on the locomotive and the passenger car in the level tunnel. Mounting plates are fixedly installed on the outer surfaces of both the main and auxiliary hook-and-unhook ends. Multiple fixing holes are evenly distributed in a rectangular pattern on the outer surface of the mounting plates. A hook body connecting seat is installed on the side of the main automatic hook-and-unhook end. A fixing pin is fixedly installed on the upper surface of the main automatic hook-and-unhook end. The lower end of the fixing pin passes through the hook body connecting seat and the lower surface of the main automatic hook-and-unhook end. A hook body is installed at the end of the hook body connecting seat. A connecting pin is installed at the end of the hook body. A hook hook is rotatably connected to the outer surface of the connecting pin. Hook cavity A and hook cavity B are respectively formed on the end of the hook body and the side of the hook hook. A hook pin is fixedly installed on the upper surface of the auxiliary hook-and-unhook end. The lower end of the hook pin passes through the lower surface of the auxiliary hook-and-unhook end and extends downwards. The inner walls of hook cavity A and hook cavity B are matched with the outer surface of the hook pin.

[0019] When the hook-and-unhook device receives the corresponding connection or unhooking action, the main automatic hook-and-unhook end is equipped with a hook body connecting seat and a fixing pin. The fixing pin can fix the hook body connecting seat. The end of the hook body connecting seat is connected to a hook body. The end of the hook body is equipped with a connecting pin. The outer surface of the connecting pin is connected to a hook hook. The hook body can drive the hook hook to rotate. The hook body and the hook hook are respectively provided with hook cavity A and hook cavity B. Hook cavity A and hook cavity B can fix and limit the hook pin when the hook body enters the auxiliary hook-and-unhook end, connecting the main automatic hook-and-unhook end and the auxiliary hook-and-unhook end. The main automatic hook-and-unhook end and the auxiliary hook-and-unhook end are respectively installed on the electric locomotive and the passenger car in the level tunnel, realizing the connection or unhooking action between the electric locomotive and the passenger car in the level tunnel.

[0020] The detachment / attachment monitoring module is used to analyze the execution parameters corresponding to the executed operation to obtain the detachment / attachment status corresponding to the executed operation, and analyze the detachment / attachment status. When the detachment / attachment status is detachment / attachment abnormal, the corresponding monitoring information is obtained and uploaded to the early warning module.

[0021] In a preferred embodiment of the present invention, the analysis of the execution parameters corresponding to the execution operation is specifically performed as follows:

[0022] The execution parameters include the lifting force, the degree of dirt on the object being lifted, and the amount of lubricating oil injected. A pre-set reference value for the lifting force is obtained, and the current lifting force corresponding to the operation is compared with this reference value to obtain the lifting force difference. Similarly, the difference in lubricating oil injection volume is obtained. Multi-directional image information and high-quality appearance information of the lifting device are acquired. Based on the multi-directional image information, a three-dimensional image of the lifting device is obtained. The current three-dimensional image information of the lifting device is compared with the high-quality appearance information to obtain the area of ​​the abnormal region. The lifting force difference, the lubricating oil injection volume difference, and the area of ​​the abnormal region are normalized, and their values ​​are calculated according to the formula... The influence value XH of the engagement / disengagement state is obtained; where N, Y, and M represent the difference in engagement / disengagement force, the difference in lubricating oil injection volume, and the area of ​​the abnormal region, respectively; M' represents the reference area of ​​the abnormal region; s1, s2, and s3 are preset weighting factors with values ​​of 0.43, 0.32, and 0.25, respectively; a normal influence range for the engagement / disengagement state is set, and the engagement / disengagement state influence value corresponding to the current engagement / disengagement operation is matched with the normal influence range for the engagement / disengagement state. When the engagement / disengagement state influence value exceeds the normal influence range for the engagement / disengagement state, the engagement / disengagement abnormality is taken as the corresponding engagement / disengagement state.

[0023] The early warning module is used to receive and analyze regulatory information, and to issue corresponding alarms when the regulatory information is abnormal.

[0024] The database stores parameters of each electric locomotive and passenger car in the tunnel, as well as coupling and uncoupling information parameters corresponding to each electric locomotive and passenger car in the tunnel. It also stores manual control information, execution parameters, and monitoring information.

