Railway vehicle anti-slip system and method

Abstract

The invention relates to the technical field of railway safety operation equipment, in particular to a railway vehicle anti-slip system and method.The railway vehicle anti-slip system comprises a guide rail, a moving platform, an execution arm, self-adaptive intelligent iron shoes and a running distance control unit; the guide rail is arranged beside a rail in parallel; the mobile platform is movably arranged on the guide rail, and a main controller and a wireless communication module in communication connection with the remote control unit are arranged in the mobile platform; the execution arm is movably mounted on the moving platform; a state sensing module and a self-adaptive active locking module are arranged in the self-adaptive intelligent iron shoe, and the state sensing module is used for sensing the contact state of the state sensing module and a wheel and wirelessly transmitting state information to the main controller. According to the invention, the whole process automation from decision making, positioning, putting to recovery is realized, the working efficiency is obviously improved, the labor intensity and the safety risk are reduced, and the technical problem of low intelligent degree of the existing railway anti-running system is solved.

Description

Technical Field

[0001] This invention relates to the field of railway safety operation equipment technology, and in particular to a railway vehicle anti-runaway system and method. Background Technology

[0002] At key nodes in the railway transportation system, such as freight yards, marshalling yards, and locomotive depots, wheel chocks must be placed under the wheels as a rigid braking measure to prevent stationary locomotives and rolling stock from slipping. Currently, this operation relies entirely on manual labor, which is not only inefficient but also poses many significant safety hazards: personnel must move close to the tracks, posing extremely high safety risks; the wheel chocks themselves are heavy and require high precision in placement, resulting in immense labor intensity; and in adverse weather conditions such as insufficient lighting at night or rain, snow, and ice, the working environment becomes complex and dangerous, multiplying the difficulty of operation.

[0003] Although the industry has made some attempts at automation, such as fixed-point flip-type shoe-loading devices or shoe-loading robots that walk along tracks, these existing technologies still have significant limitations: First, the operating range is limited by preset tracks or fixed robotic arms, resulting in insufficient flexibility and coverage. Second, they are less adaptable to complex on-site environments (such as switch areas, uneven road surfaces, and mixed parking of multiple train types). Third, the reliability and stability of the system need to be improved, especially with a higher failure rate under conditions such as low temperature, humidity, and dust. Fourth, the overall level of intelligence is low, with most equipment still relying on preset programs or manual intervention, lacking real-time perception, autonomous decision-making, and collaborative operation capabilities. Fifth, they have failed to deeply integrate with the railway's existing operating procedures, scheduling systems, and safety management regulations, making it difficult to achieve systematic and standardized closed-loop management. Summary of the Invention

[0004] The main objective of this invention is to provide a railway vehicle anti-runaway system and method, which aims to solve the technical problem of low intelligence level in existing railway anti-runaway systems.

[0005] To achieve the above objectives, the present invention proposes a railway vehicle anti-runaway system, comprising a guide rail, a mobile platform, an actuator arm, an adaptive intelligent wheel shoe, and a remote control unit; the guide rail is arranged parallel to the rail; the mobile platform is movably mounted on the guide rail, and has a main controller and a wireless communication module communicating with the remote control unit therein; the actuator arm is movably mounted on the mobile platform; the adaptive intelligent wheel shoe has a built-in state perception module and an adaptive active locking module, the state perception module is used to sense its contact state with the wheel and wirelessly transmit the state information to the main controller.

[0006] A further improvement of the railway vehicle anti-slip system of the present invention is that the adaptive active locking module includes an electromagnetic actuator and a locking shoe. The electromagnetic actuator is fixed to the inside of the adaptive intelligent iron shoe, and the locking shoe is connected to the output end of the electromagnetic actuator. The adaptive active locking module drives the locking shoe to abut against the side of the rail web in the horizontal direction through the electromagnetic actuator.

[0007] A further improvement of the railway vehicle anti-runaway system of the present invention is that the mobile platform is provided with a drive mechanism, which includes a drive component, a gear and a rack. The rack is fixed on the guide rail, the drive component is fixed on the mobile platform, the drive component is driven to the gear, and the gear meshes with the rack.

[0008] A further improvement of the railway vehicle anti-runaway system of the present invention is that a positioning mechanism is provided between the mobile platform and the guide rail. The positioning mechanism includes an encoder, a passive RFID tag and an RFID reader / writer. The encoder is connected to the drive unit, the passive RFID tag is laid on the guide rail, and the RFID reader / writer is installed on the mobile platform.

[0009] A further improvement of the railway vehicle anti-runaway system of the present invention is that the mobile platform is equipped with a current sensor, a vibration sensor and an environmental sensor connected to the main controller. The current sensor is used to monitor the working status of the drive unit in real time, the vibration sensor is used to monitor the translational performance of the mobile platform in real time, and the environmental sensor is used to detect surrounding environmental data.

[0010] A further improvement of the railway vehicle anti-slip system of the present invention is that the state perception module includes a pressure sensor and an inclination sensor connected to the main controller, and the inclination sensor and the pressure sensor are fixed to the adaptive smart wheel shoe.

