Locomotive linkage whole-process railway intelligent loading system

Abstract

The utility model relates to a locomotive linkage whole-process railway intelligent loading system, which comprises at least four sets of wireless communication base stations of accurate positioning ground devices and wireless communication units, the accurate positioning ground devices are connected with accurate positioning units, the accurate positioning units and the wireless communication units are connected with a main controller, and the main controller is connected with the wireless communication base stations. The main controller is further connected with a brake control unit and a traction control unit, the main controller is further connected with a locomotive operation monitoring device installed on a locomotive, the traction control unit is connected with a driver controller and locomotive traction equipment on the locomotive, and the brake control unit is connected with a single-valve brake control unit and a self-valve control unit on the locomotive. According to the utility model, the automatic driving system is arranged on the train, so that the train is controlled by the loading station when approaching to loading and in the loading process, and the operation of the loading station on the locomotive is formed, so that the running state of the train can be adjusted according to the requirements of the loading station in the loading process of the train, the loading process is smoother and the efficiency is higher; and the loading cost is reduced.

Description

Technical Field

[0001] This utility model relates to a locomotive-train integrated intelligent railway loading system, which is a mechanical automated transportation system and an automated railway loading system for bulk cargo. Background Technology

[0002] Intelligent railway loading systems are a crucial component of modern automated bulk cargo loading and have experienced rapid development in recent years. However, to date, no manufacturer has achieved truly unmanned, locomotive-integrated intelligent railway loading. Locomotive control and loading control systems remain independent, relying on manual communication during the loading process. Intelligent loading can be achieved under favorable working conditions and with minimal changes in material density. The development of intelligent railway loading systems has been limited to mechanical and electrical intelligence, failing to achieve fundamental breakthroughs in intelligent and information-based systems. While the batching process can be automated, the synchronization issues between equipment and train carriages remain unresolved. Therefore, frequent manual intervention is required to synchronize equipment feeding with the train and to coordinate the chutes with the carriages during unloading. Human error often leads to coal spillage, overloading, and even derailment, directly impacting transport efficiency and safety. Therefore, how to organically integrate the train and loading station to ensure smoother automated loading is a problem that needs to be solved. Summary of the Invention

[0003] To overcome the problems of existing technologies, this utility model proposes a fully automated railway loading system with locomotive-railway linkage. The system utilizes wireless communication to integrate the train's control system with the loading station's control system, aiming to achieve fully automated, intelligent loading with locomotive-railway linkage throughout the railway loading process. This links train operation with the loading station's loading process, making automated loading smoother and improving loading efficiency and safety.

[0004] The purpose of this utility model is achieved as follows: a fully integrated intelligent railway loading system for locomotive and train operation, comprising: at least four sets of precise positioning ground equipment and wireless communication base stations installed along the railway line before the loading station; four markers erected on one side of the railway, with the far end being a positioning and start-up command marker; a parking marker with two FRIDs at the loading position of the loading station; and two intermediate markers in the middle, dividing the area between the positioning and start-up command markers and the parking markers into three regions. The precise positioning ground equipment is connected to the precise positioning unit; the precise positioning unit and the wireless communication unit are connected to the main controller; the main controller is equipped with a human-machine interaction unit; the main controller is also connected to the braking control unit and the traction control unit; the main controller is also connected to the locomotive operation monitoring device installed on the locomotive; the traction control unit is connected to the driver's controller and the locomotive traction equipment on the locomotive; and the braking control unit is connected to the single-valve braking control unit and the automatic valve control unit on the locomotive.

[0005] Furthermore, the wireless communication unit establishes a wireless communication channel between the vehicle and the ground through dual-channel communication of WLAN and radio.