[0025] The beneficial effects of the technical solution provided by this invention compared with the prior art are as follows:

[0026] 1. This invention obtains corresponding coupling and uncoupling feasibility information by analyzing the operating parameter information of each electric locomotive and the passenger car in the level roadway. It also obtains the coupling and uncoupling control information corresponding to each electric locomotive and the passenger car in the level roadway by analyzing the manual control information. The coupling and uncoupling device realizes the rapid coupling and uncoupling of the electric locomotive and the passenger car in the level roadway, ensuring that the coupling and uncoupling action is invalid when the vehicle cannot be coupled and ensuring the safe operation of the train. It also makes it easier for the driver to understand the coupling and uncoupling status of the vehicle.

[0027] 2. This invention analyzes the execution parameters corresponding to the execution operation to obtain the corresponding engagement / disengagement status, and analyzes the engagement / disengagement status to obtain the corresponding regulatory information. When the engagement / disengagement status is abnormal, the early warning module receives the regulatory information and analyzes it. When the regulatory information is abnormal, the corresponding abnormal regulatory information will be alarmed, which makes it easier for the driver to discover vehicle problems in time and ensures operational safety. Attached Figure Description

[0028] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. The following drawings are not deliberately drawn to scale according to the actual size, but are intended to show the main idea of ​​this application.

[0029] Figure 1 This is a schematic diagram of the principle of the present invention;

[0030] Figure 2 This is one of the schematic diagrams of the overall structure of the detachment / attachment device of the present invention;

[0031] Figure 3 This is the second schematic diagram of the overall structure of the detachment / attachment device of the present invention.

[0032] In the diagram: 10. Main automatic hook-and-unhook end; 11. Secondary hook-and-unhook end; 20. Mounting plate; 21. Fixing hole; 30. Hook body connecting seat; 31. Fixing pin; 32. Hook body; 33. Connecting pin; 34. Hook hook; 35. Hook cavity A; 36. Hook cavity B; 40. Hook pin. Detailed Implementation

[0033] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0034] For ease of understanding, the specific process of the embodiments of the present invention is described below. Please refer to [link / reference]. Figure 1-3 As shown in the embodiment of the present invention, one embodiment of the automatic coupling and uncoupling system for electric locomotives and passenger cars in level lanes includes: a parameter acquisition module, a coupling and uncoupling analysis module, an execution module, a coupling and uncoupling device, a coupling and uncoupling monitoring module, an early warning module, and a database.

[0035] The parameter acquisition module collects the operating parameter information of each electric locomotive and the passenger car in the level tunnel and sends the operating parameter information to the database. The operating parameter information includes the parameters of each electric locomotive and the passenger car in the level tunnel, as well as the manual control information and execution parameters corresponding to each electric locomotive and the passenger car in the level tunnel. The module obtains the operating parameters of each electric locomotive and the passenger car in the level tunnel, such as the operating speed, vehicle weight, vehicle level information, and vehicle status, through sensors. The module obtains the manual control information of the controller's start-up connection and disconnection through sensors. The module obtains the execution parameters of the coupling force, coupling dirt level, and lubricating oil injection volume corresponding to the coupling device of each electric locomotive and the passenger car in the level tunnel through sensors.

[0036] The coupling / uncoupling analysis and control module analyzes the operating parameter information of the locomotive and the passenger car in the level tunnel to obtain the corresponding coupling / uncoupling feasibility information. When the coupling / uncoupling feasibility information indicates that a connection can be made, the module acquires and analyzes the manual control information, generates the corresponding coupling / uncoupling control information, and sends the coupling / uncoupling control information to the execution module.

[0037] The operating parameter information of the electric locomotive and the passenger car in the horizontal tunnel is analyzed. The specific analysis method is as follows:

[0038] The operating parameter information of the electric locomotives and the passenger cars in the level tunnel includes the operating speed, vehicle weight, vehicle level information, and vehicle status of each electric locomotive and passenger car in the level tunnel; the vehicle status of each electric locomotive and passenger car in the level tunnel is obtained, and when the vehicle status is faulty, the corresponding vehicle is recorded as an abnormal vehicle, and the abnormal coupling is used as the corresponding coupling feasibility information for each electric locomotive and passenger car in the level tunnel. Conversely, when the vehicle status is normal, the operating speed, vehicle weight, and vehicle direction information of each electric locomotive and passenger car in the level tunnel are obtained.

