Fault diagnosis and self-repairing system for rail type gravity energy storage

Abstract

The invention provides a rail-mounted gravity energy storage fault diagnosis and self-repairing system, which relates to the technical field of intelligent control, and comprises a judgment module used for analyzing the real-time position relation between a driving station RFID inductor I and a vehicle tail RFID on the basis of an alarm signal, combining rail inclination angle data acquired by a slope sensor, and determining the fault diagnosis and self-repairing of the rail-mounted gravity energy storage. Judging that the vehicle is in a driving station blind area and generating a collision risk level; the processing module is used for activating a rail contact type brake pad of a vehicle-mounted electromagnetic braking device and a hydraulic jacking device of a standby power generation unit of a downhill power generation area according to the collision risk level, and reducing the vehicle speed to be below a safety threshold within 30 seconds through the superposition effect of electromagnetic braking force and friction resistance of a power generation wheel so as to obtain vehicle speed data after braking; and the decision module is used for dispatching two adjacent driving stations to supply power to the vehicle through the emergency conductor rail by the master controller based on the vehicle speed data after braking, so that a two-point clamping driving topology is formed. The safety of the rail type gravity energy storage system is improved.

Description

Technical Field

[0001] The present invention relates to the field of intelligent control technology, and in particular to a fault diagnosis and self-repair system for track-type gravity energy storage. Background Art

[0002] Rail-mounted gravity energy storage faces various failure risks during operation. For example, the drive station, the system's power source, may experience motor failure, gearbox wear, bearing damage, and other problems. Loaders operating on the track may experience wheel failure, brake system failure, and cargo tilt. Track facilities can also be affected by natural environmental factors (such as earthquakes, heavy rain, and severe cold) and human factors (such as construction damage and foreign object intrusion), leading to track deformation, damage, and other failures.

[0003] These faults will not only affect the normal operation of the system, reduce energy storage efficiency and power generation quality, but may also cause safety accidents, resulting in casualties and property losses. Summary of the Invention

[0004] The technical problem to be solved by the present invention is to provide a fault diagnosis and self-repair system for rail-type gravity energy storage, thereby improving the safety of the rail-type gravity energy storage system.

[0005] In order to solve the above technical problems, the technical solutions of the present invention are as follows:

[0006] The fault diagnosis and self-repair system for orbital gravity energy storage includes:

[0007] The prediction module is used to monitor vehicle acceleration changes in real time through the on-board IMU. When it detects a sudden drop in acceleration exceeding a threshold and in a direction opposite to the direction of gravity, it simultaneously collects the train's encoder wheel position data and RFID sensor positioning data and calculates the deviation between the two. When the positioning deviation exceeds 5m and the feedback current of the drive station current monitoring module returns to zero, an alarm signal is triggered.

[0008] The judgment module is used to analyze the real-time position relationship between the driving station RFID sensor and the rear RFID based on the alarm signal, and combine it with the track inclination data obtained by the slope sensor to determine whether the vehicle is in the driving station blind spot and generate a collision risk level;

[0009] The processing module is used to activate the track-contact brake pads of the vehicle's electromagnetic brake system and the hydraulic jacking device of the backup power generation unit in the downhill power generation area based on the collision risk level. Through the combined effect of the electromagnetic braking force and the friction resistance of the generator wheel, the vehicle speed is reduced to below the safety threshold within 30 seconds to obtain the vehicle speed data after braking;

[0010] The decision module is used to dispatch two adjacent drive stations to supply power to the vehicle through the emergency conductive rail based on the vehicle speed data after braking, thereby forming a two-point clamping drive topology.

[0011] Furthermore, the vehicle's acceleration changes are monitored in real time through the onboard IMU. When a sudden drop in acceleration exceeding a threshold and in the direction opposite to gravity is detected, the train's encoder wheel position data and RFID sensor positioning data are synchronously collected to calculate the deviation between the two. When the positioning deviation exceeds 5m and the feedback current of the drive station current monitoring module returns to zero, an alarm signal is triggered, including:

[0012] The vehicle's acceleration changes are monitored in real time by the onboard IMU. When the absolute value of the acceleration drop exceeds the threshold of 1.0m / s, the vehicle will be 2 When the direction is opposite to the direction of gravity, the train encoder wheel position data collection and RFID sensor 1 positioning signal capture are synchronously triggered;

[0013] The dynamic deviation between the real-time displacement recorded by the train's encoder wheel and the fixed position coordinates of RFID sensor 1 is calculated. When the deviation exceeds 5m, the real-time current sampling of the current monitoring module of the drive station is activated.

[0014] If the driving current value fed back by the current monitoring module returns to zero within 3 seconds and remains at zero for more than 5 seconds, it is determined to be a sudden shutdown fault of the drive station, and a composite fault signal including acceleration drop, positioning deviation and current abnormality is generated, and an alarm signal is triggered and transmitted to the main controller;

[0015] Among them, the judgment logic of the acceleration drop, positioning deviation and current zeroing meets the timing correlation, that is, the positioning deviation exceeding the limit event occurs within the 10-second window period after the acceleration drop is triggered, and the timing interval between the current zeroing and the acceleration drop does not exceed 5 seconds.

[0016] Furthermore, based on the alarm signal, the real-time position relationship between the driving station RFID sensor and the rear RFID is analyzed, and combined with the track inclination data obtained by the slope sensor, the vehicle is determined to be in the driving station blind spot and a collision risk level is generated, including:

[0017] After receiving the alarm signal, the system analyzes the real-time signal strength and coordinate difference between the first RFID sensor at the driving station and the RFID at the rear of the vehicle to calculate the distance between them. When the distance is between 40% and 60% of the distance between adjacent driving stations, the system determines that the vehicle is in the driving station blind spot.

[0018] The track inclination data from the slope sensor is read in real time. Combined with the blind spot determination results, the remaining distance from the vehicle's current position to the low-position circular dump rail is calculated, and a collision time prediction model is established based on the current vehicle speed and acceleration.

[0019] The collision risk level is output based on the collision time prediction model. When the remaining distance is less than 800m and the slope is greater than 12°, it is judged as a high risk level and a risk warning signal is generated including the vehicle position, speed and predicted impact time;

[0020] Linking the risk warning signal with the emergency brake coordination module, synchronously transmitting the vehicle's real-time motion status data to the backup power generation unit in the downhill power generation area, triggering the preloading instruction of the hydraulic jacking device;

[0021] Among them, the acceleration value in the collision time prediction model is dynamically corrected based on the slope sensor data. The acceleration compensation coefficient increases by 0.05 for every 1° increase in slope, and the risk level determination must be completed within 15 seconds after the acceleration drop is triggered.

[0022] Furthermore, after receiving the alarm signal, the real-time signal strength and coordinate difference between the driving station RFID sensor 1 and the rear vehicle RFID are analyzed to calculate the distance between the two, including:

[0023] The signal strength RSSI value of the RFID at the rear of the vehicle is captured by the driving station RFID sensor 1. Combined with the preset RFID signal attenuation model, the straight-line distance between the vehicle and the driving station RFID sensor 1 is calculated and converted into the longitudinal displacement value L1 based on the track topology data;

[0024] The coordinate data of the RFID at the rear of the vehicle is collected, and the absolute distance L2 between the rear of the vehicle and the RFID sensor at the driving station is calculated using ToF ranging technology. L1 and L2 are weighted fused to obtain the fused longitudinal displacement value L. The weight distribution ratio is the product of the signal strength quality index and the inverse of the ranging error. The fused longitudinal displacement value L is the distance between the two.

[0025] Furthermore, when the distance is between 40% and 60% of the distance between adjacent drive stations, the vehicle is determined to be in the drive station blind spot, including:

[0026] Compare the fused longitudinal displacement value L with the standard spacing D between adjacent drive stations. When L first enters the range of 0.4D≤L≤0.6D, start the blind spot prediction timer.

[0027] Continuously collect displacement data for 3 cycles. If each displacement value satisfies 0.4D≤L n ≤0.6D and the fluctuation amplitude is less than 2% of D, then the blind spot preliminary judgment signal is triggered;

[0028] The drive station spacing calibration offset △ in the historical maintenance database is called, and the actual allowable offset range is dynamically calculated based on the service life of the drive station and the temperature compensation coefficient. The dynamic judgment interval [0.4(D-△), 0.6(D+△)] is generated to obtain a preliminary judgment result.

[0029] The preliminary judgment result is input into the Kalman filter, and the displacement value of the next sampling point is predicted in combination with the vehicle kinematic model. If the predicted value is still within the dynamic judgment interval and the residual is less than the threshold, a blind spot confirmation signal is generated.

[0030] Furthermore, based on the collision risk level, the track-contact brake pads of the onboard electromagnetic brake system and the hydraulic jacking device of the backup power generation unit in the downhill power generation area are activated. Through the combined effect of the electromagnetic braking force and the friction resistance of the generator wheel, the vehicle speed is reduced to below the safety threshold within 30 seconds to obtain the vehicle speed data after braking, including:

[0031] After receiving the high-risk level signal, the system monitors the vehicle's current speed v and acceleration a in real time and calculates the total braking force F required to reach the safe speed threshold.

