Railway train connection control system for gravitational energy storage

Abstract

This invention provides a rail train connection control system for gravity energy storage, relating to the field of intelligent control technology. It includes: a track module, a train module, a power generation and energy storage module, a connection device module, and a main control module. The main control module monitors and controls the track module, train module, power generation and energy storage module, and connection device module in real time. When a train module enters a downhill power generation zone, adjacent trains are connected via the connection device module. When a train leaves the downhill power generation zone, the connection device module between the departing train and adjacent trains is disconnected. This invention connects multiple trains into a trainset via the connection device module, increasing the continuous passage time of trains within the downhill power generation zone, thereby reducing the high-frequency intermittent operation of the power station and improving the continuity and stability of power generation.

Description

Technical Field

[0001] This invention relates to the field of intelligent control technology, and in particular to a rail train connection control system for gravity energy storage. Background Technology

[0002] When a gravity energy storage system needs to release stored energy during peak electricity demand periods, it requires train transportation to move the stored material from a high loading area to a low unloading area, converting its gravitational potential energy into kinetic energy, and then into electrical energy or other forms of energy. As the railcar carrying the stored material passes through the downhill power generation zone, the train drives the friction wheel of the power station to rotate, which in turn drives the generator shaft to generate electricity through a transmission device. Under the control of the dispatching system, trains pass through the power generation zone one by one. For distributed power stations, they can generate electricity normally when a train is passing, but the generator will idle or stop when no train is passing. A safe distance is maintained between trains traveling in front and behind. Therefore, when trains pass through each power station intermittently for short periods, the power stations will generate electricity intermittently, causing repeated start-stop cycles and preventing the generation of continuous and stable power.

[0003] Because the time intervals between trains passing through the power generation area are not fixed and the power generation time is short, the power station struggles to maintain a highly efficient and stable operating state. This unstable power generation mode limits the improvement of power generation efficiency, resulting in a decrease in the overall energy efficiency of the gravity energy storage system. In traditional technologies, the operation control between trains is relatively independent, lacking an effective coordination mechanism. This means that trains may not be able to adjust their speed and spacing in a timely manner to meet the needs of the power station, further exacerbating the discontinuity and instability of power generation. Summary of the Invention

[0004] This invention provides a rail train connection control system for gravity energy storage, which enables automatic connection of the train when it travels to the train connection zone.

[0005] To solve the above-mentioned technical problems, the technical solution of the present invention is as follows:

[0006] A rail train connection control system for gravity energy storage includes:

[0007] The track module connects the upper storage yard, the downhill power generation area, and the lower storage yard, providing the track path for train travel and enabling trains to move between different heights.

[0008] The train module, comprising multiple trains, is used to carry and transmit gravitational potential energy. It is mounted on the track module and travels along the track.

[0009] The power generation and storage module is located in the downhill power generation area and is used to work with the track module and train module to realize the conversion and storage of energy, converting gravitational potential energy into electrical energy.

[0010] The connecting device module is used to connect adjacent trains and transmit traction and braking forces. It is installed between adjacent trains and is connected and disconnected through the control system.

[0011] The main control module is used to monitor and control the track module, train module, power generation and energy storage module, and connecting device module in real time. When the train module enters the downhill power generation area, the adjacent trains are connected through the connecting device module. When the train leaves the downhill power generation area, the connecting device module between the departing train and the adjacent train is separated.

[0012] Furthermore, when the main control module controls the train module to enter the downhill power generation area, adjacent trains are connected through a connecting device module. When the train leaves the downhill power generation area, the connecting device module between the departing train and the adjacent train is separated. This includes: a train connection area is set at the front end of the downhill power generation area.

[0013] The train travels to the train connection area according to the dispatching instructions. The main control module calculates and adjusts the distance between the trains in front and behind based on the train's position and speed information.

[0014] When the train approaches the preset distance, a connection command is sent to the connection device module to lock the adjacent trains and form a train connection group.

[0015] After the connection is completed, the train connection group travels together to the downhill power generation area. During the journey, traction and braking forces are transmitted between the trains through the connection device module. The main control module adjusts the distribution of traction and braking forces in real time according to the train's operating status. Subsequent trains travel to the train connection area in the same way and form a new train connection group under the control of the main control module.

[0016] When the train coupling group leaves the downhill power generation area, the main controller sends a disconnect command to the connecting device module between the departing train and the adjacent train. The mechanical locking mechanism inside the connecting device module is released, the electrical contact point is disconnected, and the train performs the separation operation under the control of the main control module. The main controller controls the first separated train to accelerate, and controls the trains from the first to the last to accelerate sequentially.

[0017] Furthermore, when a train leaves the upper storage yard and enters the track, if the actual distance between several adjacent trains is less than the preset access distance threshold, the main control module determines that the connection and formation conditions are met, and then issues instructions to these trains, allowing them to enter the train connection area in sequence and in an orderly manner.

[0018] Furthermore, the connecting device module includes a rear connecting piece and a front connecting piece. Each train has a front connecting piece at the front and a rear connecting piece at the rear. The front connecting piece of each train can cooperate with the parking connecting piece of the adjacent train in front.

[0019] Furthermore, the train is equipped with a positioning module, which is used to obtain the train's location information in real time and locate the position of the connecting part at the rear of the preceding train in order to guide the following trains to perform speed-up and alignment operations.

[0020] Furthermore, when a train approaches a preset distance, a connection command is sent to the connection device module to lock adjacent trains. Simultaneously, the electrical contact points complete the docking, achieving electrical connection between the trains, including:

[0021] Preset distance and speed threshold parameters are set, and the positioning module on the train continuously monitors the distance to the vehicle in front;

[0022] Read the current positioning module data and compare the current distance with the preset distance. If the current distance is... If the distance is preset and the speed difference between the two vehicles is within the allowable range, a connection command is generated; otherwise, the distance is monitored.

