Automatic anti-slip control device and system for the tail of a train

Abstract

The present application designs an automatic anti-skid control device and system for the tail of a train. On the basis of the original railway anti-skid actuator, a group of electric parking devices is added, and the electric parking device is arranged at the front end of the original railway anti-skid actuator. A front group sensor is arranged at the front end of the electric parking device, and a rear group sensor is arranged near the track insulation junction. The type and number of the train coming from the peak tail are judged by the axle count of the rear group sensor. When the train comes from the peak tail, the electric parking device is started to brake the train on the line to ensure that it cannot skid. After the worker couples the locomotive and the train, a portable operating device is used to send a connection completion signal to the terminal control system to release the brake. After the locomotive completely pulls the train out of the track, the automatic anti-skid control system for the tail of the train is reset and enters the next anti-skid, thereby ensuring that the train on the line will not skid, avoiding the problem of the locomotive and the train colliding after the original railway anti-skid actuator releases the brake when the locomotive enters the station.

Description

Technical Field

[0001] The present invention belongs to the field of railway train slip control systems, and in particular relates to an automatic anti-slip control device and system for the tail of a train. Background Art

[0002] Currently, in railway transportation, a "2+1" parking mechanism is commonly used at the tail end of a hump shunting line to prevent trains from slipping. This model has, to a certain extent, solved the problems of tail parking and slip prevention. However, a prominent problem exists: when a shunting locomotive enters the marshaling yard and enters the line, the parking mechanism at the tail end of the hump automatically releases based on the release of shunting signals and the locomotive's movement to the relevant location. This can cause trains parked on the line to drift toward the tail end of the hump due to the gradient, the train's empty weight position, or the natural environment, creating a dangerous situation with locomotives operating in the opposite direction, leading to shunting accidents.

[0003] Therefore, although the current "2+1" parking device method can prevent the train from slipping, it cannot prevent the train still on the route from slipping and causing a collision with the locomotive. Summary of the Invention

[0004] In order to solve the problem that the existing end-of-peak parking device is unable to control the train on the line during normal operation, which causes the train to slip when the parking device is in the automatic relief state, this application designs an automatic anti-skidding control device and system for the tail of the train, so as to add an electric parking device on the basis of the existing parking device, and increase sensors at the hump and the end of the hump to realize monitoring of the train scheduling and ensure that the train on the route will not slip out of control.

[0005] The technical solution of this application is as follows:

[0006] An automatic anti-skid control device for the tail of a train, comprising an electric parking device, a wheel sensor, a portable control terminal, and a control box;

[0007] The electric parking device is arranged at the front end of the original railway anti-slip actuator;

[0008] The wheel sensors include a front group of sensors and a rear group of sensors;

[0009] The front group of sensors is arranged at the front end of the electric parking device, closer to the hump end;

[0010] The rear group of sensors are arranged near the track insulation junction and close to the peak tail end;

[0011] The control box is connected to the wheel sensor, the electric parking device and the portable control terminal respectively.

[0012] An automatic anti-skid control system for the tail train, comprising an external braking system, a sensor system, a terminal control system and a portable operating instrument;

[0013] The external braking system is used to brake the train;

[0014] The sensor system is used to monitor the displacement of the vehicle and transmit the displacement data to the terminal control system;

[0015] The terminal control system is used to process the displacement data and control the external braking system according to the displacement data;

[0016] The portable operating instrument is connected to the terminal control system and is used to control the external braking system.

[0017] Preferably, the external braking system comprises an electric parking brake.

[0018] Preferably, the front group of sensors is arranged at the front end of the electric parking device, closer to the hump end;

[0019] The rear group of sensors is arranged near the track insulation junction and close to the peak tail end.

[0020] The rear group of sensors is arranged at the rear end of the original railway anti-slip actuator.