[0032] Based on the total braking force requirement, the output weights of the on-board electromagnetic braking device and the hydraulic jacking device are allocated in a preset ratio, with the electromagnetic braking force accounting for 60%-70% and the friction resistance of the generator wheel accounting for 30%-40%, and the braking devices are activated in a layered manner;

[0033] The vehicle speed after braking is double-checked by the on-board IMU and the encoder wheel. When the vehicle speed is ≤15m / s for 5 consecutive seconds, a braking completion signal is generated, and the final vehicle speed data is uploaded to the redundant power reconstruction module.

[0034] Furthermore, the braking device is activated in layers, including:

[0035] In the first stage, i.e. 0-10 seconds: the electromagnetic brake device applies a braking force of 80% of the maximum output coefficient, while the hydraulic tightening device drives the generator wheel to contact the drive plate at a pressure of 0.5MPa;

[0036] In the second stage, i.e. 10-20 seconds: Dynamically adjust the braking force according to the real-time vehicle speed drop rate. If △v / △t<0.6m / s 2 , then increase the electromagnetic brake output to 95% and increase the hydraulic pressure to 0.8MPa;

[0037] In the third stage, i.e. 20-30 seconds: when the vehicle speed approaches the safety threshold, the PID control algorithm is used to adjust the friction resistance of the generator wheel;

[0038] Among them, the braking stage switching condition is linked to the preload instruction. When the preload completion degree of the hydraulic tightening device is ≥90%, the first stage braking force distribution weight is tilted towards the hydraulic side by 5%-10%.

[0039] Furthermore, based on the vehicle speed data after braking, the master controller dispatches two adjacent drive stations to supply power to the vehicle through the emergency conductive rail, forming a two-point clamping drive topology, including:

[0040] Receive the braking completion signal and vehicle speed data to detect whether the vehicle is currently stationary or sliding at a low speed. If the vehicle speed is ≤0.5m / s and the acceleration direction is opposite to the downward direction of the track, the redundant drive activation command is triggered;

[0041] Send a synchronous start command to two adjacent drive stations through the emergency conductive rail, forcibly releasing the dormant state of the drive station, and dynamically adjust the output power distribution ratio of the two drive stations according to the real-time position of the vehicle, with one drive station accounting for 55%-60% of the power and the other drive station accounting for 40%-45%;

[0042] Based on the ID of the drive station, the track section resistance parameters are retrieved and the final power supply voltage from the two drive stations to the vehicle is calculated;

[0043] Voltage sensors are deployed at both ends of the vehicle drive board to provide real-time feedback on power supply balance data. When a power supply fluctuation exceeding ±10% for 3 seconds is detected at any drive station, a dynamic compensation mechanism is activated:

[0044] If one drive station is abnormal, the power of the other drive station will be increased to 70% and the downstream drive station will be activated as a hot standby;

[0045] The vehicle acceleration and drive station load data are continuously monitored. When the acceleration returns to within ±5% of the theoretical slope value and lasts for 10 seconds, the redundant power switching is determined to be successful and a drive stability confirmation signal is generated.

[0046] Furthermore, the activation of the two-point clamping drive topology must meet timing constraints: the time from braking completion to the stabilization of the drive station output voltage is ≤ 8 seconds, and the phase synchronization process is completed within 2 seconds.

[0047] The above solution of the present invention includes at least the following beneficial effects:

[0048] Through the fusion of on-board IMU, train encoder wheel, RFID and current monitoring data, drive station failures or power interruptions can be accurately identified to avoid misjudgment by a single sensor, and the warning accuracy rate can be increased to more than 92%; combined with the position relationship and track inclination, the blind spot and collision risk level of the drive station can be determined in real time, and emergency braking can be initiated at high speed for high-risk scenarios (such as stalling downhill), and the response time is shortened from 10 seconds to within 2 seconds; the on-board electromagnetic braking and the friction braking of the backup power generation unit are integrated to reliably reduce the speed of speeding vehicles to the safety threshold within 30 seconds, and the braking force is increased by 40%. At the same time, some braking energy is recovered, taking into account both safety and efficiency; through the "two-point clamping" power supply of adjacent drive stations, a redundant drive topology is formed to ensure that the vehicle travels at a safe speed in blind spots, avoid accidents caused by power interruptions, and significantly enhance the continuous operation capability of the system. BRIEF DESCRIPTION OF THE DRAWINGS

[0049] Figure 1It is a schematic diagram of a fault diagnosis and self-repair system for rail-type gravity energy storage provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0050] Exemplary embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. Although exemplary embodiments of the present disclosure are shown in the accompanying drawings, it should be understood that the present disclosure can be implemented in various forms and should not be limited by the embodiments set forth herein. Rather, these embodiments are provided to enable a more thorough understanding of the present disclosure and to fully convey the scope of the present disclosure to those skilled in the art.

[0051] like Figure 1 As shown, an embodiment of the present invention provides a fault diagnosis and self-repair system for rail-type gravity energy storage, comprising:

[0052] The prediction module is used to monitor vehicle acceleration changes in real time through the on-board IMU. When it detects a sudden drop in acceleration exceeding a threshold and in a direction opposite to the direction of gravity, it simultaneously collects the train's encoder wheel position data and RFID sensor positioning data and calculates the deviation between the two. When the positioning deviation exceeds 5m and the feedback current of the drive station current monitoring module returns to zero, an alarm signal is triggered.

[0053] The judgment module is used to analyze the real-time position relationship between the driving station RFID sensor and the rear RFID based on the alarm signal, and combine it with the track inclination data obtained by the slope sensor to determine whether the vehicle is in the driving station blind spot and generate a collision risk level;

[0054] The processing module is used to activate the track-contact brake pads of the vehicle's electromagnetic brake system and the hydraulic jacking device of the backup power generation unit in the downhill power generation area based on the collision risk level. Through the combined effect of the electromagnetic braking force and the friction resistance of the generator wheel, the vehicle speed is reduced to below the safety threshold within 30 seconds to obtain the vehicle speed data after braking;

[0055] The decision module is used to dispatch two adjacent drive stations to supply power to the vehicle through the emergency conductive rail based on the vehicle speed data after braking, thereby forming a two-point clamping drive topology.

[0056] In an embodiment of the present invention, the prediction module monitors acceleration changes in real time through the on-board IMU, combining the train's encoder wheel position data with the positioning data of the RFID sensor to form a three-dimensional data verification system of "motion state-position coordinates-power supply". When a sudden drop in acceleration (exceeding a threshold and in a direction opposite to the direction of gravity, such as a vehicle stall caused by a power outage at the drive station) is triggered simultaneously by a positioning deviation (>5m) and a return to zero current at the drive station (power source failure), the system can accurately identify drive station failures or power transmission interruptions, avoiding false alarms from a single sensor (such as relying solely on current monitoring, which may lead to misjudgment due to instantaneous voltage fluctuations), and improving the fault warning accuracy from 75% of traditional single parameter monitoring to over 92%.

[0057] By continuously learning the normal acceleration range under different slopes, loads, and ambient temperatures, the warning threshold is automatically adjusted (for example, when the rail friction coefficient decreases in winter, the acceleration fluctuation threshold is allowed to be dynamically relaxed by 10%) to avoid the problem of underreporting of fixed thresholds under extreme working conditions. This is especially suitable for gravity energy storage scenarios with complex terrain and changeable climate (such as mining areas and mountainous areas).

[0058] The judgment module is based on the real-time position relationship between the drive station RFID and the rear RFID, combined with the slope sensor data (accuracy ±0.1°), to accurately calculate whether the vehicle is in the "drive station blind spot" (i.e., the dangerous section between the two drive stations without power support) and generate three levels of collision risk (low / medium / high) based on the track inclination (e.g., the collision risk factor automatically increases by 30% on steep slopes >10°). For example, if the vehicle loses power on a 15° downhill section and is in the blind spot, the system immediately determines it as a high risk, skipping the conventional warning process and directly initiating emergency braking, reducing the response time from 10 seconds of the traditional system to less than 2 seconds.

[0059] Differentiated processing is performed for different risk levels: when the risk is low, only an early warning is sent and an inspection robot is dispatched for preliminary inspection; when the risk is medium, the on-board braking device is activated and the speed is limited; when the risk is high, the backup power generation unit is synchronously started to assist in braking.

[0060] Basic braking force is provided by rail-contact brake pads (brake torque adjustable range: 50-500N·m), with a response time of less than 0.5 seconds. The hydraulic jacking device of the backup power generation unit presses the generator wheel against the vehicle drive plate (contact pressure can reach 5000N), using the rotational resistance of the generator wheel to provide an additional 30%-50% braking force (equivalent to supplementing traditional mechanical brakes).

[0061] With the synergistic effect of the two, a speeding vehicle (with a load of 50 tons) of 20m / s can be reliably reduced to below 8m / s (safety threshold) within 30 seconds, which is 40% more efficient than a single braking method. In particular, it solves the safety hazard of the traditional gravity energy storage system with excessively long braking distance on long downhill sections.

[0062] In a preferred embodiment of the present invention, the vehicle acceleration changes are monitored in real time by an onboard IMU. When a sudden drop in acceleration exceeding a threshold and in a direction opposite to the direction of gravity is detected, the train encoder wheel position data and the RFID sensor positioning data are synchronously collected, and the deviation between the two is calculated. When the positioning deviation exceeds 5m and the feedback current of the drive station current monitoring module returns to zero, an alarm signal is triggered, including:

[0063] The vehicle's acceleration changes are monitored in real time by the onboard IMU. When the absolute value of the acceleration drop exceeds the threshold of 1.0m / s, the vehicle will be 2When the direction is opposite to the direction of gravity, the train encoder wheel position data collection and RFID sensor 1 positioning signal capture are synchronously triggered;

[0064] The dynamic deviation between the real-time displacement recorded by the train's encoder wheel and the fixed position coordinates of RFID sensor 1 is calculated. When the deviation exceeds 5m, the real-time current sampling of the current monitoring module of the drive station is activated.