[0023] The connection command is sent to the connection device module via the communication line to activate the locking mechanism and lock the two train cars together.

[0024] Furthermore, the main control module is also configured to acquire and process multi-dimensional position data of the train in real time through the positioning module. The positioning module integrates a GPS receiver, an inertial navigation system (INS), and a radar or lidar (LiDAR). It uses a Kalman filter algorithm to fuse data from different sensors to generate a continuous train position trajectory containing timestamps, three-dimensional coordinates, and speed information, and transmits the processed position information to the main control module in real time.

[0025] Furthermore, the overall control module, based on the continuous train position trajectory, controls the following train to perform speed-up and alignment operations in the train connection area, including:

[0026] The image of the rear connector of the vehicle in front is captured by a camera, and the image is preprocessed to obtain a preprocessed image.

[0027] Edge detection is performed on the preprocessed image to identify the key pixel set of the rear connector outline;

[0028] Feature points that characterize the core geometric contour of the rear connector are selected from the set of key pixels to serve as the vertex set for constructing the triangular patch network.

[0029] The vertex set is subjected to planar Delaunay triangulation to generate an initial two-dimensional triangular mesh covering the feature point region.

[0030] Each vertex in the two-dimensional triangular mesh is mapped to three-dimensional space to form an initial three-dimensional triangular patch network;

[0031] The initial three-dimensional triangular facet network is subjected to topology optimization. By calculating and comparing the angle between the normal vectors of adjacent triangular facets, coplanar or approximately coplanar triangular facets are merged, and regions with curvature changes are segmented to obtain a three-dimensional triangular facet network that characterizes the surface geometry of the connector.

[0032] Based on the three-dimensional triangular mesh network, combined with the intrinsic and extrinsic parameters of the camera, the three-dimensional spatial coordinates of the feature points of the rear connector are calculated through spatial geometric transformation.

[0033] The calculated three-dimensional spatial coordinates are matched with the preset tail connector template database to accurately identify the type of tail connector and confirm its final three-dimensional spatial coordinates.

[0034] Based on the final three-dimensional spatial coordinates and the speed of the preceding vehicle, the target speed and acceleration required by the following vehicle are calculated, and the traction or braking force of the following vehicle is adjusted so that the following vehicle can safely approach and align with the rear connecting piece of the preceding vehicle.

[0035] Furthermore, the front connector adopts a hook assembly, and the rear connector adopts a hanging ring assembly.

[0036] Furthermore, the hanging ring assembly includes:

[0037] The hanging ring seat is fixedly installed at the rear of the train car;

[0038] A hanging ring is connected to the hanging ring seat, and the hanging ring seat supports the hanging ring;

[0039] A pin passes through the hanging ring seat and connects to the hanging ring, allowing the hanging ring to rotate in the horizontal plane around the pin.

[0040] A spring plate is connected to the hanging ring seat and is secured to both sides of the hanging ring.

[0041] Furthermore, the hook assembly includes:

[0042] The hook seat is fixedly installed at the front of the train car;

[0043] A guide shaft is mounted on the hook seat;

[0044] A hook is provided on the guide shaft, and the hook cooperates with the hanging ring of the hanging ring assembly;

[0045] A spring is sleeved on the guide shaft and engaged between the hook seat and the hook;

[0046] An electromagnet is installed inside the hook holder and positioned below the hook. When the electromagnet is energized, it generates a magnetic force that attracts the hook to move downwards along the guide shaft, causing the vertical height of the hook to be lower than that of the hanging ring. When the electromagnet is de-energized, the magnetic force disappears, and the hook returns to its original position and moves upwards under the action of the spring.

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

[0048] By connecting multiple trains into a trainset using a connecting device module, the continuous passage time of trains in the downhill power generation area is increased, thereby reducing the high-frequency intermittent operation of the power station, improving the continuity and stability of power generation, helping to maintain the stable operation of the power grid, reducing energy fluctuations, and improving power quality.

[0049] When train sets pass through the power generation area in succession, they can maintain a stable speed and traction, allowing the generators to operate at high efficiency. This helps improve power generation efficiency, increase power output, and enhance the economics of the gravity energy storage system. The connecting device modules are connected and disconnected through the control system, enabling flexible coordination between trains. This not only allows trains to adjust the length of the connecting group in a timely manner according to the needs of the power station during operation, but also does not affect the independent scheduling and operation of multiple trains within the energy storage cycle system.

[0050] This control system can easily manage multiple trains and power stations. As the scale of the gravity energy storage system expands, the system can be expanded simply by adding corresponding train cars and power stations and adjusting the settings of the connection device modules. This reduces the difficulty and cost of system expansion and improves the applicability and market competitiveness of gravity energy storage technology. Attached Figure Description

[0051] Figure 1 This is a schematic diagram of the overall structure of a rail train connection control system for gravity energy storage provided in an embodiment of the present invention.

[0052] Figure 2 This is a schematic diagram of the downhill power generation area of ​​a rail train connection control system for gravity energy storage provided in an embodiment of the present invention.

[0053] Figure 3 This is a structural schematic diagram of the connection state of the connection device module of the rail train connection control system for gravity energy storage provided in an embodiment of the present invention.

[0054] Figure 4This is a structural diagram showing the connection device module of a rail train connection control system for gravity energy storage provided in an embodiment of the present invention, in both the connected and disconnected states.

[0055] Figure label:

[0056] 1. Track module; 2. Train module; 3. Power generation and energy storage module; 4. Train connection area; 5. Upper storage yard; 6. Lower storage yard; 7. Hanging ring assembly; 8. Hook assembly; 9. Hanging ring seat; 10. Pin shaft; 11. Hanging ring; 12. Spring plate; 13. Hook seat; 14. Guide shaft; 15. Spring; 16. Electromagnet; 17. Hook; 20. Buffer assembly. Detailed Implementation

[0057] Exemplary embodiments of the present disclosure will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art.