[0011] A further improvement of the railway vehicle anti-runaway system of the present invention is that a power-collecting mechanism is provided inside the guide rail. The power-collecting mechanism includes a sliding contact line and a current collector. The sliding contact line is fixed to the inner wall of the guide rail, and the current collector is fixed to the moving platform. The current collector slides in contact with the sliding contact line.

[0012] A further improvement of the railway vehicle anti-slip system of the present invention is that the guide rail is covered with a bellows-type telescopic protective cover, and the bottom front end of the mobile platform is provided with a fixed cleaning brush strip.

[0013] In addition, the present invention also provides a method for preventing railway vehicles from slipping, comprising the following steps: Provide the railway vehicle anti-runaway system as described above; The main controller receives the command from the remote control unit to put the vehicle into anti-rollover mode. The mobile platform moves via a drive mechanism and is positioned via an encoder, passive RFID tags, and RFID readers. The adaptive smart iron shoes are deployed via an actuator arm. The adaptive intelligent iron shoe executes instructions to laterally abut against the rail web through an adaptive active locking module; The remote control unit monitors the vehicle status. Upon receiving a signal that the locomotive has completed its air test, it triggers the mobile platform and the execution arm to unlock, grab, and retrieve the iron shoe. The entire operation status is fed back to the remote control unit in real time.

[0014] A further improvement of the railway vehicle anti-runaway method of the present invention lies in that, after the adaptive intelligent slipper is deployed by the actuator arm, and before the mobile platform and actuator arm are triggered to unlock, grasp, and retrieve the slipper, the pressure value measured by the pressure sensor and the tilt angle change value measured by the tilt angle sensor are used to determine whether the slipper is in a compressed state, an idle state, or an abnormal displacement state, wherein: The compression state is defined as follows: the pressure sensor measurement value is ≥ F. critical Furthermore, if the tilt sensor reading remains within ±2°, it is determined to be in a clamped state; The idle state is defined as follows: and only if the pressure sensor measurement value is ≤ F. idle Furthermore, if the fluctuation range of the tilt sensor measurement value is ≤ ±1°, it is determined to be in an idle state; Abnormal displacement is defined as follows: when the change in the tilt sensor measurement value exceeds 10° or the change rate of the pressure sensor measurement value exceeds 100 N / s, it is considered an abnormal displacement state.

[0015] The technical solution of the present invention has the following beneficial effects: This invention relates to a railway vehicle anti-runaway system. Through the design of a range control unit and automated mechanical structure, it achieves full automation from decision-making, positioning, deployment to retrieval, significantly improving operational efficiency and reducing labor intensity and safety risks. By linking the range control unit with the railway dispatching system and vehicle status signals, it achieves true unmanned operation and intelligent scheduling, aligning with the modernization and intelligentization of railways and solving the technical problem of low intelligence levels in existing railway anti-runaway systems. This invention utilizes an adaptive active locking module to reliably cope with harsh conditions such as wind, sand, rain, snow, and ice, greatly improving anti-runaway reliability. The integrated design of encoders, passive RFID tags, and RFID readers for positioning, drive, and power supply, along with a multi-level fault emergency handling mechanism, ensures the long-term accuracy and stability of the system. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0017] Figure 1 This is a schematic diagram of the overall structure of the railway vehicle anti-runaway system of the present invention; Figure 2 This is a schematic diagram of the installation of the guide rail and the moving platform of the railway vehicle anti-runaway system of the present invention; Figure 3 This is a schematic diagram of the adaptive intelligent iron shoe of the railway vehicle anti-slip system of the present invention; Figure 4 This is a schematic diagram showing the installation of the bellows-type telescopic protective cover and the fixed cleaning brush strip of the railway vehicle anti-runaway system of the present invention. Figure 5 This is a flowchart of the railway vehicle anti-runaway method of the present invention.

[0018] Explanation of icon numbers: 1. Guide rail; 11. Sliding contact line; 12. Rack and pinion; 13. Current collector; 14. Passive RFID tag; 15. Bellows-style telescopic protective cover; 2. Mobile platform; 21. Bottom rollers; 22. Mounting plate; 23. Drive unit; 24. Gear; 25. RFID reader / writer; 26. Drain hole; 27. Cable tray; 28. Fixed cleaning brush strip; 3. Actuating arm; 31. Rotary joint; 32. Lifting joint; 4. Gripping device; 5. Adaptive intelligent iron shoe; 51. Electromagnetic actuator; 52. Locking shoe; 6. Wheel. Detailed Implementation

[0019] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present invention.

[0020] It should be noted that all directional indications (such as up, down, left, right, front, back, etc.) in the embodiments of the present invention are only used to explain the relative positional relationship and movement of each component in a certain specific posture (as shown in the figure). If the specific posture changes, the directional indication will also change accordingly.