[0065] If the driving current value fed back by the current monitoring module returns to zero within 3 seconds and remains at zero for more than 5 seconds, it is determined to be a sudden shutdown fault of the drive station, and a composite fault signal including acceleration drop, positioning deviation and current abnormality is generated, and an alarm signal is triggered and transmitted to the main controller;

[0066] Among them, the judgment logic of the acceleration drop, positioning deviation and current zeroing meets the timing correlation, that is, the positioning deviation exceeding the limit event occurs within the 10-second window period after the acceleration drop is triggered, and the timing interval between the current zeroing and the acceleration drop does not exceed 5 seconds.

[0067] In the embodiment of the present invention, the vehicle-mounted IMU (Inertial Measurement Unit) collects the vehicle's acceleration data in real time at a high frequency (e.g., 100 Hz) to continuously monitor the vehicle's motion state. When the absolute value of the acceleration drop exceeds a preset threshold (1.0 m / s 2 ) and the acceleration direction is opposite to the direction of gravity (i.e., the vehicle's deceleration direction is opposite to the acceleration direction of gravity on the downhill slope, indicating a sudden decrease or loss of power), the multi-sensor linkage mechanism is immediately triggered. For example, if a vehicle is accelerating due to gravity while traveling downhill, and a power outage occurs due to a drive station failure, the IMU will detect a sudden decrease or even a reversal of acceleration (deceleration), triggering subsequent data collection.

[0068] Once the acceleration drop trigger condition is met, the system will simultaneously activate the real-time data collection of the train encoder wheel and RFID sensor:

[0069] Train encoder wheel: installed on the wheel axle, records the number of wheel rotations through gear meshing, and calculates the real-time displacement of the vehicle based on the wheel diameter (for example, recording 1 meter of displacement for each rotation).

[0070] RFID sensor 1: reads the RFID tags fixedly installed beside the track (for example, one is set every 50 meters) to obtain the current absolute position coordinates of the vehicle (for example, "tag point No. 3 on the down track, coordinate X = 1200m").

[0071] The real-time displacement (relative position) calculated by the train's encoder wheel is compared with the absolute position coordinates obtained by RFID sensor 1 to calculate the deviation between the two. For example, if the train's encoder wheel indicates that the vehicle has moved 100 meters, while the RFID positioning shows only 95 meters, the deviation is 5 meters. If the deviation exceeds 5 meters continuously (for example, if it exceeds the threshold for three consecutive samples), it indicates that the vehicle's actual position is significantly different from the theoretical displacement, which may indicate coasting or drive failure due to power interruption.

[0072] If the position deviation continues to exceed the limit, the system immediately activates the drive station current monitoring module, sampling the drive motor current in real time at a higher frequency (e.g., 50Hz). During normal operation, the drive station current should remain within the rated range (e.g., 50-100A). If the current drops abnormally, further verification of the power system status can be performed.

[0073] If the current monitoring module detects that the drive current drops sharply from the normal range to 0A within 3 seconds and the zero value lasts for more than 5 seconds (excluding instantaneous fluctuation interference), it is preliminarily determined that the drive station has a sudden shutdown fault (such as motor power failure or gear breakage).

[0074] Verify the time sequence of the three events:

[0075] Positioning deviation exceeding the limit must occur within 10 seconds after the acceleration dip is triggered (to avoid interference from unrelated events). For example, if position deviation occurs 8 seconds after the acceleration dip, it is a valid associated event. The time interval between current returning to zero and acceleration dip must not exceed 5 seconds to ensure that the three are continuous reactions to the same fault chain (such as power interruption → acceleration dip → position deviation caused by sliding → current returning to zero).

[0076] When all the above conditions are met, a composite fault signal containing "acceleration drop + positioning deviation exceeding the limit + current returning to zero" is generated, along with the timestamp and specific location information of the event, and transmitted to the main controller via wireless communication, triggering the subsequent fault handling process.

[0077] Through multi-layer data cross-validation of IMU, train encoder wheel, RFID, and current monitoring module, single sensor misjudgment is avoided (for example, current fluctuation alone may be due to voltage instability, while the drive station shutdown fault can be accurately locked in combination with acceleration and position deviation), and the fault identification accuracy is increased from 70% to over 95%. Strict time windows are set (such as positioning deviation within 10 seconds, current return to zero within 5 seconds) to ensure that alarms are triggered only for continuous events in the same fault chain, and short-term interference (such as instantaneous obstruction of RFID signals, short-term idling of wheels) is filtered to reduce the false alarm rate by over 60%. From the initial warning of a sudden drop in acceleration, to the in-depth verification of position deviation, to the final confirmation of current return to zero, a three-level filtering mechanism of "trigger-verification-judgment" is formed to ensure stable operation of the system under complex working conditions (such as downhill vibration and dust interference).

[0078] The composite signal contains three types of characteristics: dynamics (acceleration), position (displacement deviation), and electricity (current). It fully describes the fault status (such as "at 15:20:30, the No. 3 drive station stopped and the vehicle stalled and slid 1200m below the downtrack"), making it easier for operation and maintenance personnel to quickly locate and repair the fault, shortening fault handling time by more than 40%.

[0079] In a preferred embodiment of the present invention, based on the alarm signal, the real-time position relationship between the driving station RFID sensor and the rear vehicle RFID is analyzed, and combined with the track inclination data obtained by the slope sensor, the vehicle is determined to be in the driving station blind spot and a collision risk level is generated, including:

[0080] After receiving the alarm signal, the system analyzes the real-time signal strength and coordinate difference between the first RFID sensor at the driving station and the RFID at the rear of the vehicle to calculate the distance between them. When the distance is between 40% and 60% of the distance between adjacent driving stations, the system determines that the vehicle is in the driving station blind spot.

[0081] The track inclination data from the slope sensor is read in real time. Combined with the blind spot determination results, the remaining distance from the vehicle's current position to the low-position circular dump rail is calculated, and a collision time prediction model is established based on the current vehicle speed and acceleration.

[0082] The collision risk level is output based on the collision time prediction model. When the remaining distance is less than 800m and the slope is greater than 12°, it is judged as a high risk level and a risk warning signal is generated including the vehicle position, speed and predicted impact time;

[0083] Linking the risk warning signal with the emergency brake coordination module, synchronously transmitting the vehicle's real-time motion status data to the backup power generation unit in the downhill power generation area, triggering the preloading instruction of the hydraulic jacking device;

[0084] Among them, the acceleration value in the collision time prediction model is dynamically corrected based on the slope sensor data. The acceleration compensation coefficient increases by 0.05 for every 1° increase in slope, and the risk level determination must be completed within 15 seconds after the acceleration drop is triggered.

[0085] In this embodiment of the present invention, slope sensors installed at key track locations (such as the start of a downhill section or at a curve) upload track inclination data in real time at a frequency of 1Hz (for example, if the slope at the current location is 15°). The system automatically matches the slope value at the corresponding location (e.g., using pre-stored slope parameters for each track section on a GIS map) based on the vehicle's real-time coordinates.

[0086] Remaining distance calculation and motion model establishment:

[0087] Remaining distance: Calculate the straight-line distance (e.g. current X=1300m, remaining 700m) based on the current coordinates of the vehicle and the target coordinates of the low-position circular dumping rail (e.g. end coordinate X=2000m).

[0088] Collision time prediction: Based on the current vehicle speed (e.g., 15 m / s) and acceleration (taking into account the gravity component; the steeper the slope, the greater the acceleration), a simplified motion model is established. Assuming the vehicle is unpowered in the blind spot and is affected only by gravity and frictional resistance, the time to reach the destination is predicted.

[0089] Dynamic slope correction: For every 1° increase in slope, the acceleration compensation coefficient increases by 0.05 (for example, the compensation coefficient is 0.6 at a 12° slope and 0.65 at a 13° slope). This is used to correct for differences in descent acceleration caused by slope changes, avoiding risk misjudgment between flat and steep sections.

[0090] Risk level generation and linkage triggering:

[0091] Grading decision logic:

[0092] High risk: When the remaining distance is less than 800m and the slope is greater than 12° (for example, 700m remaining and the slope is 15°), it is judged as high risk. Because the gravity acceleration on the steep slope is significant, it is easy to exceed the speed limit and lose control in a short distance, and the collision time is extremely short (for example, within 10 seconds).

[0093] Medium risk: The remaining distance is 800-1500m and the slope is 8°-12°, or the remaining distance is less than 800m but the slope is ≤12°. It is judged as medium risk and some braking measures need to be initiated.

[0094] Low risk: In other situations, only an early warning is sent and an inspection is scheduled.

[0095] Risk signal generation and linkage:

[0096] When the risk is high, a warning signal is generated containing the vehicle's position (e.g., 1300m below the track), real-time speed (15m / s), and predicted impact time (after 7 seconds), and is synchronously transmitted to the emergency braking module and the backup power generation unit in the downhill power generation area:

[0097] Braking module: activates the vehicle's electromagnetic brake device in advance and prepares to apply braking force;

[0098] Backup power generation unit: triggers the preload instruction of the hydraulic jacking device to keep the generator wheel in slight contact with the vehicle drive plate, ensuring that the friction resistance can be quickly increased in an emergency (response time < 1 second).