[0021] Preferably, the control method of the terminal control system includes:

[0022] Step S1: Acquire signals from the front group of sensors and determine the number and driving directions of vehicles passing the hump;

[0023] Step S2: Acquire the signals of the rear group of sensors and determine the number and driving directions of vehicles passing the peak tail;

[0024] Step S3: judging based on the signals of the front sensor and the rear sensor, if there is a vehicle between the front sensor and the rear sensor, and when the driving direction obtained by the rear sensor is from the end of the peak, controlling the external braking system to brake;

[0025] Step S4: After the worker couples the locomotive and the train, he uses a portable operating device to send a connection completion signal to the terminal control system;

[0026] Step S5: The terminal control system releases the external braking system and continuously obtains counting signals from the front group of sensors and the rear group of sensors;

[0027] Step S6: When the counts of the front sensor group and the rear sensor group are the same and no longer change, the counts of the front sensor group and the rear sensor group are reset to zero.

[0028] Preferably, a status sensor is further provided in the external braking system for monitoring the braking behavior of the external braking system and transmitting the data to the terminal control system.

[0029] Preferably, the terminal control system is further provided with an alarm system, and when the operating instructions of the terminal control system for the external braking system do not conform to the state of the state sensor, the alarm system starts to operate.

[0030] Preferably, the portable operating instrument is further provided with a brake button and a release button for directly controlling and releasing the brake of the external braking system.

[0031] The advantages of this application are:

[0032] The present application designs an automatic anti-skid control device and system for the tail of a train. A new group of electric stoppers is added to the original railway anti-skid actuator, and the new electric stoppers are arranged at the front end of the railway anti-skid actuator. A front group of sensors is arranged at the front end of the new electric stoppers, and a rear group of sensors is arranged near the insulation junction at the peak end of the track. The axle count of the rear group of sensors is used to judge whether the train coming from the peak end is a locomotive or a train, as well as the number of trains coming. When a train comes from the peak end, the new electric stoppers are started to brake the train on the line to ensure that the train on the line cannot skid. When the workers complete the coupling of the locomotive and the train, they use a portable operating instrument to send a connection completion signal to the terminal control system to release the brakes until the locomotive tows the train away, thereby ensuring that the train on the line will not skid, and avoiding the problem of the locomotive and the train colliding after the brakes of the original railway anti-skid actuator are released when the locomotive enters the station.

[0033] The above description is only an overview of the technical solution of the present application. In order to more clearly understand the technical means of the present application so that it can be implemented in accordance with the contents of the specification, and to make the above and other purposes, features and advantages of the present application more obvious and easy to understand, the following is a detailed description of the preferred embodiment of the present application in conjunction with the accompanying drawings.

[0034] Based on the detailed description of the specific embodiments of the present application in conjunction with the accompanying drawings below, those skilled in the art will become more aware of the above and other objects, advantages and features of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the following will briefly introduce the drawings required for the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present application. For those of ordinary skill in the art, other drawings can also be obtained based on these drawings without inventive work. In all drawings, similar elements or parts are generally identified by similar reference numerals. In the drawings, the elements or parts are not necessarily drawn according to the actual scale.

[0036] Figure 1 Flowchart of the control method of an automatic anti-skid control system for the tail of a train designed for this application. DETAILED DESCRIPTION

[0037] In order to make the purpose, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, rather than all of the embodiments. In the following description, specific details such as specific configurations and components are provided only to help fully understand the embodiments of the present application. Therefore, it should be clear to those skilled in the art that various changes and modifications can be made to the embodiments described herein without departing from the scope and spirit of the present application. In addition, for clarity and brevity, the description of known functions and structures has been omitted in the embodiments.

[0038] It should be understood that references throughout this specification to "one embodiment" or "this embodiment" mean that a particular feature, structure, or characteristic associated with the embodiment is included in at least one embodiment of the present application. Therefore, the appearance of "one embodiment" or "this embodiment" throughout this specification does not necessarily refer to the same embodiment. Furthermore, these particular features, structures, or characteristics may be combined in any suitable manner in one or more embodiments.