[0058] like Figures 1 to 4 As shown, an embodiment of the present invention proposes a rail train connection control system for gravity energy storage, comprising:

[0059] Track module 1 includes straight and curved tracks and connects the upper storage yard 5, the flat section, the downhill power generation area and the lower storage yard 6, providing a travel path for the train and enabling the train to move between different heights;

[0060] Train module 2, comprising multiple trains, is used to carry and transmit gravitational potential energy. It is mounted on track module 1 and travels along the track.

[0061] The power generation and storage module 3 is located in the downhill power generation area and is used to cooperate with the track module 1 and the train module 2 to realize the conversion and storage of energy, converting gravitational potential energy into electrical energy.

[0062] The connecting device module is used to connect adjacent trains, transmit traction and braking forces, and is installed between adjacent trains. The connection and disconnection operations are performed through the main control module.

[0063] The hoisting module is used to hoist gravity energy storage blocks onto or off the train during loading and unloading. It is located in the upper storage yard 5 and the lower storage yard 6, and works in conjunction with the train module 2 to complete the loading and unloading tasks of gravity energy storage blocks.

[0064] The main control module is used to monitor and control the track module 1, train module 2, power generation and energy storage module 3, connecting device module, and hoisting module in real time. When the train module 2 enters the downhill power generation area, the adjacent trains are connected through the connecting device module. When the train leaves the downhill power generation area, the connecting device module between the departing train and the adjacent train is separated.

[0065] In this embodiment of the invention, the track module 1 is the infrastructure for train movement in the gravity energy storage system. It is responsible for moving the train safely and smoothly between different heights. The track module 1 includes straight tracks and curved tracks to ensure that the train can smoothly pass through various areas. Based on the overall layout and requirements of the gravity energy storage system, it plans the train's travel path, including the locations of loading areas, flat sections, downhill power generation areas, and unloading areas. Then, it designs the specific directions, gradients, and curvatures of the straight and curved tracks to ensure that the train can smoothly pass through these areas.

[0066] Train module 2 is a key component of the gravity energy storage system, responsible for carrying and transmitting gravitational potential energy. It consists of multiple trains that work together to store and generate electricity. A suitable carriage structure is designed based on the size, weight, and shape of the gravity energy storage blocks. The train carriages need sufficient strength and rigidity to withstand the pressure and impact of the gravity energy storage blocks, ensuring their safety during transportation.

[0067] The power generation and energy storage module 3 is a key component of the gravity energy storage system, enabling energy conversion and storage. In the downhill power generation area, multiple power stations are distributed to convert the train's gravitational potential energy into electrical energy. This includes selecting the generator type, determining its installation location, and designing the transmission system. Suitable energy storage devices (such as batteries or supercapacitors) are designed to store the converted electrical energy. In this embodiment, the power station can be an external power station disclosed in the applicant's earlier application CN202423035229.7, or an internal power station disclosed in the applicant's earlier application CN202423035139.8. The specific structure of the power station will not be described in detail here.

[0068] The connecting device module is a crucial component in gravity energy storage systems, enabling the connection and separation of trains. Designing a suitable connecting device module to link the traction and braking forces between train cars involves aspects such as the module's structural design, material selection, and connection method determination. A control system is then designed to manage the connection and separation operations, including sensor installation, signal transmission and processing, and actuator control. This control system enables automatic connection and separation between trains, enhancing the system's automation level.

[0069] The hoisting module is a key component in the gravity energy storage system for loading and unloading gravity energy storage blocks. It is used to hoist gravity energy storage blocks onto or off the train during loading and unloading processes. Conventionally, a crane is used for horizontal lifting and clamping, which is a conventional hoisting technology. Therefore, this application does not describe the specific structure of the hoisting module.

[0070] The track module 1 includes a drive station, which is distributed along the track and located on both sides or below the track to drive the train. In this embodiment of the invention, the drive station structure can refer to the drive station structure disclosed in the applicant's earlier application CN202320067168.9, which is installed in a track-embedded manner, or refer to the drive station structure disclosed in the earlier application CN202411805898.X, which is installed in a track-external manner.

[0071] The drive stations are positioned on either side of the track or directly beneath it, ensuring continuous and stable traction support whether the train is speeding along a straight track or turning on a curved track. Furthermore, when the train needs to travel on tracks at different elevations, the drive stations can intelligently adjust the traction force according to the track's gradient, ensuring the train can easily climb inclines.

[0072] like Figures 1 to 4 As shown, when the main control module controls train module 2 to enter the downhill power generation area, adjacent trains are connected through a connecting device module. When the train leaves the downhill power generation area, the connecting device module between the departing train and the adjacent train is separated, including:

[0073] A train connection area 4 is set up at the front end of the downhill power generation area. The train travels to the train connection area 4 according to the dispatching instructions. The main control module calculates and adjusts the distance between the trains in front and behind based on the train's position and speed information, specifically including:

[0074] Train connection area 4 is a specific area specially set up on track module 1, located at the front end of the downhill power generation area. This area provides sufficient space and conditions for trains to connect, and serves as a preparatory area before trains enter the downhill power generation area. Track module 1 ensures that trains can smoothly enter train connection area 4 by designing straight or curved tracks. The main control module issues driving instructions to each train in train module 2 according to scheduling requirements. Trains travel from the starting point (such as the upper storage yard 5) along track module 1 to train connection area 4 according to the instructions. This process relies on the main control module's real-time monitoring of train positions and the coordination of scheduling algorithms to ensure that trains enter train connection area 4 in an orderly manner. The main control module obtains the position and speed data of trains in real time through positioning modules integrated on the trains (such as GPS, inertial navigation system INS, radar or lidar LiDAR). Based on this data, the main control module calculates the actual distance between several trains and compares it with the preset access distance threshold. When the distance and speed of several trains meet the requirements, the main control module determines that the connection grouping conditions are met, and then issues instructions to these trains, allowing them to enter train connection area 4 in sequence and in an orderly manner.