[0021] Furthermore, in this invention, descriptions involving "first," "second," etc., are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0022] In this invention, unless otherwise explicitly specified and limited, the terms "connection," "fixed," etc., should be interpreted broadly. For example, "fixed" can mean a fixed connection, a detachable connection, or an integral part; it can mean a mechanical connection or an electrical connection; it can mean a direct connection or an indirect connection through an intermediate medium; it can mean the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0023] Furthermore, the technical solutions of the various embodiments of the present invention can be combined with each other, but only if they are feasible for those skilled in the art. If the combination of technical solutions is contradictory or cannot be implemented, it should be considered that such combination of technical solutions does not exist and is not within the scope of protection claimed by the present invention.

[0024] like Figures 1-5 As shown, this invention proposes a railway vehicle anti-runaway system, including a guide rail 1, a mobile platform 2, an actuator arm 3, an adaptive intelligent wheel shoe, and a remote control unit. The guide rail 1 is arranged parallel to the railway track. The mobile platform 2 is movably mounted on the guide rail 1 and contains a main controller and a wireless communication module that communicates with the remote control unit. The actuator arm 3 is movably mounted on the mobile platform 2. The adaptive intelligent wheel shoe has a built-in state perception module and an adaptive active locking module. The state perception module is used to sense its contact state with the wheel 6 and wirelessly transmit the state information to the main controller.

[0025] Specifically, the remote control unit communicates with the railway station dispatching system to automatically receive the "vehicle enters anti-runaway state" command from the dispatching system to execute the adaptive intelligent track shoe deployment process; it also receives the "locomotive test completed" status signal to automatically trigger and execute the track shoe retrieval process; and reports the completion status of the track shoe operation to the dispatching system in real time. Furthermore, the remote control terminal is equipped with command verification logic, which, upon receiving the "locomotive test completed" signal, performs multi-source signal verification by combining track vehicle weighing data and track occupancy status information, and triggers the retrieval process only after confirming that there are no errors.

[0026] The steps for multi-source signal verification are as follows: To ensure the absolute reliability of fully automated operation instructions and prevent malfunctions caused by a single signal error, the system is designed with a multi-source signal verification mechanism based on scheduling system data.

[0027] Data source acquisition: Track occupancy status: obtained in real time from the station dispatching centralized system (CTC) to determine whether there are vehicles on the target track and whether the vehicles have come to a complete stop.

[0028] Vehicle weighing data: Vehicle tare weight and load information obtained through the track scale system installed on the track, or from the "Railway Freight Car Technical Management Information System" when the vehicle enters the depot, is forwarded to this system via the dispatching system. This data is used for subsequent calculation or verification of adaptive locking force.

[0029] Operational instructions: Receive standardized "vehicle enters anti-rollover mode" instructions issued by the dispatch system.

[0030] Verification logic: When the remote control terminal receives a "vehicle enters anti-rollover mode" command for a specific lane (e.g., lane 3), the following verification process is automatically triggered: a. Check the track occupancy status: Confirm that the status of track 3 is "occupied" or "vehicle stopped".

[0031] b. Verify vehicle information: Try to obtain the vehicle number associated with the lane occupancy and query its weighing data.

[0032] c. Logical consistency check: - If there is an instruction, a vehicle is in the track, and valid vehicle weighing data is successfully obtained, the verification passes, and the instruction is considered genuine and valid.

[0033] - If there is an instruction but the track is empty, it is considered abnormal, the system will issue an alarm and refuse to execute, displaying the message "No vehicle in the track, instruction suspected to be incorrect".

[0034] - If there is an instruction and a vehicle is in the lane, but weighing data cannot be obtained, the system can downgrade the process and use the lane or vehicle type available. Default weight parameters Continue execution, but simultaneously report a warning message: "Weight data is missing, use default value".

[0035] When the main controller is configured to execute a fault emergency handling procedure, the procedure includes: when the communication between the main controller and the remote control terminal is interrupted for more than a preset time, or when the main power supply is lost, the mobile platform 2 is controlled to automatically return to a preset safe position; and when the system detects any fault in the fully automatic operation process, the automatic process is immediately interrupted, and the operation of returning to the safe position is performed first.

[0036] The guide rail 1 is fixed to the ground by a bracket. Its typical length is set to 8-12 meters according to the parking error range of the track vehicles to meet the operational coverage of the wheels 6 at different parking positions. The mobile platform 2 is also equipped with an uninterruptible power supply (UPS) and an electrical control system to provide temporary power and control operation for the system. The actuator arm 3 has a rotary joint 31 and a lifting joint 32. The lifting joint 32 is connected to the mobile platform 2, and the rotary joint 31 is connected to the lifting joint 32. The rotary joint 31 of the actuator arm can use a high-precision, high-rigidity RV reducer or harmonic reducer as the core transmission component, driven by a servo motor. The lifting joint 32 can use a linear drive component 23 such as a hydraulic cylinder, pneumatic cylinder, or electric telescopic rod. Furthermore, a gripping device 4 is provided at the end of the actuator arm 3. The gripping device 4 can be an electromagnet for gripping and releasing the iron shoe.