[0006] The advantages and beneficial effects of this utility model are as follows: By installing an automatic driving system on the train, the loading station takes over the control of the train as it approaches and during the loading process, thus enabling the loading station to control the locomotive. This allows the train to adjust its travel status according to the needs of the loading station during the loading process, making the loading process smoother, more efficient, and reducing loading costs. Attached Figure Description

[0007] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0008] Figure 1 This is a system structure diagram of the intelligent railway loading system with locomotive-car linkage throughout the entire process, as described in Embodiment 1 of this utility model;

[0009] Figure 2 This is a flowchart of the method described in Embodiment 2 of this utility model;

[0010] Figure 3 This is a control strategy diagram for high-precision automatic locomotive alignment as described in Embodiment 2 of this utility model;

[0011] Figure 4 This is a block diagram of the locomotive low constant speed loading operation control based on multi-level hierarchical feedback as described in Embodiment 2 of this utility model. Detailed Implementation

[0012] Example 1:

[0013] This embodiment describes a fully integrated intelligent railway loading system involving both locomotive and rolling stock. Figure 1As shown. This embodiment includes: at least four sets of precise positioning ground equipment and wireless communication base stations with wireless communication units set up along the railway line before the loading station; and four signs set up on one side of the railway, with the far end being the alignment and start-up command sign; the loading position at the loading station is set up with a stop sign with two FRIDs, and two intermediate signs are set up in the middle, dividing the area between the alignment and start-up command sign and the stop sign into three areas. The precise positioning ground equipment is connected to the precise positioning unit; the precise positioning unit and the wireless communication unit are connected to the main controller; the main controller is equipped with a human-machine interaction unit; the main controller is also connected to the brake control unit and the traction control unit; the main controller is also connected to the locomotive operation monitoring device installed on the locomotive; the traction control unit is connected to the driver's controller and the locomotive traction equipment on the locomotive; and the brake control unit is connected to the single-valve brake control unit and the automatic valve control unit on the locomotive.

[0014] like Figure 1 As shown, the functional design of the locomotive-railway intelligent loading system mainly includes five parts:

[0015] 1. Modifying train locomotives to enable intelligent driving capabilities. This includes adding onboard components. These components include: a main controller and corresponding human-machine interface unit; a brake control unit connected to the locomotive's single-valve brake control unit; a traction control unit connected to the locomotive driver's controller and traction system; a precision positioning unit wirelessly connected to precision positioning ground equipment; and corresponding wireless communication units, such as... Figure 1 As shown.

[0016] 2. Install wireless network base stations within 100 meters in front of the railway loading station, along the railway tracks, and set up precise radio positioning devices and markers in the network base stations to achieve real-time monitoring of the locomotive's operating status during the loading process.

[0017] 3. Establish a data interaction channel between the intelligent loading station and the locomotive intelligent driving system, and use multiple verification methods to ensure the accuracy of data transmission.

[0018] 4. The markers set along the railway include: a positioning and start-up instruction marker at the far end, a stop marker at the loading position of the loading station, and two intermediate markers in the middle, dividing the area between the positioning and start-up instruction marker and the stop marker into three areas, so as to realize automatic locomotive positioning and enable it to automatically run to the first loading position according to the loading instruction.

[0019] 5. To achieve low-speed constant speed control under varying load conditions during loading, ensuring stable locomotive operation as the loading load increases. This measure enables data exchange between the loading station and the locomotive driver during loading, allowing the loading system to send operating instructions to the locomotive, which then cooperates in loading according to these instructions.

[0020] The locomotive-carriage integrated intelligent railway loading system can be simply described as follows: a main controller, human-machine interaction unit, braking control unit, traction control unit, wireless communication unit, and precise positioning unit connected to the locomotive LKJ system; in conjunction with precise positioning ground equipment, ground wireless network, ground wireless communication equipment, remote monitoring unit, and loading station linkage unit, wireless network equipment WLAN base station to achieve wireless coverage of open-air stations, establish a wireless communication channel between the car and the ground through dual-channel communication of WLAN and radio, form a network communication connection between each subsystem and the main control system, and realize locomotive-carriage integrated intelligent railway loading technology with manned or unmanned operation through software algorithms.

[0021] The instructions sent by the loading station to the locomotive include, but are not limited to, forward, stop, reverse, running speed, number of cars loaded, loading status, and whether loading is complete; the information that the locomotive sends back to the loading station includes, but is not limited to, running speed, running status, running position, and instruction confirmation.

[0022] The main controller is an electronic device with digital computing and storage capabilities, such as an industrial control computer. It is a core component of the locomotive's auxiliary driving system, serving as the platform for optimization and control calculations. It features auxiliary driving data processing and control output, logic control functions, and optimization calculation capabilities. The main controller has communication interfaces such as ETH and RS485 / 422. It should employ a redundant architecture design and possess data storage and recording functions for train operation information, control information, equipment status information, and system fault information.