[0099] The entire process, from triggering a sudden drop in acceleration to completing the risk level determination, must be completed within 15 seconds (because the vehicle may reach a dangerous speed within 15 seconds after stalling on a steep slope), ensuring that the braking system has enough time to intervene.

[0100] Through the triple verification of RFID blind spot judgment, dynamic slope correction, and remaining distance calculation, high-risk scenarios (such as stalling in a blind spot on a downhill slope) can be accurately identified, avoiding missed judgments caused by traditional systems relying on a single parameter (such as vehicle speed), reducing the probability of collision accidents by more than 60%. The slope compensation mechanism enables the system to automatically adapt to tracks with different slopes (such as differentiated treatment of a 10° gentle slope and a 20° steep slope), complete risk judgment and trigger preload instructions within 15 seconds, ensuring that the braking device intervenes at the optimal time (such as starting hydraulic tightening 2 seconds in advance when the risk is high), shortening the braking response time by 30%, and cooperating with the composite braking mechanism (electromagnetic braking + friction braking), the stopping distance of an out-of-control vehicle can be shortened by more than 40%.

[0101] In a preferred embodiment of the present invention, after receiving the alarm signal, analyzing the real-time signal strength and coordinate difference between the driving station RFID sensor 1 and the rear vehicle RFID sensor to calculate the distance between the two includes:

[0102] The signal strength RSSI value of the RFID at the rear of the vehicle is captured by the driving station RFID sensor 1. Combined with the preset RFID signal attenuation model, the straight-line distance between the vehicle and the driving station RFID sensor 1 is calculated and converted into the longitudinal displacement value L1 based on the track topology data;

[0103] The coordinate data of the RFID at the rear of the vehicle is collected, and the absolute distance L2 between the rear of the vehicle and the RFID sensor at the driving station is calculated using ToF ranging technology. L1 and L2 are weighted fused to obtain the fused longitudinal displacement value L. The weight distribution ratio is the product of the signal strength quality index and the inverse of the ranging error. The fused longitudinal displacement value L is the distance between the two.

[0104] In an embodiment of the present invention, an RFID sensor next to the driving station continuously scans the RFID tag at the rear of the vehicle and obtains the signal strength RSSI value in real time (unit: dBm, the larger the value, the stronger the signal and the closer the distance). The system pre-stores a signal attenuation model for this scenario. For example, in a dusty environment, the signal strength attenuates by 3dBm for every meter away. The straight-line distance between the vehicle and the driving station is calculated by combining the attenuation model with the difference between the current RSSI value and the initial transmission signal strength (such as a transmission intensity of 80dBm, a receiving intensity of 50dBm, and a difference of 30dBm). Since the track may have curves or slopes, the straight-line distance needs to be converted into a longitudinal displacement value L1 along the track direction based on the pre-entered three-dimensional track topology data (such as the curve radius and the slope angle) (for example, the longitudinal displacement of a straight-line distance of 10 meters on a 15° slope is 9.5 meters). The signal attenuation model supports real-time environmental parameter input (such as current dust concentration and air humidity). Environmental sensors deployed along the track (such as dust sensors and temperature and humidity sensors) dynamically correct the attenuation coefficient (for example, the attenuation per meter increases to 4dBm in high dust conditions), avoiding distance calculation deviations caused by environmental interference.

[0105] The rear RFID tag and the driver station RFID sensor support ToF (time of flight) technology. By emitting nanosecond pulse signals to each other and recording the transmission time (for example, the flight time of the signal from the driver station to the vehicle is 100 nanoseconds), the absolute straight-line distance L2 is calculated based on the speed of light (approximately 0.3 meters per nanosecond) (for example, 100 nanoseconds corresponds to 30 meters). If there is a multipath signal caused by reflection from a metal structure (for example, the signal arrives after reflecting off the track steel beam), the system automatically filters out interference signals with delays exceeding 50 nanoseconds by comparing the time difference between the main signal and the reflected signal, ensuring ranging accuracy (error ≤ 0.5 meters).

[0106] The RFID tag at the rear of the vehicle outputs its own coordinates (X, Y, Z) in real time. The coordinates of the first RFID sensor at the driving station are known fixed values (e.g., X = 1000m, Y = 50m, Z = 20m). The Euclidean distance is calculated by the difference between the three-dimensional coordinates and cross-validated with the ToF measurement value (e.g., the coordinate calculation distance is 30.2 meters, the ToF measurement distance is 30 meters, and the average value is 30.1 meters).

[0107] Signal quality assessment and weight allocation:

[0108] Signal Strength Quality Index: Based on the stability of the RSSI value (for example, if the RSSI fluctuation range within the past second is ≤2dBm, it is high quality, and if it is >5dBm, it is low quality), a quality index of 0-1 is generated (high quality 0.9, low quality 0.3).

[0109] Inverse of ranging error: The real-time error of ToF technology is calculated through historical data statistics (for example, in the current environment, the ToF error is ±0.5 meters, and the inverse of the error is 2). The RSSI technology error is dynamically calculated based on the attenuation model (for example, in the current environment, the RSSI error is ±2 meters, and the inverse of the error is 0.5).

[0110] Weight calculation: The weight of the two is the product of their respective quality index and the inverse of the error (e.g. RSSI weight = 0.9 × 0.5 = 0.45, ToF weight = 0.8 × 2 = 1.6, and the total weight after normalization is 1).

[0111] The final longitudinal displacement value L is calculated using the weighted average method:

[0112] If L1 calculated by RSSI = 29.5 meters (weight 0.45) and L2 calculated by ToF = 30.1 meters (weight 0.55), then L = 29.5 × 0.45 + 30.1 × 0.55 = 29.83 meters.

[0113] Dynamic adjustment mechanism: When the signal quality of a certain technology suddenly drops (such as RSSI fluctuations exceeding the limit), the system automatically increases the weight of another technology (such as the ToF weight temporarily increased to 80%) to ensure the reliability of distance calculation.

[0114] By complementing RSSI signal strength (reflecting relative distance) with ToF technology (precise absolute distance), the defects of a single technology (such as RSSI being affected by dust interference and ToF being affected by line of sight obstruction) are addressed, and the distance measurement accuracy is improved from ±2 meters for a single technology to within ±0.8 meters. Based on real-time weight distribution of signal quality and ranging error, the system automatically selects reliable data sources in different environments (such as heavy rain causing increased attenuation of RFID signals and curves causing obstruction of ToF signals), avoiding blind spot misjudgments due to failure of a single sensor, and improving the accuracy of blind spot determination from 80% to over 95%.

[0115] The multipath error correction and environmental dynamic compensation mechanism effectively deal with interferences such as metal structure reflection and dust particle scattering in track scenes (such interference often causes traditional RFID ranging errors to exceed 10 meters), making the system more reliable under extreme working conditions (such as dust concentration of 200mg / m 3 , track curve radius of 50 meters) can still stably output reliable spacing data. This high-precision spacing data provides a reliable basis for determining driver station blind spots and generating collision risk levels (for example, accurately identifying vehicles within the 40%-60% blind spot between adjacent driver stations). This ensures the timeliness and accuracy of emergency braking and redundant driver scheduling, reducing the risk of braking delays due to spacing misjudgment by over 70%.

[0116] In a preferred embodiment of the present invention, when the distance is in the range of 40%-60% of the distance between adjacent driving stations, determining that the vehicle is in the driving station blind spot includes:

[0117] Compare the fused longitudinal displacement value L with the standard spacing D between adjacent drive stations. When L first enters the range of 0.4D≤L≤0.6D, start the blind spot prediction timer.

[0118] Continuously collect displacement data for 3 cycles. If each displacement value satisfies 0.4D≤L n ≤0.6D and the fluctuation amplitude is less than 2% of D, then the blind spot preliminary judgment signal is triggered;

[0119] The drive station spacing calibration offset △ in the historical maintenance database is called, and the actual allowable offset range is dynamically calculated based on the service life of the drive station and the temperature compensation coefficient. The dynamic judgment interval [0.4(D-△), 0.6(D+△)] is generated to obtain a preliminary judgment result.

[0120] The preliminary judgment result is input into the Kalman filter, and the displacement value of the next sampling point is predicted in combination with the vehicle kinematic model. If the predicted value is still within the dynamic judgment interval and the residual is less than the threshold, a blind spot confirmation signal is generated.

[0121] In this embodiment of the present invention, the system continuously monitors the fused longitudinal displacement value L and determines the standard spacing D between adjacent drive stations. Once L falls into the interval of 0.4D≤L≤0.6D for the first time, the blind spot prediction timer is immediately started. The function of this timer is to start recording the vehicle's stay in this suspected blind spot interval, providing a time dimension reference for subsequent judgments. For example, assuming that the standard spacing D between adjacent drive stations is 1000 meters, then when L is between 400 meters and 600 meters for the first time, the timer starts counting.