[0075] Upon entering train connection zone 4, when the distance between adjacent trains approaches a preset distance, a connection command is sent to the connection device module to lock the adjacent trains and form a train connection group. Simultaneously, the electrical contact points complete the docking, realizing the electrical connection between the trains. Specifically, this includes:

[0076] The preset distance is a fixed parameter set by the system. When the positioning module detects that the distance between adjacent trains reaches the preset value, and the speed difference between the two trains is within the allowable range, the main control module generates a connection command and sends it to the connection device module via the communication line. After receiving the command, the connection device module activates the mechanical locking mechanism (such as the cooperation between the hook assembly 8 and the hanging ring assembly 7) to physically lock the head and tail connectors. At the same time, the electrical contact points within the connection device module automatically connect, realizing electrical communication between the trains for transmitting control signals or power.

[0077] After connection, the train connection group travels together to the downhill power generation area. During the journey, traction and braking forces are transmitted between the trains through the connection device module. The main control module adjusts the distribution of traction and braking forces in real time according to the train's operating status. Subsequently, multiple train groups travel to train connection area 4 in the same manner, forming a train connection group under the control of the main control module, specifically including:

[0078] Once the train coupling is formed, the main control module treats the train coupling as a whole control unit, directing it to enter the downhill power generation zone together. During the journey, the coupling module transmits traction and braking forces to ensure the coordinated operation of the train coupling. The main control module continuously monitors the operating status of the train coupling (such as speed, acceleration, and load), and optimizes the distribution of traction and braking forces in real time by adjusting the output of the drive station (if drive stations are arranged along the track) or the power station (in the downhill power generation zone, the speed is controlled or the braking force of the train is achieved through the clamping force between the power station and the train), in order to maintain stable driving and efficient power generation.

[0079] When the train coupling group leaves the downhill power generation area, the main controller sends a disconnect command to the coupling device module between the departing train and the adjacent train. The mechanical locking mechanism inside the coupling device module is released, the electrical contact points are disconnected, and the trains perform separation operations under the control of the main control module. The main controller controls the first separated train to accelerate, and then controls the trains from the first to the last to accelerate sequentially. Specifically, this includes:

[0080] Based on the capacity and power generation requirements of train connection zone 4, the main control module schedules multiple trains to enter the connection zone sequentially and form larger train connection groups through the same connection mechanism. This allows the system to expand flexibly, extend the continuous time of train connection groups passing through the downhill power generation zone, and improve power generation efficiency.

[0081] The main control module monitors the position of the train connecting group. When it detects that the train connecting group has left the downhill power generation area, it immediately sends a disconnect command to the connecting device module. After receiving the command, the connecting device module releases the mechanical locking mechanism (such as de-energizing the electromagnet 16, causing the hook 17 to reset under the action of the spring 15), and at the same time, the electrical contact points automatically separate, realizing the physical and electrical disconnection of the train.

[0082] The separation operation is coordinated and controlled by the main control module. First, the main control module controls the frontmost separated train to accelerate to increase the distance with the following trains. Then, it controls the subsequent trains to accelerate in sequence to ensure that the trains from the frontmost to the backmost accelerate in order to maintain a safe distance. This process is achieved by adjusting the traction force of the trains to avoid collisions after separation and to ensure that the trains can travel independently to the next destination (such as the following storage yard 6).

[0083] like Figures 1 to 4As shown, the train leaves the upper storage yard 5 and enters the track. When the actual distance between several adjacent trains is less than the preset access distance threshold, the main control module determines that the connection and formation conditions are met, and then issues an instruction to these trains, allowing them to enter the train connection area 4 in sequence and order. The connection device module includes a rear connector and a front connector. Each train is equipped with a front connector at the front and a rear connector at the end. The front connector of each train can cooperate with the parking connector of the adjacent train in front. The train is equipped with a positioning module, which is used to obtain the position information of the train in real time and locate the position of the rear connector of the preceding train to guide the following trains to perform speed-up and alignment operations.

[0084] In a preferred embodiment of the present invention, when trains approach a preset distance, a connection command is sent to the connection device module to lock the adjacent trains. Simultaneously, the electrical contact points complete the docking, achieving an electrical connection between the trains, including:

[0085] The system sets preset distance and speed threshold parameters, and the positioning module on the train continuously monitors the distance to the train ahead; it reads the current positioning module data and compares the current distance with the preset distance. If the current distance is within the preset distance and the speed difference between the two trains is within the allowable range, a connection command is generated; otherwise, the distance monitoring continues. The connection command is sent to the connection device module via the communication line to activate the locking mechanism and lock the two trains together. Specifically, this includes:

[0086] During initialization, the main control module pre-sets two key parameters: one is the preset distance for triggering the connection, and the other is the speed threshold parameter to ensure connection security (i.e., the allowable range of speed difference between the two vehicles); at the same time, the positioning module installed on the train module starts to work continuously, constantly measuring and feeding back the real-time distance between the train and the target train ahead.

[0087] The main control module continuously reads the latest distance data from the positioning module. It compares this current distance with the preset distance set in the first step in real time. The judgment logic is: only when the current distance reaches or enters the preset distance range, and the speed difference between the two trains is detected to be within the range allowed by the speed threshold parameter, will the connection condition be determined to be mature. If either of these two conditions is not met, the system will not issue an instruction, but will instead command the positioning module to continue to perform the monitoring task.

