Automatic anti-slip control device and system for weaving tail

Abstract

According to the tail weaving automatic anti-slip control device and system, a set of electric parking devices are additionally arranged on the basis of an original railway anti-slip actuator, the electric parking devices are arranged at the front end of the original railway anti-slip actuator, a front set of sensors are arranged at the front ends of the electric parking devices, and a rear set of sensors are arranged near a station track insulation knot; the type and the number of vehicles coming at the tail of the peak are judged according to the axle counting number of the rear group of sensors, when the vehicles come at the tail of the peak, the electric parking device is started to brake a train set on a line to ensure that the train set cannot slide, and after a worker couples the locomotive and the train set, the portable operation instrument is used for sending a connection completion signal to the terminal control system to relieve braking. After the locomotive drags the train set out of the station track completely, the tail automatic anti-slip control system resets and enters the next anti-slip process, so that the train set on the line does not slip, and the problem that the locomotive collides with the train set due to the fact that an original railway anti-slip actuator relieves braking when the locomotive enters the station is solved.

Description

Technical Field

[0001] The present invention belongs to the field of railway rolling-back control systems, and particularly relates to an automatic anti-rolling control device and system for the end of a train formation. Background Art

[0002] Currently, in railway transportation, "2+1" stoppers are usually used at the tail of hump shunting lines as a means of preventing trains from rolling back. This mode has solved the problems of train stopping and anti-rolling to a certain extent. However, there is a prominent problem: when the shunting locomotive at the end of the train formation enters the marshalling yard for operation and enters the line, the tail stopper at the hump end automatically releases according to the opening of the shunting signal and the information of the locomotive running to relevant locations. As a result, the train standing on the line moves towards the hump end under the influence of the slope, the empty and heavy positions of the train, or the natural environment, posing a danger to the locomotive operating in the opposite direction and inducing shunting accidents.

[0003] Therefore, although the current "2+1" stopper method can realize the anti-rolling operation of the train, it cannot avoid the problem that the train still on the route rolls back and collides with the locomotive. Summary of the Invention

[0004] In order to solve the problem that the existing tail stopper at the hump end cannot control the train on the line during normal operation, resulting in the train rolling back when the stopper is in the automatic release state, this application designs an automatic anti-rolling control device and system for the end of a train formation. By adding an electric stopper on the basis of the existing stopper and adding sensors at the hump and the hump end, it is possible to monitor the train dispatching and ensure that the train on the route will not roll back uncontrollably.

[0005] The technical solution of this application is as follows: An automatic anti-rolling control device for the end of a train formation includes an electric stopper, wheel sensors, a portable control terminal, and a control box; The electric stopper is arranged at the front end of the original railway anti-rolling actuator; The wheel sensors include a front group of sensors and a rear group of sensors; The front group of sensors is arranged at the front end of the electric stopper, closer to the hump end; The rear group of sensors is arranged near the rail insulation joint, closer to the hump end; The control box is respectively connected to the wheel sensors, the electric stopper, and the portable control terminal.

[0006] An automatic anti-rolling control system for the end of a train formation includes an additional braking system, a sensing system, a terminal control system, and a portable operation instrument; The additional braking system is used to brake the train; The sensing system is used to monitor the displacement of the vehicle and transmit the displacement data to the terminal control system; The terminal control system is used to process displacement data and control an external braking system according to the displacement data; The portable operator is connected to the terminal control system and is used to control the external braking system.

[0007] Preferably, the external braking system includes an electric parking brake.

[0008] Preferably, the front group of sensors is arranged at the front end of the electric parking brake, closer to the hump end; The rear group of sensors is arranged near the track insulation joint, close to the peak tail end.

[0009] The rear group of sensors is arranged at the rear end of the original railway anti-rolling actuator.