[0039] In addition, the present application may repeat reference numerals and / or letters in different examples. This repetition is for the purpose of simplicity and clarity and does not in itself indicate the relationship between the various embodiments and / or settings discussed.

[0040] The term "and / or" in this article is only a description of the association relationship of associated objects, indicating that three relationships can exist. For example, A and / or B can mean: A exists alone, B exists alone, and A and B exist at the same time. The term " / and" in this article describes another type of association object relationship, indicating that two relationships can exist. For example, A / and B can mean: A exists alone, and A and B exist alone. In addition, the character " / " in this article generally indicates that the previous and subsequent associated objects are in an "or" relationship.

[0041] The term "at least one" in this article is merely a description of the association relationship between associated objects, indicating that three relationships may exist. For example, at least one of A and B can mean: A exists alone, A and B exist at the same time, and B exists alone.

[0042] It should also be noted that, in this document, relational terms such as first and second are used only 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," "comprises," or any other variations thereof are intended to cover non-exclusive inclusion.

[0043] Example 1: This example mainly introduces the basic design of an automatic anti-skid control system for the tail of the train. Please refer to Figure 1 , specifically including external braking system, sensor system, terminal control system and portable operating instrument;

[0044] The external braking system is used to brake the train;

[0045] The sensor system is used to monitor the displacement of the vehicle and transmit the displacement data to the terminal control system;

[0046] The terminal control system is used to process the displacement data and control the external braking system according to the displacement data;

[0047] The portable operating instrument is connected to the terminal control system and is used to control the external braking system.

[0048] Furthermore, the external braking system includes an electric parking device.

[0049] 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 device, closer to the hump end;

[0050] The rear group of sensors is arranged near the track insulation junction and close to the peak tail end.

[0051] Furthermore, the control method of the terminal control system includes:

[0052] Step S1: Acquire signals from the front group of sensors and determine the number and driving directions of vehicles passing the hump;

[0053] Step S2: Acquire the signals of the rear group of sensors and determine the number and driving directions of vehicles passing the peak tail;

[0054] Step S3: judging based on the signals of the front sensor and the rear sensor, if there is a vehicle between the front sensor and the rear sensor, and when the driving direction obtained by the rear sensor is from the end of the peak, controlling the external braking system to brake;

[0055] Step S4: After the worker couples the locomotive and the train, he uses a portable operating device to send a connection completion signal to the terminal control system;

[0056] Step S5: The terminal control system releases the external braking system and continuously obtains counting signals from the front group of sensors and the rear group of sensors;

[0057] Step S6: When the counts of the front sensor group and the rear sensor group are the same and no longer change, the counts of the front sensor group and the rear sensor group are reset to zero.

[0058] Furthermore, a state sensor is provided in the external braking system for monitoring the braking behavior of the external braking system and transmitting the data to the terminal control system.

[0059] Furthermore, the terminal control system is also provided with an alarm system, and when the operating instructions of the terminal control system for the external braking system do not conform to the state of the state sensor, the alarm system starts to operate.

[0060] Furthermore, the portable operating instrument is also provided with a brake button and a release button for directly controlling and releasing the brake of the external braking system.

[0061] The present application designs an automatic anti-skid control device and system for the tail of a train. A new group of electric stoppers is added to the original railway anti-skid actuator, and the new electric stoppers are arranged at the front end of the railway anti-skid actuator. A front group of sensors is arranged at the front end of the new electric stoppers, and a rear group of sensors is arranged near the insulation junction at the peak end of the track. The axle count of the rear group of sensors is used to judge whether the train coming from the peak end is a locomotive or a train, as well as the number of trains coming. When a train comes from the peak end, the new electric stoppers are started to brake the train on the line to ensure that the train on the line cannot skid. When the workers complete the coupling of the locomotive and the train, they use a portable operating instrument to send a connection completion signal to the terminal control system to release the brakes until the locomotive tows the train away, thereby ensuring that the train on the line will not skid, and avoiding the problem of the locomotive and the train colliding after the brakes of the original railway anti-skid actuator are released when the locomotive enters the station.