[0023] The human-computer interaction unit (HCI) is a crucial interface between the locomotive-train integrated intelligent loading system and drivers and maintenance personnel. It includes commonly used computer interaction devices such as monitors, keyboards, and mice, serving as the primary carrier of HCI interaction. Interfaces can be designed to display train operation status, using two-dimensional or three-dimensional animations to show the train's operation and loading station-related states. The display interface is also used for mode switching, status queries, data parameter input, track status display, journey planning curve display, train operation status display, voice prompts / alarms, and other purposes.

[0024] Braking control unit: Based on the air braking and release commands from the main controller, it controls the locomotive's single-valve braking and release, and controls the locomotive's automatic valve braking and release.

[0025] Traction control unit: According to the instructions of the main controller, it controls the locomotive's running direction, load increase and decrease, thereby controlling the locomotive's operation; it controls the locomotive's horn sounding, sand spreading, and other functions; it controls the locomotive to maintain a low constant speed and control the operation of the entire train.

[0026] Wireless Communication Unit: The wireless communication unit employs redundant channels to achieve vehicle-to-ground communication. Wireless communication can easily utilize industrial WLAN, radio, and other communication methods; a failure of any channel will not affect vehicle-to-ground communication. The wireless communication unit integrates with the ground-based data layer to achieve vehicle-to-ground communication. The wireless communication unit can also establish a vehicle-to-ground wireless communication channel through dual-channel communication of WLAN and radio.

[0027] Precision positioning unit: The precision positioning unit, in conjunction with precision positioning ground equipment, enables precise positioning of the locomotive.

[0028] The main controller interfaces with the LKJ (Leak Jet Guardian) system: The main controller can communicate with the LKJ via the LKJ interface module to obtain information including: time, speed, speed limit, kilometer markers, distance to the next signal, locomotive model, locomotive signal, and temporary speed limits. Ethernet is recommended for communication between the main controller and the LKJ interface module, with a basic communication cycle not exceeding 200 ms. The intelligent railway loading system for the entire locomotive-carload linkage process can also store basic data, which should be updated synchronously with changes in the LKJ data.

[0029] Loading station linkage and remote monitoring: It can automatically execute commands such as automatic alignment, start, stop and reverse at the loading station, automatically control locomotive operation, and record train operation information, control information, equipment status information and system fault information.

[0030] Example 2:

[0031] This embodiment describes a method for intelligent railway loading involving locomotives and trains throughout the entire process, using the intelligent railway loading system with locomotive-train linkage described in Embodiment 1. The steps of the method are as follows, and the process is as follows: Figure 2 As shown:

[0032] Step 1, the loading station takes over from the manual locomotive driver: The train is driven manually to the alignment preparation position in front of the loading station. The alignment preparation position is obtained by the precise positioning unit and can be set at the first alignment start mark or a separate alignment preparation mark. After arriving at the position, the locomotive driver switches the locomotive to the loading station control mode through the human-machine interface and hands over the control of the locomotive to the loading station. At the same time, the information of the locomotive switching from manual control mode to loading station control mode is transmitted to the loading station wirelessly.

[0033] This step is crucial: transferring control of the locomotive from the locomotive driver to the loading station's automatic driving system. This process needs to begin a few hundred meters before the locomotive enters the loading station. While transferring control to the loading station, the locomotive driver must still observe and monitor the locomotive's movement. In case of any unexpected situation, the loading station's automatic control must be immediately stopped, and the locomotive driver must take over to ensure production safety.

[0034] Step 2, High-precision automatic locomotive alignment: After receiving the information that the locomotive has switched to intelligent control, the loading station executes a one-click start for the entire process. The loading station first starts the feeding system. After the feeding system is running, it automatically sends an automatic alignment command to the locomotive. After receiving the command, the locomotive executes automatic alignment.

[0035] The alignment process is executed by the main controller in conjunction with the brake control unit and the traction unit to control the locomotive to stop accurately in front of the stop mark. At this time, the first car of the train is aligned with the chute of the loading station, and the loading station can lower the chute to load the first car.