[0122] Triggering the preliminary judgment signal of the blind zone:

[0123] After starting the timer, the system will continuously collect displacement data for 3 cycles. For each collection cycle, the displacement value L n , the condition of 0.4D ≤ L ≤ 0.6D must be met, and the fluctuation amplitude of the displacement value must be less than 2% of D. Only when the data of these three cycles meet this requirement will the preliminary blind spot determination signal be triggered. For example, if D = 1000 meters and the fluctuation amplitude is required to be less than 20 meters, the preliminary blind spot determination signal will be triggered if the displacement values of three consecutive cycles are 450 meters, 455 meters, and 460 meters respectively.

[0124] Generate a dynamic decision interval to obtain preliminary decision results:

[0125] The system accesses the historical maintenance database to obtain the drive station spacing calibration offset, \Delta. This offset is dynamically calculated based on the service life of the drive station and the temperature compensation coefficient. The longer the service life, the more likely the drive station will experience a certain degree of displacement or deformation; temperature changes can also cause the dimensions of the track and drive station to change, so temperature compensation is necessary. After calculating the actual allowable offset range based on these factors, a dynamic judgment interval of [0.4(D-△), 0.6(D+△)] is generated. The previously collected displacement data is then compared with this dynamic judgment interval to obtain a preliminary judgment result. For example, if △ = 10 meters and D = 1000 meters, the dynamic judgment interval is [396, 606] meters.

[0126] Generate blind zone confirmation signal:

[0127] The preliminary judgment result is input into the Kalman filter, which combines the vehicle's kinematic model with the vehicle's current motion state (such as speed and acceleration) to predict the displacement value of the next sampling point. If the predicted displacement value is still within the dynamic judgment interval, and the residual between the predicted value and the actual measured value is less than the preset threshold, it means that the vehicle is indeed in the driver's blind spot, and a blind spot confirmation signal is generated. For example, if the predicted displacement value of the next sampling point is 480 meters, which is within the dynamic judgment interval of [396, 606] meters, and the residual is less than the threshold, the vehicle is confirmed to be in the blind spot.

[0128] Through a multi-step determination process, particularly the continuous collection of three cycles of data and fluctuation amplitude checks, as well as the introduction of dynamic determination intervals and a Kalman filter for prediction and residual analysis, the system significantly reduces misjudgments due to incidental factors (such as signal fluctuations and brief vehicle sway), improving the accuracy of determining whether a vehicle is in a drive station's blind spot. Dynamic determination intervals, taking into account the impact of drive station age and temperature fluctuations on spacing, enable the system to adapt to varying operating environments and equipment status changes. Even with a certain degree of displacement or deformation at the drive station, as well as significant temperature fluctuations, the system can accurately determine whether a vehicle is in a blind spot. The Kalman filter, combined with the vehicle's kinematic model, enables more accurate prediction and analysis of the vehicle's motion. Blind spots are only confirmed when both the predicted value and residual meet the requirements, avoiding misjudgments due to measurement error or data noise, and enhancing system stability and reliability.

[0129] In a preferred embodiment of the present invention, based on the collision risk level, the track-contact brake pads of the vehicle-mounted electromagnetic brake system and the hydraulic jacking device of the backup power generation unit in the downhill power generation area are activated. Through the combined effect of the electromagnetic braking force and the friction resistance of the generator wheel, the vehicle speed is reduced to below the safety threshold within 30 seconds to obtain post-braking vehicle speed data, including:

[0130] After receiving the high-risk level signal, the system monitors the vehicle's current speed v and acceleration a in real time and calculates the total braking force F required to reach the safe speed threshold.

[0131] Based on the total braking force requirement, the output weights of the on-board electromagnetic braking device and the hydraulic jacking device are allocated in a preset ratio, with the electromagnetic braking force accounting for 60%-70% and the friction resistance of the generator wheel accounting for 30%-40%, and the braking devices are activated in a layered manner;

[0132] The vehicle speed after braking is double-checked by the on-board IMU and the encoder wheel. When the vehicle speed is ≤15m / s for 5 consecutive seconds, a braking completion signal is generated, and the final vehicle speed data is uploaded to the redundant power reconstruction module.

[0133] In this embodiment of the present invention, when the system receives a high-risk level signal (e.g., remaining distance < 800m and slope > 12°), it immediately activates the high-frequency sampling (100Hz) of the vehicle-mounted sensor group (IMU, speed encoder, slope sensor), and obtains the vehicle's current speed v (e.g., 18m / s), acceleration a (including the gravity acceleration component, for example, a = +2m / s when going downhill), and the vehicle's current speed v (e.g., 18m / s), acceleration a (including the gravity acceleration component, for example, a = +2m / s when going downhill). 2 indicating accelerated descent) and track slope data (e.g. 15°).

[0134] Safety speed threshold preset: Based on parameters such as track curvature and load, the preset safety speed threshold is 15m / s (the conventional safety speed for downhill sections). If the current speed exceeds this threshold (e.g. 18m / s>15m / s), the braking demand calculation is triggered.

[0135] The system combines the vehicle's mass (e.g., a 50-ton load), the current slope (which affects the gravitational component), and the track's friction coefficient (obtained in real time via environmental sensors, such as a dry track friction coefficient of 0.2) to calculate the total braking force F required to reduce the vehicle's speed to a threshold within 30 seconds. For example, to offset downhill acceleration and produce a deceleration effect, the total braking force must cover both the gravitational component and the additional deceleration force.

[0136] Distribute braking force according to preset ratio (electromagnetic braking force 60%-70%, generator wheel friction resistance 30%-40%):

[0137] On-board electromagnetic braking device: Prioritizes activating the track-contact brake pads, which are then attracted to the track surface by electromagnetic coils. The initial braking force is set to 60% of the total demand (e.g., if the total demand is 100kN, 60kN is initially applied). The braking force can be adjusted by current (the higher the current, the stronger the electromagnetic attraction).

[0138] Hydraulic tightening device: Synchronously start the hydraulic system of the standby power generation unit in the downhill power generation area, and press the generator wheel to the vehicle drive plate through the hydraulic cylinder. The initial contact pressure corresponds to 30% of the total braking force (such as 30kN), and the friction resistance increases with the increase of the clamping force (for every 1MPa increase in pressure, the resistance increases by 5kN).

[0139] Hierarchical activation strategy:

[0140] Level 1 braking (0-10 seconds): The electromagnetic brake is activated at full power (60%-70%), and the hydraulic tightening device is preloaded to 50% pressure (corresponding to 15%-20% braking force), quickly suppressing the increase in vehicle speed (for example, the vehicle speed drops from 18m / s to 16m / s within 10 seconds).

[0141] Secondary braking (10-20 seconds): Adjusted according to the real-time vehicle speed. If the deceleration effect is insufficient (such as vehicle speed > 16m / s), the pressure of the hydraulic tightening device is increased to 80% (corresponding to 24%-32% braking force), forming a braking force superposition (total braking force reaches 85%-95%).

[0142] Level 3 braking (20-30 seconds): When approaching the safety threshold (such as 15-16m / s), the electromagnetic braking force gradually decays (to avoid over-braking), and the hydraulic resistance remains stable to ensure smooth deceleration below the threshold.

[0143] Braking effect verification and signal generation:

[0144] Double verification mechanism:

[0145] On-board IMU: monitors vehicle acceleration changes in real time to determine whether the expected deceleration occurs (such as target deceleration -0.5m / s 2 , IMU feedback value needs to be between -0.4 and -0.6m / s 2 within the scope).

[0146] Train encoder wheel: Calculates actual vehicle speed by the number of wheel rotations (e.g., a wheel with a circumference of 2 meters and 8 rotations per second corresponds to a vehicle speed of 16 m / s), and cross-validates this with IMU data (allowable error ±0.5 m / s).

[0147] When both verification results show that the vehicle speed is ≤15m / s for 5 consecutive seconds (such as 15m / s, 14.8m / s, 14.9m / s), a "braking completion signal" is generated, including the final vehicle speed (such as 14.5m / s), braking time (28 seconds), and device operating status (electromagnetic braking current, hydraulic pressure value), and uploaded to the redundant power reconstruction module (decision-making module) to provide a basis for subsequent drive scheduling.

[0148] The combined effect of electromagnetic braking and hydraulic friction resistance increases braking force by 40%-50% compared to a single device (e.g., electromagnetic braking alone takes 40 seconds to decelerate, while combined braking takes only 25-30 seconds). This is particularly true in heavy-load downhill scenarios (50 tons, 15° slope), eliminating the risk of loss of control caused by insufficient braking force associated with traditional single braking, and reducing the rate of speeding accidents by over 65%. Pre-set weighting (electromagnetic braking as the primary, hydraulic friction as the secondary) reduces brake pad wear from high-load braking (extending the pad replacement cycle from three months to six months) while also preventing the hydraulic system from operating at full load for extended periods (pressure is kept within a safe range, reducing the risk of leakage by 30%), achieving a balance between equipment life and braking effectiveness. The independent verification mechanism for the IMU and encoder wheel eliminates the problem of misjudgment caused by single sensor failure (e.g., when the IMU is disturbed by vibration, the encoder wheel data provides a reliable backup), ensuring over 99% accuracy in determining brake completion, avoiding the risk of secondary acceleration caused by false positives. The three-level braking strategy can dynamically respond to different deceleration requirements (such as increasing braking force in sudden high-risk situations and smoothly decelerating when approaching the threshold). In sections where track curvature changes (such as before entering a curve from a straight line), the hydraulic jacking force is adjusted in advance to avoid vehicle skidding due to excessive braking, thereby improving braking smoothness under complex working conditions.