[0039] Obtain the preset reference speed standard value for coupling and disengagement. Compare the current operating speed of each electric locomotive and the passenger car in the horizontal tunnel with the reference speed standard value to obtain the operating speed difference between each electric locomotive and the passenger car in the horizontal tunnel. Set a reference range for the operating speed difference between each electric locomotive and the passenger car in the horizontal tunnel. Extract the operating speed difference between each electric locomotive and the passenger car in the horizontal tunnel from multiple unit time periods. Record the operating speed difference that exceeds the operating speed difference reference range as abnormal operating speed. Calculate the average value of multiple abnormal operating speeds to obtain the operating speed impact value.

[0040] Obtain the current vehicle weight of each electric locomotive and the passenger car in the level tunnel, obtain the predetermined vehicle weight threshold, compare the current vehicle weight of each electric locomotive and the passenger car in the level tunnel with the vehicle weight threshold, and take the portion of the current vehicle weight of each electric locomotive and the passenger car in the level tunnel that exceeds the vehicle weight threshold as the weight influence value.

[0041] The system acquires the vehicle orientation information of each electric locomotive and the passenger vehicle in the level tunnel. This information includes the vehicle orientation angle and tilt angle of each electric locomotive and the passenger vehicle in the level tunnel. The system compares the current vehicle orientation angles of each electric locomotive and the passenger vehicle in the level tunnel to calculate the difference in vehicle orientation angles between them. A preset standard value for vehicle tilt angle is acquired, and the tilt angle of each electric locomotive and the passenger vehicle in the level tunnel is compared to this standard value to obtain the difference in vehicle tilt angle. The vehicle orientation angle difference and the tilt angle difference are normalized, and their values ​​are used to obtain the vehicle orientation influence value CX according to the formula CX = α × z1 + β × z2. Here, α and β represent the vehicle orientation angle difference and the vehicle tilt angle difference, respectively; z1 and z2 are preset weighting factors with values ​​of 0.546 and 0.454, respectively.

[0042] The influence values ​​of operating speed, weight, and vehicle orientation are comprehensively analyzed. The feasibility influence value ZG for disengagement / coupling is obtained according to the formula ZG=V×f1+G×f2+CX×f3, where V and G represent the operating speed influence value and weight influence value, respectively; f1, f2, and f3 are preset weighting factors with values ​​of 0.246, 0.391, and 0.363, respectively. The set feasibility influence threshold for disengagement / coupling is obtained, and the feasibility influence values ​​for disengagement / coupling of each electric locomotive and the passenger car in the flat roadway are compared with the feasibility influence threshold. When the feasibility influence value for disengagement / coupling exceeds the feasibility influence threshold, the inability to connect is taken as the corresponding feasibility information for disengagement / coupling.

[0043] The analysis of manual control information is performed using the following specific methods:

[0044] The manual control information is obtained, including the start and stop of connection. The feasibility information of coupling and uncoupling between each electric locomotive and the passenger car in the level roadway is obtained. If the coupling and uncoupling feasibility information of one or both of the two electric locomotives to be connected to the passenger car in the level roadway is not available, then the coupling and uncoupling control information corresponding to the manual control information will be unusable. Otherwise, the coupling and uncoupling control information will be usable.

[0045] The execution module performs corresponding operations on the sent detach / attach control information, obtains the corresponding execution parameters, and sends the execution parameters to the detach / attach monitoring module. When the detach / attach control information is a start connection signal, the module performs corresponding automatic detach and lockout actions based on the start connection signal.

[0046] The execution module also includes a hooking / unhooking device, which is used to perform corresponding connection or unhooking actions on the execution operation of the execution module.