[0088] Once all the above connection conditions are met simultaneously, the main control module will automatically generate a connection command. This command will be sent to the actuator, i.e. the connection device module, through the wired or wireless communication lines within the system.

[0089] Upon receiving a connection command from the main control module, the connecting device module immediately activates its internal locking mechanism (such as an electromagnet or mechanical locking tongue, capable of locking the two trains). This mechanism physically locks the head and tail connectors of the two trains together. Simultaneously, the integrated electrical contact points within the connecting device module also connect, establishing an electrical connection between the trains for signal or power transmission. In summary, this process achieves an automated connection control flow based on preset parameters, real-time monitoring, condition judgment, and command execution, ensuring the accuracy and safety of the train connection operation.

[0090] In a preferred embodiment of the present invention, the main control module is further configured to acquire and process multi-dimensional position data of the train in real time through the positioning module. The positioning module integrates a GPS receiver, an inertial navigation system (INS), and a radar or lidar (LiDAR). It uses a Kalman filter algorithm to fuse data from different sensors to generate a continuous train position trajectory containing timestamps, three-dimensional coordinates, and speed information, and transmits the processed position information to the main control module in real time. Specifically, this includes:

[0091] The positioning module on each train can be designed as an integrated measurement unit that incorporates multiple sensors. It simultaneously uses a GPS receiver to acquire satellite positioning data, uses an inertial navigation system (INS) to measure the train's acceleration and angular velocity, and uses radar or lidar (LiDAR) to actively detect the relative distance and angle with the surrounding environment (such as the track and the train ahead). These sensors work together to provide the system with raw, multi-dimensional data sources about the train's position, attitude, and motion.

[0092] After receiving various raw data from GPS, INS, and radar / LiDAR, the main control module uses a Kalman filter algorithm for data processing. This algorithm can intelligently fuse data from different sensors and perform optimal weighted calculations based on their respective accuracy characteristics and real-time reliability. This process effectively leverages the strengths of each sensor and compensates for their weaknesses. For example, the absolute position of GPS is used to correct the cumulative error of INS, while the high-frequency dynamic response of INS is used to smooth out the lag or jumps in GPS data. This results in a more accurate and stable comprehensive position estimate than any single data source.

[0093] After Kalman filter fusion processing, the system generates a continuous, high-precision train position trajectory. This trajectory information is not a single location point, but a complete data stream containing timestamps (the precise time corresponding to the recorded data), three-dimensional coordinates (the train's position on the X, Y, and Z axes in space), and speed information. This constitutes a comprehensive, real-time digital description of the train's operating status.

[0094] Ultimately, this set of continuous train position trajectory data, generated through fusion processing and containing timestamps, three-dimensional coordinates, and speed, is transmitted in real time and continuously to the central control module via a vehicle-to-ground communication system (such as a wireless network). This provides the central control module with the most crucial and reliable basis for all advanced decisions, including train scheduling, connection / disconnection control, and traction / braking force distribution. In summary, this process realizes a complete data processing flow from multi-sensor data acquisition to intelligent fusion and noise reduction, and then to the generation of highly reliable trajectory information.

[0095] In a preferred embodiment of the present invention, the overall control module, based on the continuous train position trajectory, controls the following train to perform speed-up and alignment operations in the train connection area 4, including:

[0096] The image of the connecting part at the rear of the preceding train is captured by a camera, and the image is preprocessed to obtain a preprocessed image. Specifically, a camera installed on the following train (i.e., the train that needs to be connected) is used to capture images of the connecting part (such as the hanging ring assembly) at the rear of the preceding train in real time. The original image captured by the camera is processed to improve the image quality. The purpose of preprocessing is to eliminate interference factors such as changes in lighting and noise, in order to prepare for subsequent accurate identification, thereby obtaining a clearer and more analyzable preprocessed image.

[0097] Edge detection is performed on the preprocessed image to identify the key pixel set of the rear connector outline. Specifically, the preprocessed image is processed by an edge detection algorithm, which can identify pixels in the image where the gray value changes drastically, thereby outlining the overall outline of the rear connector of the front vehicle and outputting a key pixel set composed of these outline pixels.

[0098] From the set of key pixels, feature points that characterize the core geometric contour of the rear connector are selected as the vertex set for constructing the triangular patch network. Specifically, from the set of key pixels of the above contour, a few feature points that best represent the core geometric shape of the rear connector (such as the circle of the hanging ring, the edge of the hook seat, etc.) are further selected. These selected feature points will serve as the basic vertices for the next step of constructing the three-dimensional geometric model.

[0099] The vertex set is subjected to planar Delaunay triangulation to generate an initial two-dimensional triangular mesh covering the feature point region. Specifically, the feature points (vertex set) obtained in the previous step are subjected to a geometric process called Delaunay triangulation in the two-dimensional image plane. This process connects these points to generate an initial two-dimensional triangular mesh consisting of numerous triangles that covers all feature point regions. This mesh initially describes the planar geometric structure of the connector contour.

[0100] Mapping each vertex of the two-dimensional triangular mesh to three-dimensional space to form an initial three-dimensional triangular patch network specifically includes: mapping each vertex of the triangular mesh generated in the two-dimensional image to a three-dimensional coordinate system according to the imaging geometry principle of the camera, thereby converting a two-dimensional mesh into an "initial three-dimensional triangular patch network".

[0101] The initial 3D triangular facet network undergoes topology optimization. This involves calculating and comparing the angle between the normal vectors of adjacent facets, merging coplanar or nearly coplanar facets, and segmenting regions with curvature variations to obtain a 3D triangular facet network that accurately represents the geometry of the connector surface. Specifically, this involves optimizing the initial 3D triangular facet network to more accurately reflect the true geometry of the connector surface. This is achieved by calculating and comparing the angle between the normal vectors of adjacent facets to determine if they lie on the same or approximately the same plane. The system merges coplanar or nearly coplanar facets to simplify the model and segments more facets in regions with drastic surface changes to preserve details, ultimately resulting in an optimized 3D triangular facet network that accurately represents the geometry of the connector surface.