[0010] Preferably, the control method of the terminal control system includes: Step S1: Obtain the signals of the front group of sensors, and judge the number and driving direction of the vehicles passing through the hump; Step S2: Obtain the signals of the rear group of sensors, and judge the number and driving direction of the vehicles passing through the peak tail; Step S3: Judge according to the signals of the front group of sensors and the rear group of sensors. When there is a vehicle between the front group of sensors and the rear group of sensors, and when the driving direction obtained by the rear group of sensors is from the peak tail, control the external braking system to brake; Step S4: After the worker couples the locomotive and the train set, use the portable operator to send a connection completion signal to the terminal control system; Step S5: The terminal control system releases the braking of the external braking system, and continuously obtains the counting signals of the front group of sensors and the rear group of sensors; Step S6: When the counted quantities of the front group of sensors and the rear group of sensors are the same and no longer change, clear the counted quantities of the front group of sensors and the rear group of sensors.

[0011] Preferably, a status sensor is further arranged in the external braking system, which is used to monitor the braking behavior of the external braking system and transmit data to the terminal control system.

[0012] Preferably, an alarm system is further arranged in the terminal control system. When the operation instruction of the terminal control system for the external braking system does not conform to the status of the status sensor, the alarm system starts to operate.

[0013] Preferably, a braking button and a release button are further arranged on the portable operator, which are used to directly control the braking and release of the external braking system.

[0014] The advantages of this application are: A tail - end automatic anti - rolling control device and system designed in this application, based on the original railway anti - rolling actuator, adds a new set of electric stoppers. The new electric stoppers are set at the front end of the railway anti - rolling actuator. Front - group sensors are set at the front end of the new electric stoppers, and rear - group sensors are set near the insulating joint at the peak end of the track. The rear - group sensors judge whether the train coming from the peak end is a locomotive or a train formation and the number of incoming trains by counting the axle numbers. When a train comes from the peak end, the new electric stoppers are activated to brake the train formation on the line, ensuring that the train formation on the line cannot roll back. When the worker completes the coupling of the locomotive and the train formation, a portable operation instrument is used to send a connection - completed signal to the terminal control system to release the braking until the locomotive pulls the train formation away, thus realizing that the train formation on the line will not roll back and avoiding the problem of collision between the locomotive and the train formation when the locomotive enters the station due to the release of the braking by the original railway anti - rolling actuator.

[0015] The above description is only an overview of the technical solution of this application. In order to understand the technical means of this application more clearly, it can be implemented according to the content of the specification. And in order to make the above and other purposes, features and advantages of this application more obvious and understandable, the following takes the preferred embodiments of this application and combines with the drawings to describe in detail as follows.

[0016] According to the following detailed description of the specific embodiments of this application in combination with the drawings, those skilled in the art will be more clear about the above and other purposes, advantages and features of this application. Brief Description of the Drawings

[0017] In order to more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the following drawings are some embodiments of this application. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings. In all the drawings, similar elements or parts are generally identified by similar reference numerals. In the drawings, the elements or parts are not necessarily drawn to actual scale.

[0018] Figure 1 It is a control method flow chart of a tail - end automatic anti - rolling control system designed in this application. Detailed Embodiments

[0019] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the following will clearly and completely describe the technical solutions in the embodiments of this application with reference to the accompanying drawings in the embodiments of this application. Obviously, the described embodiments are part of the embodiments of this application, rather than all of them. In the following description, providing specific details such as specific configurations and components is only to help comprehensively understand the embodiments of this application. Therefore, those skilled in the art should clearly understand that various changes and modifications can be made to the embodiments described here without departing from the scope and spirit of this application. Additionally, for the sake of clarity and conciseness, descriptions of known functions and structures are omitted in the embodiments.

[0020] It should be understood that the phrase "an embodiment" or "the embodiment" mentioned throughout the specification means that a specific feature, structure, or characteristic related to the embodiment is included in at least one embodiment of this application. Therefore, the phrase "an embodiment" or "the embodiment" that appears throughout the specification does not necessarily refer to the same embodiment. In addition, these specific features, structures, or characteristics can be combined in one or more embodiments in any suitable manner.

[0021] In addition, this application may repeat reference numerals and / or letters in different examples. This repetition is for the purpose of simplicity and clarity, and in itself does not indicate the relationship between the various embodiments and / or settings discussed.