[0047] The attachment / unattachment device includes a main automatic attachment / unattachment end 10 and an auxiliary attachment / unattachment end 11, respectively installed on the locomotive and the passenger car in the level tunnel. Mounting plates 20 are fixedly mounted on the outer surfaces of both the main automatic attachment / unattachment end 10 and the auxiliary attachment / unattachment end 11. Multiple fixing holes 21 are evenly distributed in a rectangular pattern on the outer surface of the mounting plates 20. A hook connecting seat 30 is installed on the side of the main automatic attachment / unattachment end 10. A fixing pin 31 is fixedly mounted on the upper surface of the main automatic attachment / unattachment end 10, with the lower end of the fixing pin 31 penetrating through the hook connecting seat 30 and the main automatic attachment / unattachment end 10. On the lower surface of the hook body, a hook body 32 is installed at the end of the hook body connecting seat 30, a connecting pin 33 is installed at the end of the hook body 32, and a hook hook 34 is rotatably connected to the outer surface of the connecting pin 33. The end of the hook body 32 and the side of the hook hook 34 are respectively provided with a hook cavity A35 and a hook cavity B36. A hook pin 40 is fixedly installed on the upper surface of the secondary hook end 11. The lower end of the hook pin 40 penetrates the lower surface of the secondary hook end 11 and extends downward. The inner walls of the hook cavity A35 and the hook cavity B36 are matched with the outer surface of the hook pin 40.

[0048] When the hook-and-unhook device receives the corresponding connection or unhooking action, the main automatic hook-and-unhook end 10 is equipped with a hook body connecting seat 30 and a fixing pin 31. The fixing pin 31 can fix the hook body connecting seat 30. The end of the hook body connecting seat 30 is connected to a hook body 32. The end of the hook body 32 is equipped with a connecting pin 33. The outer surface of the connecting pin 33 is connected to a hook hook 34. The hook body 32 can drive the hook hook 34 to rotate. The hook body 32 and the hook hook 34 are respectively provided with hook cavity A35 and hook cavity B36. Hook cavity A35 and hook cavity B36 can fix and limit the hook pin 40 when the hook body 32 enters the auxiliary hook-and-unhook end 11, connecting the main automatic hook-and-unhook end 10 and the auxiliary hook-and-unhook end 11. The main automatic hook-and-unhook end 10 and the auxiliary hook-and-unhook end 11 are respectively installed on the electric locomotive and the passenger car in the level tunnel, realizing the connection or unhooking action between the electric locomotive and the passenger car in the level tunnel.

[0049] The detachment / attachment monitoring module analyzes the execution parameters corresponding to the executed operation to obtain the detachment / attachment status corresponding to the executed operation, and analyzes the detachment / attachment status. When the detachment / attachment status is detachment / attachment abnormal, the corresponding monitoring information is obtained and uploaded to the early warning module.

[0050] The execution parameters corresponding to the executed operation are analyzed, and the specific analysis method is as follows:

[0051] The execution parameters include the lifting force, the degree of dirt on the object being lifted, and the amount of lubricating oil injected. A pre-set reference value for the lifting force is obtained, and the current lifting force corresponding to the operation is compared with this reference value to obtain the lifting force difference. Similarly, the difference in lubricating oil injection volume is obtained. Multi-directional image information and high-quality appearance information of the lifting device are acquired. Based on the multi-directional image information, a three-dimensional image of the lifting device is obtained. The current three-dimensional image information of the lifting device is compared with the high-quality appearance information to obtain the area of ​​the abnormal region. The lifting force difference, the lubricating oil injection volume difference, and the area of ​​the abnormal region are normalized, and their values ​​are calculated according to the formula... The influence value XH of the engagement / disengagement state is obtained; where N, Y, and M represent the difference in engagement / disengagement force, the difference in lubricating oil injection volume, and the area of ​​the abnormal region, respectively; M' represents the reference area of ​​the abnormal region; s1, s2, and s3 are preset weighting factors with values ​​of 0.43, 0.32, and 0.25, respectively; a normal influence range for the engagement / disengagement state is set, and the engagement / disengagement state influence value corresponding to the current engagement / disengagement operation is matched with the normal influence range for the engagement / disengagement state. When the engagement / disengagement state influence value exceeds the normal influence range for the engagement / disengagement state, the engagement / disengagement abnormality is taken as the corresponding engagement / disengagement state.

[0052] The early warning module receives and analyzes regulatory information, and issues corresponding alarms when the regulatory information is abnormal.

[0053] The database stores parameters of each electric locomotive and passenger car in the tunnel, as well as coupling and uncoupling information parameters corresponding to each electric locomotive and passenger car in the tunnel. It also stores manual control information, execution parameters, and supervision information.