[0037] Preferably, such as Figure 3 As shown, the adaptive active locking module includes an electromagnetic actuator 51 and a locking shoe 52. The electromagnetic actuator 51 is fixed to the inside of the adaptive intelligent rail shoe, and the locking shoe 52 is connected to the output end of the electromagnetic actuator 51. The adaptive active locking module drives the locking shoe 52 to press against the side of the rail web in the horizontal direction through the electromagnetic actuator 51, thereby providing additional anti-slip locking force. The adaptive active locking module is a power-off self-locking electromagnetic lateral locking module; when no unlocking command is received, the locking shoe 52 remains in an extended locking state; it is energized only when a wireless unlocking command is received, causing the locking shoe 52 to retract, thus ensuring that the anti-slip function is maintained even in the event of power failure or other malfunctions, which complies with the core principles of railway safety equipment. The electromagnetic actuator 51 can be a linear drive component 23 such as a hydraulic cylinder, pneumatic cylinder, or electric telescopic rod. Furthermore, the locking shoe 52 is also provided with an emergency mechanical unlocking interface for manual unlocking using a special tool when electrical unlocking fails. In this embodiment, the Preferably, such as Figure 2 As shown, the mobile platform 2 is equipped with a drive mechanism, which includes a drive component 23, a gear 24, and a rack 12. The rack 12 is fixed to the guide rail 1, and the drive component 23 is fixed to the mobile platform 2. The drive component 23 is driven by the gear 24, and the gear 24 meshes with the rack 12. In this embodiment, the drive component 23 is a motor.

[0038] Preferably, a positioning mechanism is provided between the mobile platform 2 and the guide rail 1. This positioning mechanism includes an encoder, a passive RFID tag 14, and an RFID reader / writer 25. The encoder is connected to the drive unit 23, the passive RFID tag 14 is laid on the guide rail 1, and the RFID reader / writer 25 is installed on the mobile platform 2. The passive RFID tag 14 is a passive RFID tag with a unique ID. The RFID reader / writer 25 reads the ID of the passive RFID tag 14 during movement to retrieve preset absolute coordinates for position calibration, achieving high-precision and high-reliability position control.

[0039] Preferably, the mobile platform 2 is equipped with a current sensor, a vibration sensor, and an environmental sensor connected to the main controller. The current sensor is used to monitor the working status of the drive component 23 in real time, the vibration sensor is used to monitor the translational movement of the mobile platform 2 in real time, and the environmental sensor is used to detect surrounding environmental data. When the current sensor detects an abnormal current or the vibration sensor detects that the mobile platform 2 is continuously vibrating beyond the limit, it is determined that there is a risk of platform jamming or derailment, and an alarm and emergency escape mode are triggered. The environmental sensor is equipped with a temperature sensor, a humidity sensor, and a camera, which can monitor the on-site temperature, humidity, snow accumulation, and ice accumulation. The main controller dynamically adjusts the status judgment threshold based on the environmental data, or triggers a manual confirmation process in harsh environments.

[0040] Preferably, the state perception module includes a pressure sensor and a tilt sensor connected to the main controller, and the tilt sensor and the pressure sensor are fixed to the adaptive smart wheel shoe. The state perception module is used to sense its contact state with the wheel 6 and wirelessly transmit the state information to the main controller. Further, the state perception module also includes a displacement detection unit for monitoring whether the wheel shoe has been illegally moved; when the wheel shoe changes position without receiving a retrieval command, the system immediately reports an alarm and activates the on-site video monitoring system.

[0041] Preferably, the guide rail 1 is equipped with a power-collecting mechanism, which includes a sliding contact line 1 and a current collector 13. The sliding contact line 1 is fixed to the inner wall of the guide rail 1, and the current collector 13 is fixed to the moving platform 2. The current collector 13 slides in contact with the sliding contact line 1 and is connected to the drive component 23 to drive the moving platform 2 to move along the guide rail 1. Specifically, the guide rail 1 is a C-shaped steel with an opening facing downwards. The sliding contact line 1 is fixed to the left side of its inner top wall, and a rack 12 is fixed to the right side. The moving platform 2 is supported on the upper surface of the guide rail 1 by bottom rollers 21. The platform has a layered layout and integrates the main controller, driver, uninterruptible power supply, and other electrical control systems. The moving platform 2 is connected to the drive mechanism through a downward-extending U-shaped mounting plate 22. The drive component 23 is mounted on the U-shaped mounting plate 22, and the gear 24 mounted at the end of its output shaft meshes with the rack 12 inside the guide rail 1. The current collector shoe of the current collector 13 makes sliding contact with the sliding contact line 1, and the output cable is fixedly connected to the internal electrical control system of the platform through the cable tray 27. The bottom of the U-shaped mounting plate 22 is provided with drainage holes 26.

[0042] Preferably, such as Figure 4 As shown, the guide rail 1 is covered with an accordion-style telescopic protective cover 15, and the bottom front end of the moving platform 2 is equipped with a fixed cleaning brush strip 28. Specifically, there are two accordion-style telescopic protective covers 15, with the ends of the two accordion-style telescopic protective covers 15 respectively fixed between the end of the moving platform 2 and the end of the guide rail 1. By extending and retracting the accordion-style telescopic protective covers 15 as the platform moves, a sealed barrier is formed. The fixed cleaning brush strip 28 passively sweeps away the floating dust on the tread surface of the guide rail 1 during movement, thereby isolating impurities and cleaning the guide rail 1.