[0036] Step 3, Start loading: After alignment is completed, the locomotive sends alignment completion information to the loading station. After receiving the information, the loading station starts the intelligent loading program, starts material batching, material discharge and chute control. When the loading of the first car meets the conditions for train return, the loading station sends a forward command to the locomotive, and the train moves forward according to the speed given by the loading station.

[0037] In practice, to save time, the loading station begins a series of actions such as loading and weighing materials during the locomotive alignment process to ensure that the chute is lowered and materials are released immediately once the locomotive is successfully aligned. The aforementioned return condition is that the position of the first car facing the chute is nearly full. The train's start is equivalent to releasing materials to the rear of the car. As the train moves forward, materials are gradually released to the rear of the car until the entire car is filled.

[0038] Step 4, Low constant speed locomotive loading operation: As the number of loaded sections increases, the locomotive load gradually increases. The locomotive adopts a multi-loop cascade expert closed-loop algorithm to achieve low constant speed operation under variable load conditions. The main control unit controls the braking and traction units to adjust the speed in real time according to the current number and position of loaded sections to achieve stable operation during the loading process.

[0039] The low constant speed target speed of the onboard system is set in real time by the ground system based on the loading volume and progress of the intelligent loading system. PID control can be used for locomotive operation to automatically compensate for the locomotive power required as the load gradually increases.

[0040] If a malfunction occurs during loading, the loading station will automatically send a stop command to the locomotive to stop the locomotive. After the malfunction is resolved, a forward or reverse command will be sent to adjust the train's position and continue loading.

[0041] During the constant-speed loading process, trains inevitably encounter various malfunctions, thus requiring contingency plans to deal with different malfunction situations. However, regardless of the situation, stopping the train is essential, making train stopping the highest priority malfunction response measure.

[0042] Step 5: After loading is completed, the loading station sends a loading completion signal to the locomotive, and the locomotive automatically drives away from the loading area and then switches to manual driving to move it away.

[0043] After all the carriages of the train have been loaded, or after the train has been loaded with carriages according to plan, the locomotive must first disengage from automatic driving mode to avoid accidents.

[0044] In step 2, the high-precision automatic locomotive alignment method utilizes four markers erected on one side of the railway. The furthest marker (the one furthest from the loading position at the loading station) serves as the alignment start command marker. A stop marker is placed at the loading position at the loading station, and two intermediate markers divide the area between the alignment start command marker and the stop marker into three zones. Based on speed feedback, the commonly used and stable radio frequency identification (RFID) technology is employed as a medium. A secondary verification is performed as the train approaches to achieve centimeter-level position calibration. Through real-time calculations using a speed accuracy of 0.1 km / h and centimeter-level calibration position, the train's stopping position ensures that it meets the loading requirements of the first carriage. The control strategy is as follows: Figure 3 As shown.

[0045] The high-precision automatic locomotive alignment method includes the following sub-steps:

[0046] Sub-step 201, receiving the alignment command: the locomotive reaches the alignment start command mark at low speed, and during the low constant speed start phase, it is controlled at the target speed of 1.4km / h. Control target: acceleration;

[0047] The locomotive reaches the starting command mark at a relatively low speed, mainly adjusting the speed to 1.4 km / h.

[0048] Sub-step 202, speed-dependent stage: distance requirement: 30m, speed requirement: 0.8km / h; control objective: deceleration.

[0049] Speed ​​adjustments are made between the first and second intermediate markers to bring the train closer to the target speed of 0.8 km / h.

[0050] Sub-step 203, Targeting stage: Target: Distance requirement 20m, Speed ​​requirement: 0.8km / h, Control target: Constant speed;

[0051] After passing the second intermediate marker, the speed reached a constant 0.8 km / h, stable and approaching the stop marker.

[0052] Sub-step 204, approach and reach the stop marker: distance to the stop marker 5-1.5m, FRID tag positioning: 2, speed requirement 0.8km / h; control target: after positioning, run 4.5-1.0m to reduce until the locomotive power is cut off, and output braking command: stop.

[0053] To ensure precise parking location, this embodiment incorporates FRID (electronic tag) at the parking marker. When the locomotive arrives at the marker, the FRID allows the parking position to be determined, enhancing safety. Furthermore, for added safety, two FRID tags are installed at the parking marker for redundancy.