[0054] The above-described embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit it. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. An automatic coupling and uncoupling system for electric locomotive and flat roadway passenger car, comprising a parameter acquisition module, a pre-warning module and a database, characterized in that, Also includes: The coupling / uncoupling analysis and control module is used to analyze the operating parameter information of the locomotive and the passenger car in the level tunnel to obtain the corresponding coupling / uncoupling feasibility information. When the coupling / uncoupling feasibility information is that the connection can be made, the manual control information is obtained and analyzed, the corresponding coupling / uncoupling control information is generated, and the coupling / uncoupling control information is sent to the execution module. The detachment and coupling analysis and control module analyzes the operating parameter information of the electric locomotive and the passenger car in the horizontal tunnel. The specific analysis method is as follows: The operating parameter information of the electric locomotive and the passenger car in the level tunnel includes the operating speed, vehicle weight, vehicle level information and vehicle status of each electric locomotive and passenger car in the level tunnel; the vehicle status of each electric locomotive and passenger car in the level tunnel is obtained. When the vehicle status is faulty, the corresponding vehicle is recorded as an abnormal vehicle, and the abnormal coupling is used as the corresponding coupling feasibility information of each electric locomotive and passenger car in the level tunnel. Conversely, when the vehicle status is normal, the operating speed, vehicle weight and vehicle direction information of each electric locomotive and passenger car in the level tunnel are obtained. Obtain the preset reference speed standard value for coupling and disengagement. Compare the current operating speed of each electric locomotive and the passenger car in the horizontal tunnel with the reference speed standard value to obtain the operating speed difference between each electric locomotive and the passenger car in the horizontal tunnel. Set a reference range for the operating speed difference between each electric locomotive and the passenger car in the horizontal tunnel. Extract the operating speed difference between each electric locomotive and the passenger car in the horizontal tunnel in multiple unit time periods. Record the operating speed difference that exceeds the operating speed difference reference range as abnormal operating speed. Calculate the average value of multiple abnormal operating speeds to obtain the operating speed impact value. The current vehicle weights of each electric locomotive and the passenger car in the level tunnel are obtained, a predetermined vehicle weight threshold is obtained, the current vehicle weights of each electric locomotive and the passenger car in the level tunnel are compared with the vehicle weight threshold, and the portion of the current vehicle weights of each electric locomotive and the passenger car in the level tunnel that exceeds the vehicle weight threshold is taken as the weight influence value. The system acquires the vehicle orientation information of each electric locomotive and the passenger vehicle in the level tunnel. The vehicle orientation information includes the vehicle body orientation angle and vehicle body tilt of each electric locomotive and the passenger vehicle in the level tunnel. The system compares the current vehicle body orientation angles of each electric locomotive and the passenger vehicle in the level tunnel to calculate the difference in vehicle body angle between each electric locomotive and the passenger vehicle in the level tunnel. The system acquires a preset standard value for vehicle body tilt and compares the current vehicle body tilt of each electric locomotive and the passenger vehicle in the level tunnel with the standard value to obtain the difference in vehicle body tilt. The system normalizes the difference in vehicle body angle and the difference in vehicle body tilt and takes their values. Then, the system performs a comprehensive calculation to obtain the vehicle body orientation influence value. The impact values ​​of operating speed, weight, and vehicle orientation are comprehensively analyzed. The feasibility impact value ZG is obtained according to the formula ZG=V×f1+G×f2+CX×f3, where V, G, and CX represent the impact values ​​of operating speed, weight, and vehicle orientation, respectively; f1, f2, and f3 are preset weighting factors. The set feasibility impact threshold for detachment is obtained, and the feasibility impact values ​​of detachment for each electric locomotive and the passenger car in the flat roadway are compared with the feasibility impact threshold. When the feasibility impact value exceeds the feasibility impact threshold, the inability to connect is taken as the corresponding feasibility information for detachment. The execution module is used to perform corresponding operations on the sent detach / attach control information, and to obtain the corresponding execution parameters and send the execution parameters to the detach / attach monitoring module. When the detach / attach control information is a start connection signal, the module will perform corresponding automatic detach and lock actions according to the start connection signal. The detachment / attachment monitoring module is used to analyze the execution parameters corresponding to the executed operation to obtain the detachment / attachment status corresponding to the executed operation, and analyze the detachment / attachment status. When the detachment / attachment status is detachment / attachment abnormal, the corresponding monitoring information is obtained and uploaded to the early warning module.