[0043] In addition, such as Figure 5 As shown, the present invention also provides a method for preventing railway vehicles from slipping, comprising the following steps: Provide the railway vehicle anti-runaway system as described above; The main controller receives the command from the remote control unit to put the vehicle into anti-rollover mode. The mobile platform 2 moves via a drive mechanism and is positioned via an encoder, a passive RFID tag 14, and an RFID reader 25. The adaptive smart iron shoe is deployed via an execution arm 3. The adaptive intelligent iron shoe executes instructions to laterally abut against the rail web through an adaptive active locking module; The remote control unit monitors the vehicle status. Upon receiving a signal that the locomotive has completed its air test, it triggers the mobile platform 2 and the execution arm 3 to unlock, grab, and retrieve the iron shoe. The entire operation status is fed back to the remote control unit in real time.

[0044] Preferably, after the adaptive smart shoe is deployed via the actuator 3, and before the mobile platform 2 and actuator 3 are triggered to unlock, grab, and retrieve the shoe, the pressure value measured by the pressure sensor and the tilt angle change value measured by the tilt angle sensor are used to determine whether the shoe is in a compressed state, an idle state, or an abnormal displacement state, wherein: Compacted state: if and only if the pressure sensor measurement value ≥ F critical When the tilt sensor reading remains within ±2°, it is determined to be in a compressed state.

[0045] Idle state: if and only if the pressure sensor measurement value ≤ F idle Furthermore, if the fluctuation range of the tilt sensor measurement value is ≤ ±1°, it is determined to be in an idle state.

[0046] Abnormal displacement state: When the change in the tilt sensor measurement value exceeds 10° or the change rate of the pressure sensor measurement value exceeds 100 N / s, regardless of the absolute value of the pressure, it is determined to be an abnormal displacement state.

[0047] like Figure 5 As shown in the diagram, this is a flowchart of a railway vehicle anti-runaway method. The specific process is as follows: The system starts / standby, and the remote control unit listens for instructions from the dispatching system. When it receives the instruction "vehicle enters anti-runaway state," it parses the instruction, generates a deployment task, the mobile platform 2 locates and moves to the target point, the execution arm 3 deploys the adaptive wheel shoe 5, the wheel shoe performs lateral locking, and reports "arming successful, locked." It continuously listens for vehicle / dispatch signals. Upon receiving the "locomotive air test completed" signal, it triggers an emergency recovery instruction, the wheel shoe unlocks, the execution arm 3 grabs and recovers the vehicle, the mobile platform 2 returns to a safe position, reports "recovery complete," and returns to system startup / standby. If a communication / system failure occurs when the "vehicle enters anti-runaway state" instruction is received; or a positioning / mechanical failure occurs when the mobile platform 2 locates and moves to the target point; or a deployment / locking failure occurs when the execution arm 3 deploys the adaptive wheel shoe 5; or a recovery failure occurs when the wheel shoe unlocks and the execution arm 3 grabs and recovers the vehicle, the task is interrupted, an emergency return is performed, an alarm "task interrupted," and the system returns to system startup / standby.

[0048] Specifically, the steps for determining the thresholds for each of the above states are as follows: Compression threshold (F) critical The determination of ) The clamping status is used to determine whether wheel 6 has been reliably pressed onto the wheel shoe. This threshold must ensure that it can effectively distinguish between loaded and unloaded states.

[0049] Physical basis: When wheel 6 runs over the iron shoe, the vertical pressure on the iron shoe mainly comes from the load on wheel 6. According to the axle load standard of common freight cars in my country (generally not exceeding 25 tons), the maximum load of a single wheel is approximately... (Based on gravitational acceleration g=10m / s²) 2 calculate).

[0050] Threshold calculation: Considering the most unfavorable working condition (such as wheel 6 not being fully in contact with the shoe), the system sets a safety factor k (usually k = 0.05-0.1), then the reference value for the clamping judgment is: F critical =k·W, where W is the actual single-wheel load of the vehicle. For a vehicle with an axle load of 25 tons, when k=0.05, ; hour, .

[0051] The value of the safety factor k is determined based on the following engineering principles: threshold F. critical The threshold must be significantly higher than the system's background noise in various environments (including sensor noise, the weight of the wheel chock, environmental vibration, etc.), typically requiring a signal-to-noise ratio greater than 20. The coefficient k ensures that even for lightly loaded vehicles, its threshold is much higher than the background noise; the threshold F critical The effective contact force must be significantly lower than the expected minimum to prevent missed detections due to imperfect contact conditions (such as uneven rail surface or uneven initial contact). The coefficient k ensures that, under most operating conditions, as long as there is physical contact, the sensor reading will reliably exceed this threshold. This value range is applicable to the axle load range of common freight cars on railways. When k is 0.05, sufficient sensitivity is maintained for the lightest-loaded vehicles; when k is 0.1, extremely high interference tolerance is provided for the heaviest-loaded vehicles. In practical applications, calibration and optimization can be performed within this range based on the vehicle profile and sensor performance of the specific line.