[0062] Example 2: Based on Example 1, this example mainly introduces an automatic anti-skid control device for the tail of a train, including an electric parking device, a wheel sensor, a portable control terminal, and a control box;

[0063] The electric parking device is arranged at the front end of the original railway anti-slip actuator;

[0064] The wheel sensors include a front group of sensors and a rear group of sensors;

[0065] The front group of sensors is arranged at the front end of the electric parking device, closer to the hump end;

[0066] The rear group of sensors are arranged near the track insulation junction and close to the peak tail end;

[0067] The control box is connected to the wheel sensor, the electric parking device and the portable control terminal respectively.

[0068] When the locomotive enters the traction coupling from the tail end of the peak, the original track "2+1" parking device is released, and the electric parking device brake designed in this application is the main braking anti-skid unit.

[0069] Furthermore, three groups of six displacement sensors are set inside the brake rail to detect the degree of wear on the brake surface. They are installed in the front, middle and rear of the electric parking device. At the same time, a data analysis box is set on the track to analyze the collected data.

[0070] Furthermore, the electric parking device is installed 5 meters in front of the original railway anti-skid actuator and is installed using a rail. The actuator consists of two brake rails, six sets of support bases, six sets of lateral motion mechanisms, a set of motor drive devices, a set of longitudinal transmission devices, a display device, a set of protective 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 connecting rods, thereby achieving braking or relief of the train. The device is a spring-assisted parallel brake, without rigid impact, purely mechanical transmission, without any hydraulic transmission components, and can achieve stable clamping force, greatly improving convenience and safety.

[0071] Example 3: Based on Examples 1-2, this example mainly introduces the operation mode of an automatic anti-slip control device for the tail of a train designed by this application.

[0072] 1. Automatic (linked control) mode

[0073] When a tail automatic anti-skid control device is in automatic mode, the front sensor detects the entry of a parked train at the hump end, and the system starts counting axles. At this time, it is confirmed that there is a parked train between the front sensor and the rear sensor.

[0074] If a vehicle comes from the rear end of the peak at this time, it passes through the rear sensor and is determined to be a locomotive. At this time, the electric parking device switches from the release state to the braking state;

[0075] When the locomotive is coupled to the train, the braking state of the equipment does not change;

[0076] When the vehicle connector completes the coupling of the locomotive and the train, the connector uses the portable operating device to select and confirm, and then sends a "relax" command. After the electric parking device receives the "relax" command, it starts to automatically release and switches from the braking position to the release position within 30 seconds. After the release is completed, the "relaxation completed" instruction is sent to the terminal control system;

[0077] At the same time, the terminal control system should display the status of the electric parking device through the display device: prompts for "anti-skid braking operation" / "anti-skid relief operation", and prompts after the "anti-skid braking operation" / "anti-skid relief operation" is completed. The management software interface displays the real-time status of the track equipment.

[0078] In the automatic (joint control) mode, equipment debugging is not allowed, and manual use of the brake button and release button on the portable operating device to release the electric parking device is not allowed.

[0079] 2. Standby mode

[0080] In standby mode, the terminal control system works in automatic mode. When other abnormal conditions such as "relief / braking timeout", "simultaneously in brake relief position", "thermal relay tripping", "no 380V closing signal" occur, the front group of sensors automatically enters standby mode. At this time, the front group of sensors is no longer remotely controlled, including the portable operator and the terminal control system, and then the problem is handled.

[0081] Example 4: Based on Examples 1 to 3, this example mainly introduces some working condition cases. Since there are many working conditions, this example mainly describes some working conditions:

[0082] Working condition 1: There is no shunting train. At this time, the front group sensor has no axle number, which is 0 (remains unchanged); a locomotive comes from the tail end of the peak, and the axle count of the rear group sensor is -6 (locomotive wheels). At this time, the electric parking device is in the brake release state. When the axle count of the rear group sensor is 0 or greater than or equal to 0 and is a multiple of 4 (remains unchanged), it means that the locomotive has driven the train off the track. Under this working condition, the electric parking device is always in the brake release state.