[0022] The term "and / or" in this document is merely a description of the association relationship of associated objects, indicating that three relationships can exist. For example, A and / or B can represent: A exists alone, B exists alone, and both A and B exist simultaneously. The term " / and" in this document is a description of another association object relationship, indicating that two relationships can exist. For example, A / and B can represent: A exists alone, and both A and B exist. Additionally, the character " / " in this document generally indicates that the associated objects before and after are in an "or" relationship.

[0023] The term "at least one" in this document is merely a description of the association relationship of associated objects, indicating that three relationships can exist. For example, at least one of A and B can represent: A exists alone, both A and B exist simultaneously, and B exists alone.

[0024] It should also be noted that in this document, relational terms such as first and second are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise", or any other variation thereof are intended to cover non-exclusive inclusion.

[0025] Embodiment 1: This embodiment mainly introduces the basic design of an automatic anti-rolling control system for the end of a train. Please refer toFigure 1 , specifically including an external braking system, a sensing system, a terminal control system, and a portable operation instrument; The external braking system is used to brake the train set; The sensing system is used to monitor the displacement of the vehicle and transmit the displacement data to the terminal control system; The terminal control system is used to process the displacement data and control the external braking system according to the displacement data; The portable operation instrument is connected to the terminal control system and is used to control the external braking system.

[0026] Furthermore, the external braking system includes an electric parking brake.

[0027] Furthermore, the sensing system includes a front group of sensors and a rear group of sensors; the front group of sensors is arranged at the front end of the electric parking brake, closer to the hump end; The rear group of sensors is arranged near the track insulation joint, closer to the peak tail end.

[0028] Furthermore, the control method of the terminal control system includes: Step S1: Obtain the signals of the front group of sensors, and judge the number and driving direction of the vehicles passing through the hump; Step S2: Obtain the signals of the rear group of sensors, and judge the number and driving direction of the vehicles passing through the peak tail; Step S3: Judge according to the signals of the front group of sensors and the rear group of sensors. When there is a vehicle between the front group of sensors and the rear group of sensors, and when the driving direction obtained by the rear group of sensors is from the peak tail, control the external braking system to brake; Step S4: After the worker couples the locomotive and the train set, use the portable operation instrument to send a connection completion signal to the terminal control system; Step S5: The terminal control system releases the brake of the external braking system and continuously obtains the counting signals of the front group of sensors and the rear group of sensors; Step S6: Wait until the count numbers of the front group of sensors and the rear group of sensors are the same and no longer change, and then clear the count numbers of the front group of sensors and the rear group of sensors.

[0029] Furthermore, a status sensor is also arranged in the external braking system, which is used to monitor the braking behavior of the external braking system and transmit the data to the terminal control system.

[0030] Furthermore, an alarm system is also arranged in the terminal control system. When the operation instruction of the terminal control system for the external braking system does not match the status of the status sensor, the alarm system starts to operate.

[0031] Further, a braking button and a release button are also provided on the portable operating instrument, which are used to directly control the braking and release of the external braking system.

[0032] An automatic anti-rolling control device and system for the tail of a train formation designed in this application, based on the original railway anti-rolling actuator, adds a new set of electric parking brakes, and sets the new electric parking brakes at the front end of the railway anti-rolling actuator. A front group of sensors is set at the front end of the new electric parking brakes, and a rear group of sensors is set near the insulating joint at the peak end of the track. The rear group of sensors judges whether the train coming from the peak end is a locomotive or a train formation, and the number of trains coming. When a train comes from the peak end, the new electric parking brakes are started to brake the train formation on the line to ensure that the train formation on the line cannot roll back. When the worker completes the coupling of the locomotive and the train formation, the portable operating instrument is used to send a connection completion signal to the terminal control system for brake release until the locomotive pulls the train formation away, thereby realizing that the train formation on the line will not roll back and avoiding the problem of collision between the locomotive and the train formation when the locomotive enters the station due to the release of the brake by the original railway anti-rolling actuator.