2. The automatic coupling and decoupling system for motor cars and man-riding cars according to claim 1, characterized in that, The parameter acquisition module is used to collect the operating parameter information of each electric locomotive and the passenger car in the horizontal tunnel and send the operating parameter information to the database; the operating parameter information includes the parameters of each electric locomotive and the passenger car in the horizontal tunnel, as well as the manual control information and execution parameters corresponding to each electric locomotive and the passenger car in the horizontal tunnel.

3. The automatic coupling and decoupling system for motor cars and man-riding cars according to claim 1, characterized in that, The specific analysis method for analyzing manual control information in the aforementioned detachment / attachment analysis and control module is as follows: The manual control information is obtained, including the start and stop of connection. The feasibility information of coupling and uncoupling between each electric locomotive and the passenger car in the level roadway is obtained. If the coupling and uncoupling feasibility information of one or both of the two electric locomotives to be connected to the passenger car in the level roadway is not available, then the coupling and uncoupling control information corresponding to the manual control information will be unusable. Otherwise, the coupling and uncoupling control information will be usable.

4. The automatic coupling and decoupling system for motor cars and man-riding cars according to claim 1, characterized in that, The execution module also includes a hooking / unhooking device, which is used to perform corresponding connection or unhooking actions on the execution operation of the execution module. The hook-and-unhook device includes a main automatic hook-and-unhook end (10) and a secondary hook-and-unhook end (11) respectively installed on the locomotive and the passenger car in the level tunnel. The outer surfaces of the main automatic hook-and-unhook end (10) and the secondary hook-and-unhook end (11) are fixedly mounted with mounting plates (20). The outer surfaces of the mounting plates (20) are provided with multiple fixing holes (21), which are evenly distributed in a rectangular shape. The side of the main automatic hook-and-unhook end (10) is equipped with a hook body connecting seat (30), and the upper surface of the main automatic hook-and-unhook end (10) is fixedly mounted with a fixing pin (31). The lower end of the fixing pin (31) penetrates the hook body connecting seat (30) and the lower surface of the main automatic hook-and-unhook end (10). The hook body connecting seat (30) is equipped with a hook body (32) at its end, and a connecting pin (33) is installed at the end of the hook body (32). The outer surface of the connecting pin (33) is rotatably connected to a hook hook (34). The end of the hook body (32) and the side of the hook hook (34) are respectively provided with a hook cavity A (35) and a hook cavity B (36). The upper surface of the secondary hook end (11) is fixedly equipped with a hook pin (40). The lower end of the hook pin (40) penetrates the lower surface of the secondary hook end (11) and extends downward. The inner walls of the hook cavity A (35) and the hook cavity B (36) are matched with the outer surface of the hook pin (40).

5. The automatic coupling and decoupling system for motor cars and man-riding cars according to claim 1, characterized in that, The detachment / attachment monitoring module analyzes the execution parameters corresponding to the executed operations. The specific analysis method is as follows: The execution parameters include the lifting force, the degree of dirt on the object being lifted, and the amount of lubricating oil injected. A pre-set reference value for the lifting force is obtained, and the current lifting force corresponding to the operation is compared with this reference value to obtain the lifting force difference. Similarly, the difference in lubricating oil injection volume is obtained. Multi-directional image information and high-quality appearance information of the lifting device are acquired. Based on the multi-directional image information, a three-dimensional image of the lifting device is obtained. The current three-dimensional image information of the lifting device is compared with the high-quality appearance information to obtain the area of ​​the abnormal region. The lifting force difference, the lubricating oil injection volume difference, and the area of ​​the abnormal region are normalized, and their values ​​are calculated according to the formula... The influence value XH of the engagement / disengagement state is obtained; where N, Y, and M represent the difference in engagement / disengagement force, the difference in lubricating oil injection volume, and the area of ​​the abnormal region, respectively. The area is represented as the reference area of ​​the abnormal region; s1, s2 and s3 are preset weighting factors; the normal influence range of the detachment / attachment status is set, and the influence value of the detachment / attachment status corresponding to the current detachment / attachment operation is matched with the normal influence range of the detachment / attachment status. When the influence value of the detachment / attachment status exceeds the normal influence range of the detachment / attachment status, the detachment / attachment abnormality is taken as the corresponding detachment / attachment status.

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