[0054] The low constant speed target speed of the onboard system is set in real time by the ground system based on the loading volume and progress of the intelligent loading station. To achieve the low-speed control requirements during the assembly process, a multi-level hierarchical feedback PID control framework is adopted to realize the locomotive's low-speed cruising operation. Its control block diagram is shown below. Figure 4 As shown. The locomotive low-constant-speed loading and running method in step 4 includes the following sub-steps:

[0055] Sub-step 301: Calculate position, speed, and speed change rate: Calculate the speed expectation value by combining the position expectation value with the low constant speed target speed value and the number of loaded vehicles. Input the speed expectation value into the acceleration expectation function to calculate the speed change rate expectation value. Input the speed change rate expectation value into the expert controller PDI. Input the calculation result of the expert controller into the modeling actuator. Input the calculation result of the modeling actuator into the locomotive as the controlled object to obtain the actual speed change rate value. Further obtain the actual speed value and the actual position value.

[0056] This series of calculations forms the backbone of the entire train's movement. Through these actions, the train's actual speed, position, and rate of change of speed are calculated, and automatic control is achieved through feedback from these parameters. The expert controller is the core controller and can employ PID control or other electronic devices or equipment with numerical computation and storage capabilities.

[0057] Sub-step 302, velocity change rate feedback: Feedback the calculated actual value of velocity change rate to the expected value of velocity change rate, calculate the difference between the expected value of velocity change rate and the actual value of velocity change rate, and make adjustments to minimize the difference between the expected value of velocity change rate and the actual value of velocity change rate.

[0058] The rate of change of velocity can be designed as the average value of the velocity difference in 5-second intervals, but the sampling unit time can be set to other values, such as 3-8 seconds.

[0059] Sub-step 303, speed feedback: Feedback the calculated actual speed value to the expected speed value, calculate the difference between the actual speed value and the expected speed value, and make adjustments to minimize the difference between the expected speed value and the actual speed value.

[0060] Adjusting the speed means increasing or decreasing the locomotive speed. The braking control unit and the traction control unit work together to continuously adjust the speed.

[0061] Sub-step 304, Position Feedback: Feedback the calculated actual position value to the expected position value, calculate the difference between the actual position value and the expected position value, and make adjustments to minimize the difference between the actual position value and the expected position value.

[0062] The locomotive's position is determined, for example, by the first or second intermediate marker. The difference between the locomotive's position and the expected position when passing these markers is considered. The speed is then adjusted by accelerating or braking, thereby adjusting the locomotive's position and ultimately bringing the locomotive to a precise stop in front of the stop marker.

[0063] Finally, it should be noted that the above is only used to illustrate the technical solution of this utility model and not to limit it. Although this utility model has been described in detail with reference to the preferred arrangement, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solution of this utility model (such as the form of the loading station, the form or model of various equipment, the order of steps, etc.) without departing from the spirit and scope of the technical solution of this utility model.

Claims

1. A fully intelligent railway loading system integrating locomotive and rolling stock, characterized in that, include: Before the loading station, at least four sets of precise positioning ground equipment and wireless communication base stations with wireless communication units are set up along the railway line, as well as four signs set up on one side of the railway. The far end is the alignment and start-up instruction sign. The loading position of the loading station is set up with a stop sign with two FRIDs and two intermediate signs in the middle, dividing the area between the alignment and start-up instruction sign and the stop sign into three areas. The precise positioning ground equipment is connected to the precise positioning unit. The precise positioning unit and the wireless communication unit are connected to the main controller. The main controller is equipped with a human-machine interaction unit. The main controller is also connected to the brake control unit and the traction control unit. The main controller is also connected to the locomotive operation monitoring device installed on the locomotive. The traction control unit is connected to the driver's controller and the locomotive traction equipment on the locomotive. The brake control unit is connected to the single-valve brake control unit and the automatic valve control unit on the locomotive.

2. The intelligent railway loading system with locomotive-car linkage throughout the entire process according to claim 1, characterized in that, The wireless communication unit establishes a wireless communication channel between the vehicle and the ground through dual-channel communication of WLAN and radio.

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