[0052] Implementation method: The threshold can be dynamically calculated based on the vehicle tonnage information provided by the dispatching system, or it can be preset to a conservative value (such as 5kN) for the heaviest vehicle type to ensure that all vehicles can be reliably identified.

[0053] Idle state threshold (F) idle The determination of ) The idle state is used to determine whether the wheel shoe is in a non-load-bearing and safe-to-recycle condition. (Greater than F) critical That is, to compress, less than F idle For idle Physical basis: This threshold must be greater than the sum of the weight of the iron shoe itself and the noise force caused by environmental vibration, in order to avoid misjudgment.

[0054] Threshold calculation: F idle =G shoe +F noise Among them G shoe The weight of the iron shoe (typical value approximately) ), F noiseThe maximum noise force caused by environmental vibration (can be obtained through on-site testing, typical value is approximately...). Therefore, F idle It is usually set in the range of 200N-300N.

[0055] Implementation method: This threshold can be calibrated on-site by placing the iron shoe unloaded on the rail surface, collecting pressure sensor data and calculating the upper limit of fluctuation, and then adding an appropriate margin during system installation.

[0056] Determination of the threshold for abnormal displacement judgment: Abnormal displacement states are determined by changes in tilt angle and pressure fluctuation rate, with thresholds set based on geometric constraints and experience.

[0057] Tilt angle threshold: When the rail shoe is normally compressed, its posture change is constrained by the wheel 6 and the rail surface, and generally does not exceed ±2°. When the tilt angle changes continuously by more than 10°, it can be determined that abnormal displacement has occurred (such as being impacted).

[0058] Pressure change rate threshold: Under normal operating conditions, the pressure changes smoothly. When the pressure change rate exceeds 100 N / s, it may indicate that the shoe has been dragged or impacted, and the system will mark it as abnormal.

[0059] Simple calculation of anti-slip capability: The system's adaptive locking module provides an additional locking force F. ADD Together with the wedging force generated by wheel 6, it ensures reliable anti-slippage. (Based on maximum axle load) (Single wheel load 125kN), coefficient of friction (Dry rails), gradient Taking a typical station gradient as an example, the component of the vehicle's downward force is approximately: The required anti-slip friction force is: Traditional iron shoes rely on the normal force N generated by wedging and the friction coefficient μ to provide the frictional force F. friction =μN. Under low friction coefficients (such as μ=0.1 in ice and snow conditions), μN needs to be greater than 3.125kN, meaning the normal force N of the track shoe must be ≥31.25kN to prevent slippage. The lateral locking module of this system can actively provide additional lateral clamping force, directly increasing the effective normal force N between the track shoe and the rail, thus meeting the anti-slip requirements even under harsh conditions. This calculation demonstrates the necessity of adaptive locking and indirectly supports the rationality of the pressure detection threshold.

[0060] The main controller makes intelligent decisions based on this fused data and only allows the automatic recycling process to be executed when it is confirmed that the iron shoe is in an "idle" state.

[0061] Furthermore, the adaptive intelligent wheel shoe integrates an adaptive active locking module. This module is a power-off self-locking electromagnetic lateral locking mechanism, including a miniature electromagnetic actuator 51 and a locking shoe 52. When the wheel shoe is placed on the rail and positioned in front of the wheel 6, the main controller sends a command, causing the electromagnetic actuator 51 to actuate and drive the locking shoe 52 to extend horizontally, tightly pressing against the side of the rail web. This significantly increases the lateral static friction between the wheel shoe and the rail. The module employs a power-off self-locking design, meaning that even after power is cut off after the locking action is completed, the mechanism remains locked; power is only applied to retract the locking shoe 52 upon receiving a specific wireless unlocking command, ensuring anti-slip safety in case of malfunction.

[0062] The smart iron shoe's locking boot 52 is equipped with an emergency mechanical unlocking interface (such as a hidden screw hole) for manual intervention in case of electrical failure.

[0063] Mobile platform 2 is equipped with current and vibration sensors to form a platform status monitoring module.

[0064] Preferably, the system can integrate an environmental sensor array to monitor environmental conditions such as temperature, humidity, snow accumulation, and icing.

[0065] To achieve precise positioning by "moving to the coordinates recorded at the time of deployment", the system adopts a redundant design.

[0066] Core positioning: The drive component 23 (motor) is equipped with a high-precision absolute encoder. The system continuously calculates the relative displacement of the platform on the guide rail 1 by reading the encoder pulse count and combining it with the transmission ratio of gear 24 and rack 12, thus achieving closed-loop control.

[0067] Absolute calibration: A passive RFID tag 14 is installed on the guide rail 1 at fixed intervals (e.g., 0.5 meters). An RFID reader 25 is installed on the mobile platform 2. Whenever the platform passes a tag, its unique ID is read, and the system calls the preset absolute coordinates corresponding to that ID to perform forced calibration on the position calculated by the encoder, eliminating accumulated errors.

[0068] This "encoder continuous positioning + RFID discrete calibration" scheme ensures that the mobile platform 2 can achieve a repeatability accuracy of better than ±5mm.