[0102] Based on the 3D triangular mesh network, combined with the intrinsic and extrinsic parameters of the camera, the 3D spatial coordinates of the feature points of the rear connector are calculated through spatial geometric transformation. Specifically, based on the optimized 3D triangular mesh network, and combined with the inherent internal parameters (intrinsic parameters) of the camera and the position and angle parameters (extrinsic parameters) of the camera installed on the train, the precise 3D spatial coordinates of the feature points on the rear connector in the real world are calculated through the principle of spatial geometric transformation.

[0103] The calculated 3D spatial coordinates are matched with a preset rear connector template database to accurately identify the type of the rear connector and confirm its final 3D spatial coordinates. Specifically, the calculated 3D spatial coordinates are matched and compared with the preset rear connector template database in the system. This database stores standard 3D models of various types of connectors. By matching, the specific type of the front connector can be accurately identified, and its precise 3D spatial coordinates and attitude in the geodetic coordinate system can be confirmed.

[0104] Based on the final three-dimensional spatial coordinates and the speed of the preceding vehicle, the target speed and acceleration required by the following vehicle are calculated, and the traction or braking force of the following vehicle is adjusted to ensure that the following vehicle safely approaches and aligns with the rear connecting piece of the preceding vehicle. Specifically, this includes:

[0105] The main control module first calculates the relative distance and relative position deviation (such as whether there is left or right offset or up or down offset) between the rear vehicle hook assembly 8 (focusing on hook 17) and the front vehicle hook assembly 7 (focusing on hook 11) based on the final three-dimensional spatial coordinates of the front vehicle hook assembly 7; at the same time, it obtains the real-time driving speed of the front vehicle (provided by the front vehicle speed sensor).

[0106] Based on the relative distance and the speed of the preceding vehicle, the target speed and acceleration of the following vehicle are calculated: if the relative distance is large, the target speed is set to be slightly higher than the speed of the preceding vehicle (but not exceeding the upper limit of the safe speed), and the acceleration is set to a small positive value to allow the following vehicle to catch up smoothly; when the relative distance is reduced to the preset safe catching distance, the target speed is adjusted to be consistent with the speed of the preceding vehicle, and the acceleration is set to zero to maintain relative stillness; if there is a relative position deviation (such as left or right offset), while adjusting the speed, the steering mechanism of the following vehicle is finely adjusted, or preferably, the train connection area is directly adopted with a straight section of track, so as to directly guide each train, correct the position deviation, and ensure that the hook 17 of the following vehicle hook assembly 8 and the hanging ring 11 of the preceding vehicle hook assembly 7 are on the same straight line.

[0107] The main control module sends control commands to the drive station of the following vehicle based on the calculated target speed and acceleration: when acceleration is required, the drive station motor is instructed to increase its output power, which drives the friction wheel through the coupling to increase the traction force, so that the speed of the following vehicle approaches the target speed; when deceleration is required, the drive station motor is instructed to reduce its power or activate the braking device, which increases the braking force through the friction force between the friction wheel and the track, and controls the speed of the following vehicle to decrease.

[0108] During the adjustment process, the main control module monitors the relative distance, relative speed, and relative position between the rear vehicle hook assembly 8 and the front vehicle hook ring assembly 7 in real time through the rear vehicle's position sensor and speed sensor. It dynamically adjusts the traction / braking commands to ensure that the rear vehicle safely catches up with the front vehicle, and that the hook 17 of the rear vehicle hook assembly 8 and the hook ring 11 of the front vehicle hook ring assembly 7 are precisely aligned (with a deviation less than a preset alignment threshold), preparing for subsequent connection operations (locking the hook 17 and the hook ring 11).

[0109] like Figures 3 to 4 As shown, specifically, in this embodiment, the structure of the hanging ring assembly 7 includes the following:

[0110] The hanging ring seat 9 is fixedly installed at the rear of the train car;

[0111] The hanging ring 11 is connected to the hanging ring seat 9, and the hanging ring seat 9 supports the hanging ring 11;

[0112] Pin 10 passes through the hanging ring seat 9 and is connected to the hanging ring 11, so that the hanging ring 11 can rotate in the horizontal plane with pin 10 as the center.

[0113] Spring plate 12 is connected to the hanging ring seat 9 and is locked on both sides of the hanging ring 11.

[0114] In this embodiment of the invention, the hook seat 9 serves as the fixed base for the hook assembly and is securely installed at the rear of the front carriage. It provides a mounting and support platform for the hook 11, which is connected to the hook seat 9 and is the part that actually connects to the front car hook assembly 8. The hook 11 is designed to be robust enough to withstand the enormous forces during train operation, braking, and collisions. The pin 10 passes through the hook seat 9 and the hook 11, connecting them together. The design of the pin 10 allows the hook 11 to rotate freely within a certain range, which helps to smoothly turn horizontally after the train coupling assembly is formed. The spring plate 12 is engaged on both sides of the hook 11. The spring plate 12 can keep the hook 11 in a centered position when turning horizontally, making it easy for the rear car hook to smoothly engage the hook 11. When turning horizontally, the hook 11 will rotate around the pin 10, and one side of the spring plate 12 will be compressed and deformed. After the turn is completed, the elastic force generated by the deformation recovery of the spring plate 12 pushes the hook 11 back to the centered position.