[0033] Embodiment 2: Based on Embodiment 1, this embodiment mainly introduces an automatic anti-rolling control device for the tail of a train formation, including an electric parking brake, wheel sensors, a portable control terminal, and a control box; The electric parking brake is set at the front end of the original railway anti-rolling actuator; The wheel sensors include a front group of sensors and a rear group of sensors; The front group of sensors is set at the front end of the electric parking brake, closer to the hump end; The rear group of sensors is set near the track insulating joint, closer to the peak end; The control box is respectively connected to the wheel sensors, the electric parking brake, and the portable control terminal.

[0034] When the locomotive enters from the peak end for traction coupling, the original "2 + 1" parking brakes on the track are released, and the electric parking brakes designed in this application are braked, which is the main braking and anti-rolling unit.

[0035] Further, three groups of six displacement sensors are also set on the inner side of the brake rail to detect the wear degree of the brake surface. They are installed at the front, middle, and rear of the electric parking brake, and a data analysis box is set on the track to analyze the collected data.

[0036] Further, the electric parking brake is installed 5 meters in front of the original railway anti-rolling actuator and is installed by clamping the rail. The actuator consists of two braking rails, six groups of support bases, six groups of lateral movement mechanisms, a set of motor drive devices, a set of longitudinal transmission devices, a display device, a set of protection devices, a set of emergency conversion devices, etc. The motor is used as the power source to transmit to the screw, and the screw drives the forward and reverse nuts to move, driving the angle change between the four-link rods, so as to realize the braking or release of the train formation. This device is spring-assisted parallel braking, without rigid impact, pure mechanical transmission, without any hydraulic transmission components, and can achieve stable clamping force, greatly improving convenience and safety.

[0037] Embodiment 3: Based on Embodiments 1-2, this embodiment mainly introduces the operation mode of an automatic anti-rolling control device designed in this application.

[0038] 1. Automatic (interlocking) mode When an automatic anti-rolling control device for the end of the train is in the automatic mode, the front group of sensors detects the arrival of the hump-end rolling train, and the system starts axle counting. At this time, it is confirmed that there is a parked train between the front group of sensors and the rear group of sensors; If a train comes from the end of the hump at this time, passes through the rear group of sensors and it is judged that the train is a locomotive, the electric parking brake is converted from the released state to the braking state at this time; When the locomotive couples with the train formation, the braking state of the equipment does not change; After the vehicle coupler completes the coupling of the locomotive and the train formation, after the coupler uses the portable operation instrument to select and confirm, a "release" command is sent. After the electric parking brake receives the "release" command, the electric parking brake starts to automatically release and turns from the braking position to the released position within 30s. After the release is completed, a "release completed" instruction is sent to the terminal control system; At the same time, the terminal control system should also display the status of the electric parking brake through the display device: prompts of "anti-rolling braking operation" / "anti-rolling release operation", and after the "anti-rolling braking operation" / "anti-rolling release operation" is completed, the management software interface displays the real-time status of the track equipment.

[0039] In the automatic (interlocking) mode, equipment debugging is not allowed, and it is not allowed to manually use the braking button and release button on the portable operation instrument to release the electric parking brake.

[0040] 2. Standby mode The standby mode is that when the terminal control system works in the automatic mode and other abnormal situations such as "release / brake timeout", "simultaneously in the braking and release positions", "thermal relay tripping", "no 380V closing signal" occur, the front group of sensors automatically enters the standby mode. At this time, the front group of sensors is no longer under remote control, including the portable operation instrument and the terminal control system, and then the problem is processed.

[0041] Example 4: Based on Examples 1 to 3, this example mainly introduces some cases of working conditions. Since there are many working condition environments, this example mainly makes explanations for some working conditions: Working condition 1: There is no rolling train. At this time, the number of axles of the front group of sensors is 0 (remaining unchanged); a locomotive comes from the tail of the hump, and the axle count of the rear group of sensors is -6 (locomotive wheels). At this time, the electric parking brake is in the brake release state. When the axle count of the rear group of sensors is 0 or greater than or equal to 0 and is a multiple of 4 (remaining unchanged), it means that the locomotive drives the train to leave the track. In this working condition, the electric parking brake is always in the brake release state.