[0149] In a preferred embodiment of the present invention, the layered activation braking device comprises:

[0150] In the first stage, i.e. 0-10 seconds: the electromagnetic brake device applies a braking force of 80% of the maximum output coefficient, while the hydraulic tightening device drives the generator wheel to contact the drive plate at a pressure of 0.5MPa;

[0151] In the second stage, i.e. 10-20 seconds: Dynamically adjust the braking force according to the real-time vehicle speed drop rate. If △v / △t<0.6m / s 2 , then increase the electromagnetic brake output to 95% and increase the hydraulic pressure to 0.8MPa;

[0152] In the third stage, i.e. 20-30 seconds: when the vehicle speed approaches the safety threshold, the PID control algorithm is used to adjust the friction resistance of the generator wheel;

[0153] Among them, the braking stage switching condition is linked to the preloading instruction. When the preloading completion degree of the hydraulic tightening device is ≥90%, the braking force distribution weight of the first stage is tilted towards the hydraulic side by 5%-10%; the activation of the two-point clamping drive topology must meet the timing constraints: the time from braking completion to the stabilization of the drive station output voltage is ≤8 seconds, and the phase synchronization process is completed within 2 seconds.

[0154] In an embodiment of the present invention, upon receiving a high-risk signal, the system first activates the on-board electromagnetic brake device, applying braking force at 80% of its maximum output coefficient (for example, if the maximum braking force is 100kN, 80kN is initially applied). The reason for selecting 80% rather than full output is to avoid wheel locking or abnormal track friction due to excessive braking force in the early stages of braking, while also leaving room for coordination with the hydraulic system. By controlling the current of the electromagnetic coil (e.g., 80% of the rated current of 100A, or 80A), the adhesion force between the brake pad and the track is linearly adjusted to ensure smooth application of braking force.

[0155] The hydraulic system of the standby power generation unit in the downhill power generation area is activated simultaneously, and the hydraulic cylinder is driven with an initial pressure of 0.5MPa to gently press the generator wheel onto the surface of the vehicle drive plate (contact pressure of approximately 1000N). This pressure is only used to establish contact rather than full-load braking, with the following purposes:

[0156] Preload verification: Detects the sealing of the hydraulic pipeline and the fit of the generator wheel. If the preload completion rate is ≥90% (such as the pressure is stable at 0.5MPa±0.05MPa), the system automatically tilts the first-stage braking force distribution weight toward the hydraulic side by 5%-10% (for example, the electromagnetic braking weight is reduced from 70% to 65%, and the hydraulic force is increased from 30% to 35%) to fully utilize the available capacity of the standby unit.

[0157] Quick response preparation: Keep the generator wheel in micro-contact with the drive plate to ensure that the pressure can be quickly increased within 0.5 seconds in the subsequent stage, avoiding interruption of braking force connection due to hydraulic delay.

[0158] The vehicle speed change is monitored in real time by the onboard IMU and the train encoder wheel (e.g. updated every 0.1 seconds) to verify the initial braking effect (the expected speed drop rate is ≥ 0.8 m / s 2 ), if the actual rate is lower than expected, the second stage preparation is triggered in advance.

[0159] Phase 2 (10-20 seconds): Dynamic adjustment and braking force enhancement:

[0160] Calculate the real-time vehicle speed decrease rate (△v / △t, i.e., the speed decrease per second). If the three consecutive samplings (within 3 seconds) are all less than 0.6m / s 2 (For example, the vehicle speed drops from 18m / s to 17.5m / s, with a rate of 0.5m / s2), and it is determined that the current braking force is insufficient and braking needs to be strengthened.

[0161] Data source: IMU acceleration data is cross-validated with encoder wheel speed data to eliminate single sensor errors (for example, when the IMU is disturbed by vibration, the encoder wheel data is used as the standard).

[0162] Braking force graded improvement:

[0163] Electromagnetic Braking Enhancement: This increases the output coefficient to 95% (close to full output, such as increasing the braking force from 80kN to 95kN) by increasing the electromagnetic coil current while monitoring the brake pad temperature (if it exceeds 100°C, the cooling system is triggered).

[0164] Increase the hydraulic pressure: Increase the pressure of the hydraulic tightening device to 0.8MPa (contact pressure increases to 1600N). The friction resistance between the generator wheel and the drive plate increases linearly with the pressure. At this time, the proportion of hydraulic braking force increases to 40% (forming a 6:4 ratio with electromagnetic braking).

[0165] Collaborative control logic: During the pressure increase process, the hydraulic system's overflow valve automatically limits the flow (such as the maximum pressure limit of 1.0MPa) to avoid overload damage to the seals. At the same time, the generator of the power generation unit temporarily disconnects the circuit, retaining only the friction braking function (to prevent high-speed power generation from causing motor overload).

[0166] Phase switching trigger conditions:

[0167] If the vehicle speed decrease rate reaches the standard (≥0.6m / s 2 ) or the vehicle speed has dropped to 16m / s (close to the safety threshold of 15m / s), skip further boost and directly enter the third stage of smooth control.

[0168] The third stage (20-30 seconds): smooth deceleration and PID fine adjustment

[0169] When the vehicle speed approaches the safety threshold (e.g. 15-16 m / s), the system switches to PID control mode, with the friction resistance of the generator wheel as the primary adjustment object (the electromagnetic brake maintains 80% output to provide basic braking force):

[0170] Deviation calculation: The difference between the real-time vehicle speed and the safety threshold (15m / s) is used as the input signal (e.g., current speed is 15.5m / s, deviation is +0.5m / s).

[0171] Proportional regulation (P): Linearly adjust the hydraulic pressure according to the deviation (for example, every 0.1m / s deviation corresponds to a 0.05MPa pressure change).

[0172] Integral Regulation (I): Accumulates historical deviations to avoid long-term deviations caused by changes in track friction coefficient (such as slipping caused by sudden rain) (for example, if the deviation is greater than 0.3m / s for 2 consecutive seconds, the pressure will be automatically increased by 0.1MPa).

[0173] Differential regulation (D): predicts the speed change trend and adjusts the pressure in advance (such as temporarily reducing 0.05MPa when the descent rate suddenly accelerates to prevent over-braking).

[0174] Smooth transition control:

[0175] Dynamically fine-tune the hydraulic pressure (adjustment step 0.02MPa) through the PID algorithm to keep the vehicle speed ≤0.3m / s 2 The deceleration is smoothly reduced to below 15m / s, avoiding the "final stage emergency braking" problem caused by traditional fixed pressure braking (such as the vehicle speed is steadily reduced from 15.2m / s to 14.7m / s in 5 seconds).

[0176] When braking enters the third stage, the main controller sends a "pre-start instruction" to the adjacent drive station to activate the power conversion device of the emergency conductor rail in advance (such as switching the backup power supply to the hot standby state) to ensure that the drive topology can be quickly connected after braking is completed.

[0177] If the pre-loading completion rate of the hydraulic tightening device is less than 90% (such as pressure fluctuation > 0.1MPa), the system will maintain electromagnetic braking as the main method (weight 70%) to avoid insufficient braking force due to unreliable hydraulics; if the completion rate is ≥90%, the system will be tilted by 5%-10% to optimize braking efficiency (such as reducing wear of electromagnetic brake pads).

[0178] Drive station activation timing control:

[0179] Voltage stability constraint: From the generation of the braking completion signal (vehicle speed ≤ 15 m / s) to the stabilization of the drive station output voltage (fluctuation ≤ 5% of rated voltage), this must be completed within 8 seconds. Rapid power-up is achieved through the drive station's fast excitation device (such as supercapacitor energy storage) to prevent the vehicle from coasting due to prolonged power interruption.

[0180] Phase synchronization constraint: The output voltages of two adjacent drive stations must complete phase synchronization within 2 seconds (phase difference ≤ 10°). The drive station inverter is calibrated using the synchronous clock signal of the master controller (accuracy ±1μs) to ensure smooth power connection during "two-point clamping drive" and prevent vehicle vibration or derailment due to power phase conflict.

[0181] Phase 1: 80% electromagnetic braking combined with pre-contact hydraulic braking minimizes initial impact and protects wheels and rails. Preload weighting also leverages reliable backup units, reducing the risk of wheel lock during initial braking by 40%. Phase 2: Dynamic pressure regulation addresses insufficient deceleration, ensuring the vehicle speed decreases as expected on steep, heavily loaded slopes (e.g., a 15° slope and a 50-ton load). Compared to traditional fixed-braking solutions, the risk of speeding outages is reduced by 60%. Phase 3: PID fine-tuning achieves smooth deceleration, preventing sudden braking during the final stage that could cause cargo tilt or vehicle vibration. This is particularly suitable for transporting bulk solid waste (such as fly ash), which is prone to spillage, and reduces spillage accidents by 50%. Preload completion determines weight allocation, achieving "demand-based" braking. If the hydraulic system is reliable, it assumes more braking responsibility, reducing the high-load operating time of the electromagnetic brake pads (extending their lifespan by 30%). If unreliable, electromagnetic braking takes primary responsibility, ensuring safety. The timing constraints of the drive station activation (8 seconds for voltage stabilization + 2 seconds for phase synchronization) solve the three major problems of "power interruption - voltage shock - phase confusion" when the traditional standby drive is connected, shortening the vehicle's transition time from braking state to driving state by 50%, avoiding secondary accidents caused by poor power connection.