[0115] When the rear coupling assembly 8 approaches, the hook ring 11, due to its free rotation, can more easily align and connect with the rear coupling. The pin 10 ensures the stability and reliability of the hook ring 11 during the connection process; even if there is a slight positional deviation in the train during connection, it can be compensated for by the rotation of the hook ring 11. During train operation, the hook ring 11 and the hook ring seat 9 are tightly connected by the pin 10, sharing the traction and braking forces. The spring plate 12 can also absorb some of the impact energy during train braking or acceleration, reducing damage to the hook ring assembly 7 and the carriage. When uncoupling is required, the hooking mechanism of the rear coupling assembly 8 is manipulated to retract, disengaging from the hook ring 11.

[0116] The rear hook assembly 8 includes:

[0117] Hook 13 is fixedly installed at the front of the rear compartment;

[0118] Guide shaft 14 is disposed within the hook seat 13;

[0119] Hook 17 is set on guide shaft 14 and hook 17 cooperates with hanging ring 11 of hanging ring assembly 7;

[0120] Spring 15 is sleeved on guide shaft 14 and engaged between hook seat 13 and hook 17;

[0121] An electromagnet 16 is installed inside the hook seat 13 and positioned below the hook 17. When the electromagnet 16 is energized, it generates a magnetic force that attracts the hook 17 to move downward along the guide shaft 14, making the vertical height of the hook 17 lower than the hanging ring 11. When the electromagnet 16 is de-energized, the magnetic force disappears, and the hook 17 returns to its original position and moves upward under the action of the spring 15.

[0122] In this embodiment of the invention, the hook base 13 serves as the fixed base for the hook assembly 8 and is securely installed at the front of the train car. It provides an installation and support platform for the hook 17 and also accommodates components such as the guide shaft 14, spring 15, and electromagnet 16. The guide shaft 14 is disposed within the hook base 13 and is used to guide the movement and positioning of the hook 17. The guide shaft 14 ensures that the hook 17 can move along a predetermined path during connection and disconnection.

[0123] When the trains are docked, the hook 17 moves along the guide shaft 14 and hooks with the hook ring 11 of the front train hook ring assembly 7. The spring 15 is connected between the hook seat 13 and the hook 17 to reset the hook 17 when unlocking. The specific connection and separation process is as follows: When the trains reach the predetermined distance, the main controller sends a connection command. The electromagnet 16 in the hook assembly 8 of the main controller is energized. The electromagnet 16 generates a magnetic force to attract the hook 17. The hook 17 moves downward along the guide shaft 14 under the magnetic attraction and compresses the spring 15, so that the hook 17 is lower than the position of the hook ring 11. The trains are docked. The rear train moves forward and pushes the hook 17 to dock with the hook ring 11. When the hook 17 reaches the accurate connection position, the electromagnet is de-energized. The hook 17 moves upward under the elastic force of the spring 15 and locks with the hook ring 11, thereby achieving precise connection and locking of the trains.

[0124] During train operation, the hook 17 remains locked, transmitting traction and braking force through the connection between the front car hook assembly 7 and the rear car.

[0125] When the main controller issues a disconnect command for the connecting device module, the main controller controls the electromagnet 16 to remain energized. The hook 17 moves downward along the guide shaft 14 under magnetic attraction and compresses the spring 15. The longitudinal height of the hook 17 is lower than that of the hanging ring 11. The connecting device modules of the front and rear trains are unlocked. At the same time, the main controller controls the front train to accelerate. The hanging ring 11 of the front train and the hook 17 of the rear train are completely separated. The electromagnet 16 is de-energized, the magnetic attraction disappears, and the hook 17 moves upward along the guide shaft 14 under the elastic force of the spring 15 to reset, waiting for the next connection.

[0126] The guide shaft 14 ensures the accurate movement and positioning of the hook 17 during the connection process, improving the accuracy and efficiency of the connection. Through the on / off switching of the electromagnet 16 and the structure of the spring 15, the up-and-down movement of the hook 17 enables the engagement, locking, and disengagement operations of the front vehicle hook ring 11.

[0127] In summary, this design realizes an automatic mechanical connection and separation mechanism that is electrically controlled by a central control module, uses electromagnets and springs in synergy to raise and lower the hook, and cooperates with a rotatable hanging ring. The above description represents a preferred embodiment of the present invention. It should be noted that those skilled in the art can make various improvements and modifications without departing from the principles described in this invention, and these improvements and modifications should also be considered within the scope of protection of this invention.

Claims

1. A rail train connection control system for gravity energy storage, characterized in that, include: The track module (1) connects the upper storage yard (5), the downhill power generation area, and the lower storage yard (6), providing the train's travel track path and enabling the train to move between different heights; Train module (2) includes multiple trains for carrying and transmitting gravitational potential energy, which are set on the track module and travel along the track. The power generation and storage module (3) is set in the downhill power generation area and is used to cooperate with the track module (1) and the train module (2) to realize the conversion and storage of energy and convert gravitational potential energy into electrical energy. The connecting device module is used to connect adjacent trains and transmit traction and braking forces. It is installed between adjacent trains and is connected and disconnected through the control system. The main control module is used to monitor and control the track module (1), train module (2), power generation and energy storage module (3), and connecting device module in real time. When the train module enters the downhill power generation area, the adjacent trains are connected through the connecting device module. When the train leaves the downhill power generation area, the connecting device module between the departing train and the adjacent train is separated. When the main control module controls the train module (2) to enter the downhill power generation area, the adjacent trains are connected through the connecting device module. When the train leaves the downhill power generation area, the connecting device module between the train leaving and the adjacent train is separated, including: a train connection area (4) is set at the front end of the downhill power generation area. The train travels to the train connection area according to the dispatching instructions. The main control module calculates and adjusts the distance between the trains in front and behind based on the train's position and speed information. When the train approaches the preset distance, a connection command is sent to the connection device module to lock the adjacent trains and form a train connection group. After the connection is completed, the train connection group travels together to the downhill power generation area. During the journey, traction and braking force are transmitted between the trains through the connection device module. The main control module adjusts the distribution of traction and braking force in real time according to the train's operating status. Subsequent trains travel to the train connection area (4) in the same way and form a new train connection group under the control of the main control module. When the train coupling group leaves the downhill power generation area, the main controller sends a disconnect command to the connecting device module between the departing train and the adjacent train. The mechanical locking mechanism inside the connecting device module is released, and the train performs the separation operation under the control of the main control module. The main controller controls the train at the front of the separation to accelerate, and controls the trains from the front to the back to accelerate sequentially.