[0069] See Figure 5 This system can be deeply integrated with the railway station dispatching system (CTC) and vehicle information system through a remote control terminal.

[0070] Automatic Deployment: The remote control terminal receives the command "Vehicle operation completed on track XX, enter anti-slip mode" from the dispatch system. The system automatically parses the command, automatically plans the operation, and directs the mobile platform 2, carrying the wheel shoe, to move to the target wheel 6 position (encoder + RFID positioning) to complete precise deployment. After deployment, the adaptive wheel shoe 5 can be instructed to perform lateral locking.

[0071] Automatic Retrieval: The system continuously monitors vehicle status signals. Upon receiving the "locomotive air test complete" signal corresponding to the target track (indicating that the braking system is ready for air charging and will soon be released for start-up), the system immediately determines that the train is about to start. The retrieval process is then automatically triggered: first, a command is sent to unlock the lateral locking module of the brake shoe; then, the mobile platform 2 and the actuator arm 3 are controlled to quickly complete the grabbing and retrieval of the brake shoe; finally, the platform returns to a safe position (the track limit position that the vehicle wheels 6 cannot reach, i.e., the platform standby position). The entire retrieval operation is completed within the safe time window before the vehicle's brakes are released.

[0072] Status closed loop: All operation statuses (such as "successfully deployed and locked" and "recovery completed") are fed back to the remote control terminal in real time and can be uploaded to the dispatch system to form an electronic operation ledger, realizing closed-loop management with full traceability.

[0073] The system's fault emergency handling is a proactive defense system with the highest interruption priority, further enhanced in fully automatic mode: Communication interruption handling: If the "heartbeat" signal between the main controller and the remote control terminal is lost for more than a preset time (e.g., 10 seconds), any task will be immediately interrupted and the mobile platform 2 will be automatically returned to the preset safe position.

[0074] Power supply anomaly handling: The power management module monitors the voltage of the main sliding contact line 1 in real time. When a main power failure or voltage drop below the safe operating threshold (such as DC24V) is detected, the system switches to the uninterruptible backup power supply within milliseconds and executes the "emergency reset procedure".

[0075] Fully Automated Task Interruption Handling: Added. When the system detects any fault (communication, power supply, machinery) during the fully automated deployment or retrieval process, it immediately interrupts the automated process, prioritizes the execution of the aforementioned "Emergency Return Procedure," and sends an alarm to the dispatch system stating "Automatic task interrupted, requesting manual intervention."

[0076] Mechanical and sensor anomaly handling: In cases of motor overload, action execution failure, or conflicting sensor signals, the system implements multi-level handling strategies such as retrying, reporting alarms, and switching to manual mode.

[0077] Emergency Handling of Locking Module Failure: If the adaptive active locking module fails to unlock normally due to mechanical jamming or electrical fault, the system will attempt multiple retries and report a "locking mechanism failure" alarm. To address this situation, the locking boot 52 of the smart locking shoe is equipped with an emergency mechanical unlocking interface (such as a hidden screw hole or pin). Maintenance personnel can use a special tool to manually unlock the shoe, ensuring its safe recovery.

[0078] Emergency Handling of Jamming or Derailment in Mobile Platform 2: Mobile Platform 2 is equipped with a platform status monitoring module, including a motor current sensor and a platform vibration sensor. When the system detects a continuous abnormal increase in the drive motor current (overload) or the platform vibration amplitude exceeds the safety threshold, it determines that there is a risk of jamming or derailment. The system will immediately stop moving and attempt small reciprocating movements to break free from the jam; if this is ineffective, it will switch to "Emergency Escape Mode," allowing the remote control terminal to manually control the platform movement in a low-speed, high-torque mode, and link with on-site monitoring for visual assistance.

[0079] Protection against unauthorized movement or theft of the adaptive smart tracker: The integrated state perception module within the adaptive smart tracker can be equipped with a displacement detection unit (such as an inertial measurement unit, IMU) to monitor changes in the tracker's position in real time. If the adaptive smart tracker moves without receiving any retrieval command, the system immediately identifies it as "abnormal movement," triggers an audible and visual alarm, and reports the alarm information and the tracker's last known location to the dispatch system and security platform. If necessary, it will also link with video surveillance for tracking and recording.

[0080] Dispatch system command conflict or false alarm protection: The system has a multi-layered command verification mechanism. In particular, after receiving the "locomotive test completed" signal, the main controller will simultaneously acquire track vehicle weighing system data, track occupancy status information, and adjacent sensor signals for multi-source verification. The track shoe retrieval process will only be executed when all verification conditions meet the "vehicle is about to start" characteristic, preventing premature retrieval due to dispatch signal errors.

[0081] Fault Tolerance and Adaptability in Harsh Environments: To improve the system's reliability in harsh environments such as rain, snow, sandstorms, and low temperatures, an environmental sensor group (temperature, humidity, snow accumulation, and icing detection) can be added to the system. The main controller dynamically adjusts the state judgment thresholds (such as pressure and tilt angle thresholds) based on environmental data, or automatically pauses the fully automatic recovery process when continuous heavy snow cover or icing is detected, and the remote control terminal intervenes for confirmation to avoid misjudgment.