[0182] In a preferred embodiment of the present invention, based on the vehicle speed data after braking, the master controller dispatches two adjacent drive stations to supply power to the vehicle through the emergency conductive rail, forming a two-point clamping drive topology, including:

[0183] Receive the braking completion signal and vehicle speed data to detect whether the vehicle is currently stationary or sliding at a low speed. If the vehicle speed is ≤0.5m / s and the acceleration direction is opposite to the downward direction of the track, the redundant drive activation command is triggered;

[0184] Send a synchronous start command to two adjacent drive stations through the emergency conductive rail, forcibly releasing the dormant state of the drive station, and dynamically adjust the output power distribution ratio of the two drive stations according to the real-time position of the vehicle, with one drive station accounting for 55%-60% of the power and the other drive station accounting for 40%-45%;

[0185] Based on the ID of the drive station, the track section resistance parameters are retrieved and the final power supply voltage from the two drive stations to the vehicle is calculated;

[0186] Voltage sensors are deployed at both ends of the vehicle drive board to provide real-time feedback on power supply balance data. When a power supply fluctuation exceeding ±10% for 3 seconds is detected at any drive station, a dynamic compensation mechanism is activated:

[0187] If one drive station is abnormal, the power of the other drive station will be increased to 70% and the downstream drive station will be activated as a hot standby;

[0188] The vehicle acceleration and drive station load data are continuously monitored. When the acceleration returns to within ±5% of the theoretical slope value and lasts for 10 seconds, the redundant power switching is determined to be successful and a drive stability confirmation signal is generated.

[0189] In the embodiments of the present invention, the PID control algorithm is a commonly used automatic control technology that adjusts the output in real time to enable the system to reach and maintain the desired state. It consists of three core parts:

[0190] Proportional (P) control: Directly adjusts the output based on the current error. For example, if the vehicle speed falls 5 km / h below the target speed, immediately increase the throttle. The larger the error, the greater the power. However, purely proportional control may cause the vehicle speed to fluctuate around the target value (undershooting or overshooting).

[0191] Integral (I) control: This accumulates historical errors to eliminate long-term deviations. If a change in slope results in a sustained low speed, the integral control gradually increases the throttle until the vehicle stabilizes at the target speed, avoiding "steady-state errors" (e.g., a constant 2 km / h slowdown).

[0192] Differential (D) control: Predicts future trends and suppresses dynamic fluctuations. When the vehicle speed approaches the target value, the differential link detects the acceleration and reduces the throttle in advance to prevent the target speed from being exceeded (such as predicting deceleration before a speed bump).

[0193] The combination of the three enables the system to quickly and smoothly reach and maintain the target state, and is widely used in scenarios that require fine adjustment (such as friction resistance control of braking systems).

[0194] After receiving the braking completion signal (e.g., vehicle speed 14.5m / s), the master controller continuously monitors the vehicle speed (v) and acceleration (a) data from the onboard IMU. If the vehicle speed is detected to be ≤0.5m / s (close to stationary) and the acceleration direction is opposite to the downward direction of the track (e.g., a=-0.3m / s 2 , indicating that the vehicle has a tendency to slide backward), it is determined to be a "power loss risk state" and triggers the redundant drive activation command (for example, the vehicle may slide backward after stopping due to gravity on the downhill section, and the driving force needs to be supplemented immediately).

[0195] Trigger condition logic:

[0196] Vehicle speed threshold: 0.5m / s and below is considered "critical standstill" to prevent misjudgment of short-term speed fluctuations (such as momentary low speed caused by sensor noise).

[0197] Acceleration direction: A negative value opposite to the downward direction indicates that the vehicle is affected by the power interruption of the drive station and cannot offset the gravity component, posing a risk of sliding backward (for example, on a 10° slope, the gravity component may cause the vehicle to slide backward).

[0198] Drive station synchronous start and power distribution:

[0199] The main controller sends a synchronous start command to two adjacent drive stations (such as drive stations No. 4 and No. 6, 50 meters before and after the faulty drive station) through a dedicated emergency conductive rail (independent of the main power supply line to avoid interfering with normal operating vehicles), forcing them to wake up from their sleep state (power output is 0 when in sleep state, and wake-up time is less than 1 second).

[0200] Position priority: The drive station closest to the vehicle's uphill direction (such as the rear drive station) receives 55%-60% of the power, while the downhill drive station (the front drive station) receives 40%-45%. For example, if the vehicle is located slightly behind the two drive stations, the rear drive station will provide the main thrust, while the front drive station will provide auxiliary power, avoiding "pulling" and uneven power distribution.

[0201] Load balancing: Based on the historical load data of the drive stations (for example, the load rate of drive station No. 4 was 80% yesterday, while that of drive station No. 6 was only 50%), the distribution ratio is dynamically adjusted (for example, adjusted to 58%:42%) to prevent overloading of a single drive station.

[0202] Supply voltage calculation and real-time feedback:

[0203] Based on the drive station ID (such as No. 4 and No. 6), the resistance parameters of the corresponding section are retrieved from the track database (such as the track length from No. 4 drive station to the vehicle is 200m, the resistance is 0.1Ω / km, and the total resistance is 0.02Ω). Combined with the preset drive voltage (such as 500V), the final power supply voltage from the two drive stations to the vehicle is calculated (taking into account the line voltage drop, such as No. 4 outputs 500V and the vehicle end receives 498V).

[0204] Voltage sensors (accuracy ±1%) are installed at both ends of the vehicle's drive board to provide real-time feedback on the power supply balance between the two drive stations (a voltage difference of ≤5V is considered normal). If the voltage fluctuation at any drive station exceeds ±10% and persists for 3 seconds (for example, the voltage at station 4 suddenly drops from 500V to 450V), it is determined to be a "power supply abnormality" and dynamic compensation is triggered.

[0205] If drive station 4 fails, the master controller increases the power of drive station 6 from 45% to 70% and simultaneously activates the downstream drive station 7 as a hot standby (wakes up and preloads it to 30% power to ensure it can take over within 2 seconds). The failed drive station is marked as "pending maintenance" and a fault code (e.g., "voltage abnormality at drive station 4, switching to drives 6+7") is pushed to the operator via the onboard display.

[0206] Continuously monitor the vehicle acceleration (a) and the drive station load (current value): When a returns to within ±5% of the theoretical value of the slope (e.g., the theoretical acceleration of 1.7m / s on a 10° slope) 2 , the actual a is 1.61-1.79m / s 2), indicating that the driving force is balanced with the gravity component. The above state lasts for 10 seconds, and the redundant power switching is determined to be successful. A "drive stability confirmation signal" is generated, and the system resumes normal scheduling (such as allowing other loading vehicles to enter the track section).

[0207] Through dual judgment of vehicle speed and acceleration, it accurately identifies the risk of standing still / slipping (traditional systems rely only on vehicle speed, with a misjudgment rate of 20%), reducing the slipping accident rate in downhill sections from 0.3 times / month to 0 times / month, and is especially suitable for high-risk sections with slopes greater than 10°. The power ratio based on position and load (55%-60%: 40%-45%) makes the driving force more balanced along the direction of vehicle travel, reducing energy consumption by 15% and reducing drive station overload failures by 30% compared to traditional single drive station power supply (avoiding long-term full-load operation of a certain station). The voltage sensor and dynamic compensation mechanism shorten the processing time of power supply anomalies from 10 seconds in traditional systems to 3 seconds, preventing vehicle stalling due to voltage drops (for example, when the voltage fluctuates, the hot standby drive station can fill in within 1 second to maintain stable driving force). Dual acceleration and load calibration (±5% of theoretical value + 10 seconds duration) ensures true system stability after redundant drive switching, preventing secondary failures caused by "false switching" (for example, preventing blind resumption of operation when a hidden fault in a drive station has not been corrected). This improves overall system reliability by 40%. The hot standby drive station preloading mechanism (preemptively waking up to 30% power) shortens fault response time by 50%. Dynamic compensation reduces manual intervention (saving over 30 on-site maintenance visits annually). Combined with the extended drive station lifespan (reduced overload), overall operation and maintenance costs are reduced by 25%.

[0208] The above is a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the principles of the present invention. These improvements and modifications should also be regarded as within the scope of protection of the present invention.

Claims

1. A fault diagnosis and self-repair system for rail-type gravity energy storage, characterized in that: include: The prediction module is used to monitor vehicle acceleration changes in real time through the on-board IMU. When it detects a sudden drop in acceleration exceeding a threshold and in a direction opposite to the direction of gravity, it simultaneously collects the train's encoder wheel position data and RFID sensor positioning data and calculates the deviation between the two. When the positioning deviation exceeds 5m and the feedback current of the drive station current monitoring module returns to zero, an alarm signal is triggered. The judgment module is used to analyze the real-time position relationship between the driving station RFID sensor and the rear RFID based on the alarm signal, and combine it with the track inclination data obtained by the slope sensor to determine whether the vehicle is in the driving station blind spot and generate a collision risk level; The processing module is used to activate the track-contact brake pads of the vehicle's electromagnetic brake system and the hydraulic jacking device of the backup power generation unit in the downhill power generation area based on the collision risk level. Through the combined effect of the electromagnetic braking force and the friction resistance of the generator wheel, the vehicle speed is reduced to below the safety threshold within 30 seconds to obtain the vehicle speed data after braking; The decision module is used to dispatch two adjacent drive stations to supply power to the vehicle through the emergency conductive rail based on the vehicle speed data after braking, thereby forming a two-point clamping drive topology.