[0042] Working condition 2: There is a hump-rolling train. The front group of sensors has an axle count that is a multiple of 4 (the axle count of a single train wheel is 4) (remaining unchanged); it represents a hump-rolling train; a locomotive comes from the tail of the hump, and the axle count of the rear group of sensors is -6 (locomotive wheels). After the train is coupled, when the locomotive pulls the train away; the axle count of the rear group of sensors is the same as that of the front group of sensors.

[0043] Working condition 3: There is a partially hump-rolled train; the front group of sensors has an axle count M that is a multiple of 4; it represents a hump-rolling train; a locomotive comes from the tail of the hump, and the axle count N of the rear group of sensors is first -6 (locomotive wheels). After the train is coupled, when the locomotive pulls the partially train away; the axle count N of the rear group of sensors first changes to 0, and then changes to Y, where Y is a multiple of 4, representing that the train has left.

[0044] The above are only the preferred embodiments of the present invention, and it does not thereby limit the protection scope of the present invention. For those skilled in the art, the present invention can have various changes and modifications. All changes, modifications, substitutions, integrations, and parameter changes made to these embodiments by means of conventional substitutions or capable of achieving the same functions without departing from the principle and spirit of the present invention fall within the protection scope of the present invention.

Claims

1. An automatic anti-rolling control device for the tail of a train, characterized in that It includes an electric parking brake, wheel sensors, a portable control terminal, and a control box; The electric parking brake is arranged at the front end of the original railway anti-rolling actuator; The wheel sensors include a front group of sensors and a rear group of sensors; The front group of sensors is arranged at the front end of the electric parking brake, closer to the hump end; The rear group of sensors is arranged near the track insulation joint, closer to the peak tail end; The control box is respectively connected to the wheel sensors, the electric parking brake, and the portable control terminal.

2. An automatic anti-rolling control system for train end parts, characterized in that, It includes an additional braking system, a sensing system, a terminal control system, and a portable operation instrument; The additional braking system is used to brake the train; The sensing system is used to monitor the displacement of the vehicle and transmit the displacement data to the terminal control system; The terminal control system is used to process the displacement data and control the additional braking system according to the displacement data; The portable operation instrument is connected to the terminal control system and is used to control the additional braking system.

3. The automatic anti-rolling control system for the end of the train according to claim 2, wherein, The additional braking system includes an electric parking brake.

4. The automatic anti-rolling control system for the tail of a train according to claim 2, characterized in that, The sensing system includes a front group of sensors and a rear group of sensors; The front group of sensors is arranged at the front end of the electric parking brake, closer to the hump end; The rear group of sensors is arranged near the track insulation joint, closer to the peak tail end.

5. The automatic anti-rolling control system for the tail of a train according to claim 2, characterized in that, The control method of the terminal control system includes: Step S1: Obtain the signals of the front group of sensors and judge the number and driving direction of the vehicles passing through the hump; Step S2: Obtain the signals of the rear group of sensors and judge the number and driving direction of the vehicles passing through the peak tail; Step S3: Judge according to the signals of the front group of sensors and the rear group of sensors. When there is a vehicle between the front group of sensors and the rear group of sensors, and when the driving direction obtained by the rear group of sensors is from the peak tail, control the additional braking system to brake; Step S4: After the worker couples the locomotive and the train, use the portable operation instrument to send a connection completion signal to the terminal control system; Step S5: The terminal control system releases the brake of the additional braking system and continuously obtains the counting signals of the front group of sensors and the rear group of sensors; Step S6: When the count values of the front group of sensors and the rear group of sensors are the same and no longer change, clear the count values of the front group of sensors and the rear group of sensors.

6. The automatic anti-rolling control system for the trailing end according to claim 2, wherein, A status sensor is also arranged in the additional braking system, which is used to monitor the braking behavior of the additional braking system and transmit the data to the terminal control system.

7. The automatic anti-rolling control system for the tail of the train according to claim 2, characterized in that, An alarm system is also arranged in the terminal control system. When the operation instruction of the terminal control system for the additional braking system does not match the status of the status sensor, the alarm system starts to operate.

8. The automatic anti-rolling control system for the tail of a train according to claim 2, characterized in that, A brake button and a release button are also arranged on the portable operation instrument, which are used to directly control the braking and braking release of the additional braking system.

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