[0082] The above description is only a preferred embodiment of the present invention and does not limit the scope of the present invention. All equivalent structural transformations made under the inventive concept of the present invention using the contents of the present invention specification and drawings, or direct / indirect applications in other related technical fields, are included within the protection scope of the present invention.

Claims

1. A railway vehicle anti-runaway system, characterized in that, The system includes a guide rail (1), a mobile platform (2), an actuator (3), an adaptive smart shoe, and a remote control unit. The guide rail (1) is arranged parallel to the rail. The mobile platform (2) is movably arranged on the guide rail (1) and has a main controller and a wireless communication module that communicates with the remote control unit. The actuator (3) is movably installed on the mobile platform (2). The adaptive smart shoe has a built-in state perception module and an adaptive active locking module. The state perception module is used to perceive its contact state with the wheel (6) and transmit the state information wirelessly to the main controller.

2. The railway vehicle anti-runaway system as described in claim 1, characterized in that, The adaptive active locking module includes an electromagnetic actuator (51) and a locking shoe (52). The electromagnetic actuator (51) is fixed to the inside of the adaptive smart iron shoe, and the locking shoe (52) is connected to the output end of the electromagnetic actuator (51). The adaptive active locking module drives the locking shoe (52) to abut against the side of the rail web in the horizontal direction through the electromagnetic actuator (51).

3. The railway vehicle anti-runaway system as described in claim 2, characterized in that, The mobile platform (2) is provided with a driving mechanism, which includes a driving component (23), a gear (24) and a rack (12). The rack (12) is fixed on the guide rail (1), the driving component (23) is fixed on the mobile platform (2), the driving component (23) is driven to the gear (24), and the gear (24) meshes with the rack (12).

4. The railway vehicle anti-runaway system as described in claim 3, characterized in that, A positioning mechanism is provided between the mobile platform (2) and the guide rail (1). The positioning mechanism includes an encoder, a passive RFID tag (14) and an RFID reader (25). The encoder is connected to the drive unit (23). The passive RFID tag (14) is laid on the guide rail (1). The RFID reader (25) is installed on the mobile platform (2).

5. The railway vehicle anti-runaway system as described in claim 4, characterized in that, The mobile platform (2) is equipped with a current sensor, a vibration sensor and an environmental sensor connected to the main controller. The current sensor is used to monitor the working status of the drive unit (23) in real time. The vibration sensor is used to monitor the translational movement of the mobile platform (2) in real time. The environmental sensor is used to detect the surrounding environmental data.

6. The railway vehicle anti-runaway system as described in claim 5, characterized in that, The state perception module includes a pressure sensor and a tilt sensor connected to the main controller, and the tilt sensor and the pressure sensor are fixed to the adaptive smart iron shoe.

7. The railway vehicle anti-runaway system as described in claim 6, characterized in that, The guide rail (1) is provided with a power-taking mechanism, which includes a sliding contact line (1) and a current collector (13). The sliding contact line (1) is fixed on the inner wall of the guide rail (1), and the current collector (13) is fixed on the moving platform (2). The current collector (13) slides in contact with the sliding contact line (1).

8. The railway vehicle anti-runaway system as described in claim 7, characterized in that, The guide rail (1) is covered with an accordion-style telescopic protective cover (15), and the bottom front end of the mobile platform (2) is provided with a fixed cleaning brush strip (28).

9. A method for preventing railway vehicles from slipping, characterized in that, Includes the following steps: Provide a railway vehicle anti-runaway system as described in claim 8; The main controller receives the command from the remote control unit to put the vehicle into anti-rollover mode. The mobile platform (2) moves by a drive mechanism and is positioned by an encoder, a passive RFID tag (14) and an RFID reader (25), and the adaptive smart iron shoe is deployed by an execution arm (3). The adaptive intelligent iron shoe executes instructions to laterally abut against the rail web through an adaptive active locking module; The remote control unit monitors the vehicle status. After receiving the signal that the locomotive test is completed, it triggers the mobile platform (2) and the execution arm (3) to complete the unlocking, grabbing and recycling of the iron shoe. The entire operation status is fed back to the remote control unit in real time.

10. The railway vehicle anti-runaway system as described in claim 9, characterized in that, After the adaptive smart shoe is deployed by the actuator (3), before the mobile platform (2) and the actuator (3) unlock, grab and retrieve the shoe, the pressure value measured by the pressure sensor and the tilt angle change value measured by the tilt angle sensor are used to determine whether the shoe is in a compressed state, an idle state or an abnormal displacement state, where: The compression state is defined as follows: the pressure sensor measurement value is ≥ F. critical Furthermore, if the tilt sensor reading remains within ±2°, it is determined to be in a clamped state; The idle state is defined as follows: and only if the pressure sensor measurement value is ≤ F. idle Furthermore, if the fluctuation range of the tilt sensor measurement value is ≤ ±1°, it is determined to be in an idle state; Abnormal displacement is defined as follows: when the change in the tilt sensor measurement value exceeds 10° or the change rate of the pressure sensor measurement value exceeds 100 N / s, it is considered an abnormal displacement state.

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