2. The fault diagnosis and self-repair system for rail-type gravity energy storage according to claim 1, characterized in that: The vehicle's acceleration changes are monitored in real time through the onboard IMU. When a sudden drop in acceleration exceeding a threshold and in the direction opposite to gravity is detected, the train's encoder wheel position data and RFID sensor positioning data are synchronously collected to calculate the deviation between the two. When the positioning deviation exceeds 5m and the feedback current of the drive station current monitoring module returns to zero, an alarm signal is triggered, including: The vehicle's acceleration changes are monitored in real time by the onboard IMU. When the absolute value of the acceleration drop exceeds the threshold of 1.0m / s, the vehicle will be 2 When the direction is opposite to the direction of gravity, the train encoder wheel position data collection and RFID sensor 1 positioning signal capture are synchronously triggered; The dynamic deviation between the real-time displacement recorded by the train's encoder wheel and the fixed position coordinates of RFID sensor 1 is calculated. When the deviation exceeds 5m, the real-time current sampling of the current monitoring module of the drive station is activated. If the driving current value fed back by the current monitoring module returns to zero within 3 seconds and remains at zero for more than 5 seconds, it is determined to be a sudden shutdown fault of the drive station, and a composite fault signal including acceleration drop, positioning deviation and current abnormality is generated, and an alarm signal is triggered and transmitted to the main controller; Among them, the judgment logic of the acceleration drop, positioning deviation and current zeroing meets the timing correlation, that is, the positioning deviation exceeding the limit event occurs within the 10-second window period after the acceleration drop is triggered, and the timing interval between the current zeroing and the acceleration drop does not exceed 5 seconds.

3. The fault diagnosis and self-repair system for rail-type gravity energy storage according to claim 2, characterized in that: Based on the alarm signal, the real-time position relationship between the driving station RFID sensor and the rear RFID is analyzed. Combined with the track inclination data obtained by the slope sensor, the vehicle is determined to be in the driving station blind spot and a collision risk level is generated, including: After receiving the alarm signal, the system analyzes the real-time signal strength and coordinate difference between the first RFID sensor at the driving station and the RFID at the rear of the vehicle to calculate the distance between them. When the distance is between 40% and 60% of the distance between adjacent driving stations, the system determines that the vehicle is in the driving station blind spot. The track inclination data from the slope sensor is read in real time. Combined with the blind spot determination results, the remaining distance from the vehicle's current position to the low-position circular dump rail is calculated, and a collision time prediction model is established based on the current vehicle speed and acceleration. The collision risk level is output based on the collision time prediction model. When the remaining distance is less than 800m and the slope is greater than 12°, it is judged as a high risk level and a risk warning signal is generated including the vehicle position, speed and predicted impact time; Linking the risk warning signal with the emergency brake coordination module, synchronously transmitting the vehicle's real-time motion status data to the backup power generation unit in the downhill power generation area, triggering the preloading instruction of the hydraulic jacking device; Among them, the acceleration value in the collision time prediction model is dynamically corrected based on the slope sensor data. The acceleration compensation coefficient increases by 0.05 for every 1° increase in slope, and the risk level determination must be completed within 15 seconds after the acceleration drop is triggered.

4. The fault diagnosis and self-repair system for rail-type gravity energy storage according to claim 3, characterized in that: After receiving the alarm signal, the system analyzes the real-time signal strength and coordinate difference between the driver station RFID sensor 1 and the rear vehicle RFID sensor, and calculates the distance between the two, including: The signal strength RSSI value of the RFID at the rear of the vehicle is captured by the driving station RFID sensor 1. Combined with the preset RFID signal attenuation model, the straight-line distance between the vehicle and the driving station RFID sensor 1 is calculated and converted into the longitudinal displacement value L1 based on the track topology data; The coordinate data of the RFID at the rear of the vehicle is collected, and the absolute distance L2 between the rear of the vehicle and the RFID sensor at the driving station is calculated using ToF ranging technology. L1 and L2 are weighted fused to obtain the fused longitudinal displacement value L. The weight distribution ratio is the product of the signal strength quality index and the inverse of the ranging error. The fused longitudinal displacement value L is the distance between the two.

5. The fault diagnosis and self-repair system for rail-type gravity energy storage according to claim 4, characterized in that: When the distance is between 40% and 60% of the distance between adjacent drive stations, the vehicle is determined to be in the drive station blind spot, including: Compare the fused longitudinal displacement value L with the standard spacing D between adjacent drive stations. When L first enters the range of 0.4D≤L≤0.6D, start the blind spot prediction timer. Continuously collect displacement data for 3 cycles. If each displacement value satisfies 0.4D≤L n ≤0.6D and the fluctuation amplitude is less than 2% of D, then the blind spot preliminary judgment signal is triggered; The drive station spacing calibration offset △ in the historical maintenance database is called, and the actual allowable offset range is dynamically calculated based on the service life of the drive station and the temperature compensation coefficient. The dynamic judgment interval [0.4(D-△), 0.6(D+△)] is generated to obtain a preliminary judgment result. The preliminary judgment result is input into the Kalman filter, and the displacement value of the next sampling point is predicted in combination with the vehicle kinematic model. If the predicted value is still within the dynamic judgment interval and the residual is less than the threshold, a blind spot confirmation signal is generated.

6. The fault diagnosis and self-repair system for rail-type gravity energy storage according to claim 5, characterized in that: Based on the collision risk level, the track-contact brake pads of the onboard electromagnetic brake system and the hydraulic jacking device of the backup power generation unit in the downhill power generation area are activated. Through the combined effect of the electromagnetic braking force and the friction resistance of the generator wheel, the vehicle speed is reduced to below the safety threshold within 30 seconds to obtain the vehicle speed data after braking, including: After receiving the high-risk level signal, the system monitors the vehicle's current speed v and acceleration a in real time and calculates the total braking force F required to reach the safe speed threshold. Based on the total braking force requirement, the output weights of the on-board electromagnetic braking device and the hydraulic jacking device are allocated in a preset ratio, with the electromagnetic braking force accounting for 60%-70% and the friction resistance of the generator wheel accounting for 30%-40%, and the braking devices are activated in a layered manner; The vehicle speed after braking is double-checked by the on-board IMU and the encoder wheel. When the vehicle speed is ≤15m / s for 5 consecutive seconds, a braking completion signal is generated, and the final vehicle speed data is uploaded to the redundant power reconstruction module.

7. The fault diagnosis and self-repair system for rail-type gravity energy storage according to claim 6, characterized in that: Tiered activation of brakes, including: In the first stage, i.e. 0-10 seconds: the electromagnetic brake device applies a braking force of 80% of the maximum output coefficient, while the hydraulic tightening device drives the generator wheel to contact the drive plate at a pressure of 0.5MPa; In the second stage, i.e. 10-20 seconds: Dynamically adjust the braking force according to the real-time vehicle speed drop rate. If △v / △t<0.6m / s 2 , then increase the electromagnetic brake output to 95% and increase the hydraulic pressure to 0.8MPa; In the third stage, i.e. 20-30 seconds: when the vehicle speed approaches the safety threshold, the PID control algorithm is used to adjust the friction resistance of the generator wheel; Among them, the braking stage switching condition is linked to the preload instruction. When the preload completion degree of the hydraulic tightening device is ≥90%, the first stage braking force distribution weight is tilted towards the hydraulic side by 5%-10%.

8. The fault diagnosis and self-repair system for rail-type gravity energy storage according to claim 7, characterized in that: Based on the vehicle speed data after braking, the master controller dispatches two adjacent drive stations to supply power to the vehicle through the emergency conductive rail, forming a two-point clamping drive topology, including: Receive the braking completion signal and vehicle speed data to detect whether the vehicle is currently stationary or sliding at a low speed. If the vehicle speed is ≤0.5m / s and the acceleration direction is opposite to the downward direction of the track, the redundant drive activation command is triggered; Send a synchronous start command to two adjacent drive stations through the emergency conductive rail, forcibly releasing the dormant state of the drive station, and dynamically adjust the output power distribution ratio of the two drive stations according to the real-time position of the vehicle, with one drive station accounting for 55%-60% of the power and the other drive station accounting for 40%-45%; Based on the ID of the drive station, the track section resistance parameters are retrieved and the final power supply voltage from the two drive stations to the vehicle is calculated; Voltage sensors are deployed at both ends of the vehicle drive board to provide real-time feedback on power supply balance data. When a power supply fluctuation exceeding ±10% for 3 seconds is detected at any drive station, a dynamic compensation mechanism is activated: If one drive station is abnormal, the power of the other drive station will be increased to 70% and the downstream drive station will be activated as a hot standby; The vehicle acceleration and drive station load data are continuously monitored. When the acceleration returns to within ±5% of the theoretical slope value and lasts for 10 seconds, the redundant power switching is determined to be successful and a drive stability confirmation signal is generated.

9. The fault diagnosis and self-repair system for rail-type gravity energy storage according to claim 8, characterized in that: The activation of the two-point clamping drive topology must meet the timing constraints: the time from braking completion to the stabilization of the drive station output voltage is ≤8 seconds, and the phase synchronization process is completed within 2 seconds.

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