[0083] Working condition 2: The train is shunted on the hump, the front group of sensors has the axle number, which is a multiple of 4 (the axle number of a single train wheel is 4) (remains unchanged); it represents the train being shunted on the hump; a locomotive comes at the end of the hump, and the axle number of the rear group of sensors is -6 (locomotive wheels). After the train is coupled, the locomotive pulls the train away; the axle number of the rear group of sensors is the same as the axle number of the front group of sensors.

[0084] Working condition 3: Part of the train is shunted off the hump; the front group of sensors has an axle number M, which is a multiple of 4; it represents the train being shunted off the hump; a locomotive comes at the end of the hump, and the axle count N of the rear group of sensors is first -6 (locomotive wheels). After the train is coupled, the locomotive pulls part of the 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, indicating that the train has left.

[0085] The foregoing description is merely a preferred embodiment of the present invention and does not limit the scope of protection of the present invention. Those skilled in the art will readily appreciate that the present invention is susceptible to various modifications and variations. Any variation, modification, replacement, integration, or parameter change to these embodiments, which is within the spirit and principles of the present invention and which achieves the same functionality through conventional substitutions, without departing from the principles and spirit of the present invention, falls within the scope of protection of the present invention.

Claims

1. An automatic anti-slip control system for the tail of a train, characterized in that: Including external braking system, sensor system, terminal control system and portable operating instrument; The external braking system is used to brake the train; The sensor 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 operating instrument is connected to the terminal control system and is used to control the external braking system; The control method of the terminal control system includes: Step S1: Acquire signals from the front group of sensors and determine the number and driving directions of vehicles passing the hump; Step S2: Acquire the signals of the rear group of sensors and determine the number and driving directions of vehicles passing the peak tail; Step S3: judging based on the signals of the front sensor and the rear sensor, if there is a vehicle between the front sensor and the rear sensor, and when the driving direction obtained by the rear sensor is from the end of the peak, controlling the external braking system to brake; Step S4: After the worker couples the locomotive and the train, he uses a portable operating device to send a connection completion signal to the terminal control system; Step S5: The terminal control system releases the external braking system and continuously obtains counting signals from the front group of sensors and the rear group of sensors; Step S6: When the counts of the front sensor group and the rear sensor group are the same and no longer change, the counts of the front sensor group and the rear sensor group are reset to zero; The above system uses an automatic anti-skid control device for the tail of the train, including an electric parking device, wheel sensors, a portable control terminal, and a control box; The electric parking device is arranged at the front end of the original railway anti-slip 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 device, closer to the hump end; The rear group of sensors are arranged near the track insulation junction and close to the peak tail end; The control box is connected to the wheel sensor, the electric parking device and the portable control terminal respectively.

2. The automatic anti-slip control system for the tail of a train according to claim 1, characterized in that: The external braking system includes an electric parking brake.

3. The automatic anti-slip control system for the tail of a train according to claim 1, 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 device, closer to the hump end; The rear group of sensors is arranged near the track insulation junction and close to the peak tail end.

4. The automatic anti-slip control system for the tail of a train according to claim 1, characterized in that: The external braking system is also provided with a state sensor for monitoring the braking behavior of the external braking system and transmitting the data to the terminal control system.

5. The automatic anti-slip control system for the tail of a train according to claim 1, characterized in that: The terminal control system is also provided with an alarm system, which starts to operate when the terminal control system fails to meet the operating instructions of the external braking system and the status of the status sensor.

6. The automatic anti-slip control system for the tail of a train according to claim 1, characterized in that: The portable operating instrument is also provided with a brake button and a release button for directly controlling and releasing the brake of the external brake system.

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