2. The rail train connection control system for gravity energy storage according to claim 1, characterized in that, The train leaves the upper storage yard (5) and enters the track. When the actual distance between several adjacent trains is less than the preset access distance threshold, the main control module determines that the connection grouping conditions are met and then issues an instruction to these trains, allowing them to enter the train connection area (4) in sequence and in an orderly manner.

3. The rail train connection control system for gravity energy storage according to claim 1, characterized in that, The connecting device module includes a rear connecting piece and a front connecting piece. Each train has a front connecting piece at the front and a rear connecting piece at the rear. The front connecting piece of each train can cooperate with the parking connecting piece of the adjacent train in front.

4. The rail train connection control system for gravity energy storage according to claim 3, characterized in that, The train is equipped with a positioning module, which is used to obtain the train's location information in real time and locate the position of the connecting part at the rear of the preceding train in order to guide the following trains to perform speed-up and alignment operations.

5. The rail train connection control system for gravity energy storage according to claim 4, characterized in that, When a train approaches a preset distance, a connection command is sent to the connection device module to lock the adjacent train. Simultaneously, the electrical contact points complete the docking, establishing an electrical connection between the trains, including: Preset distance and speed threshold parameters are set, and the positioning module on the train continuously monitors the distance to the vehicle in front; Read the current positioning module data and compare the current distance with the preset distance. If the current distance is... If the distance is preset and the speed difference between the two vehicles is within the allowable range, a connection command is generated; otherwise, the distance is monitored. The connection command is sent to the connection device module via the communication line to activate the locking mechanism and lock the two train cars together.

6. The rail train connection control system for gravity energy storage according to claim 5, characterized in that, The main control module is also configured to acquire and process multi-dimensional position data of the train in real time through the positioning module. The positioning module integrates a GPS receiver, an inertial navigation system (INS), and a radar or lidar (LiDAR). It uses a Kalman filter algorithm to fuse data from different sensors to generate a continuous train position trajectory containing timestamps, three-dimensional coordinates, and speed information, and transmits the processed position information to the main control module in real time.

7. The rail train connection control system for gravity energy storage according to claim 6, characterized in that, The overall control module, based on the continuous train position trajectory, controls the following train to perform speed-up and alignment operations in the train connection area (4), including: The image of the rear connector of the vehicle in front is captured by a camera, and the image is preprocessed to obtain a preprocessed image. Edge detection is performed on the preprocessed image to identify the key pixel set of the rear connector outline; Feature points that characterize the core geometric contour of the rear connector are selected from the set of key pixels to serve as the vertex set for constructing the triangular patch network. The vertex set is subjected to planar Delaunay triangulation to generate an initial two-dimensional triangular mesh covering the feature point region. Each vertex in the two-dimensional triangular mesh is mapped to three-dimensional space to form an initial three-dimensional triangular patch network; The initial three-dimensional triangular facet network is subjected to topology optimization. By calculating and comparing the angle between the normal vectors of adjacent triangular facets, coplanar or approximately coplanar triangular facets are merged, and regions with curvature changes are segmented to obtain a three-dimensional triangular facet network that characterizes the surface geometry of the connector. Based on the three-dimensional triangular mesh network, combined with the intrinsic and extrinsic parameters of the camera, the three-dimensional spatial coordinates of the feature points of the rear connector are calculated through spatial geometric transformation. The calculated three-dimensional spatial coordinates are matched with the preset tail connector template database to accurately identify the type of tail connector and confirm its final three-dimensional spatial coordinates. Based on the final three-dimensional spatial coordinates and the speed of the preceding vehicle, the target speed and acceleration required by the following vehicle are calculated, and the traction or braking force of the following vehicle is adjusted so that the following vehicle can safely approach and align with the rear connecting piece of the preceding vehicle.

8. The rail train connection control system for gravity energy storage according to claim 3, characterized in that, The front connector uses a hook assembly (8), and the rear connector uses a hanging ring assembly (7). The hanging ring assembly (7) includes: The hanging ring seat (9) is fixedly installed at the rear of the train car; The hanging ring (11) is connected to the hanging ring seat (9), and the hanging ring seat (9) supports the hanging ring (11). The pin (10) passes through the hanging ring seat (9) and connects to the hanging ring (11), so that the hanging ring (11) can rotate in the horizontal plane with the pin (10) as the center; Spring plate (12) is connected to the hanging ring seat (9) and is locked on both sides of the hanging ring (11).

9. The rail train connection control system for gravity energy storage according to claim 8, characterized in that, The hook assembly (8) includes: The hook seat (13) is fixedly installed at the front of the train car; A guide shaft (14) is disposed on the hook seat (13); A hook (17) is provided on the guide shaft (14), and the hook (17) cooperates with the hanging ring (11) of the hanging ring assembly (7); Spring (15) is sleeved on guide shaft (14) and locked between hook seat (13) and hook (17); An electromagnet (16) is installed inside the hook seat (13) and placed below the hook (17). When the electromagnet (16) is energized, it generates a magnetic force to attract the hook (17) to move downward along the guide shaft (14), so that the vertical height of the hook (17) is lower than that of the hanging ring (11). When the electromagnet (16) is de-energized, the magnetic force disappears, and the hook (17) returns to its original position and moves upward under the action of the spring (15).

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