Locating system for locomotives on freight yard shunting tracks

Abstract

The utility model relates to vehicle positioning technical field more specifically, relates to freight car depot shunting line locomotive vehicle positioning system. Including upper application system, vehicle control unit, line surveying and mapping module, ground positioning module, ground positioning module is composed of passive beacon along the line and is set up on the sleeper, ground positioning module with upper application system electric connection, and each passive beacon position writes in point coordinate ID number, vehicle positioning module, wheel speed detection module, wheel speed detection module installs in locomotive wheel axle and with vehicle control unit electric connection, car coupler working condition detection module, key point correction module. The system can communicate with ground platform in real time, obtain shunting hook plan and magnetic steel signal, push locomotive vehicle position coordinate data, and alarm information such as distance and safety distance of connecting and hanging. The utility model mainly applies to freight car depot shunting line locomotive vehicle positioning.

Description

Technical Field

[0001] This utility model relates to the field of vehicle positioning technology, and more specifically, to a locomotive and rolling stock positioning system for shunting lines in freight car depots. Background Technology

[0002] Currently, the technical safety measures for shunting operations at freight car depots are limited, making them prone to equipment and personal injury accidents. On-site investigation and analysis revealed that due to the lack of track signaling equipment on the depot's tracks, shunting personnel primarily communicate with ground shunting staff via shunting radios to obtain information on route availability and locomotive / cargo location status. The lack of more reliable human-machine interface means that communication equipment malfunctions, communication errors, and blind spots during vehicle movement can easily lead to collisions, derailments, and other dangerous situations. Utility Model Content

[0003] To overcome the shortcomings of the existing technology, this utility model provides a locomotive and rolling stock positioning system for shunting lines in freight car depots. This system can communicate with the ground platform in real time, acquire shunting coupler plans and magnetic steel signals, push locomotive and rolling stock position coordinate data, and alarm information such as coupling distance and safety distance.

[0004] To solve the above-mentioned technical problems, the technical solution adopted by this utility model is as follows:

[0005] The locomotive and rolling stock positioning system for shunting lines in freight car depots includes...

[0006] Upper-level application system;

[0007] The vehicle-mounted control unit is installed on the vehicle and is electrically connected to the host application system to enable real-time data transmission.

[0008] The line mapping module is used to map the shunting line and generate a vector map with the "reference position" as the coordinate origin. The line mapping module is electrically connected to the upper-level application system.

[0009] The ground positioning module consists of passive beacons set on sleepers along the line. The ground positioning module is electrically connected to the upper-level application system. The location coordinate ID number is written to the corresponding position of each passive beacon.

[0010] The vehicle-mounted positioning module is installed on the locomotive and is electrically connected to the host application system.

[0011] A wheel speed detection module is installed on the locomotive wheel axle and electrically connected to the on-board control unit.

[0012] A coupler condition detection module is installed on the coupler at the locomotive coupling end and is electrically connected to the vehicle control unit.

[0013] A key point correction module is deployed at key points of warning markers and dead ends, and is electrically connected to the upper-level application system.

[0014] The vehicle-mounted positioning module includes a vehicle-mounted reader and a vehicle-mounted antenna. The vehicle-mounted reader is electrically connected to the host application system and uploads the ID number signal in real time to achieve train kilometer marker calibration. The vehicle-mounted antenna is electrically connected to the vehicle-mounted reader and outputs a wireless excitation signal and receives the ID number signal reflected by the beacon when the train passes any of the passive beacons.

[0015] The wheel speed detection module includes a dual-channel photoelectric sensor, which is mounted on the axle. It outputs pulse signals by scanning the inner and outer tracks of the grating. The inner track outputs one pulse per revolution, and the outer track outputs one pulse per revolution. The dual-channel photoelectric sensor is electrically connected to the vehicle control unit to provide wheel rotation and steering data.

[0016] The coupler working condition detection module includes a coupler gap detection sensor. The signal output terminal of the coupler gap detection sensor is electrically connected to the vehicle control unit. The coupler gap detection sensor collects the coupler gap variable value under the locomotive traction, pushing or braking conditions in real time and incorporates it into the actual length of the train set.

[0017] The key point correction module includes a dual-head active magnet. The signal output terminal of the dual-head active magnet is electrically connected to the upper application system. The dual-head active magnet is used to detect the vehicle's running direction, speed, axle counting, vehicle counting, and wheel passing signals, and transmits the signals to the upper application system for acquisition and calculation.

[0018] The passive beacons are laid on the sleepers at 50 m intervals along the line.

[0019] Compared with the prior art, the beneficial effects of this utility model are as follows:

[0020] The system can communicate with the ground platform in real time to obtain shunting plans and magnetic steel signals, push locomotive and rolling stock position coordinate data, and alarm information such as coupling distance and safety distance; it can also obtain wheel rotation information from the locomotive wheel rotation data acquisition device in real time to accurately calculate information such as speed, travel distance, and running direction; it can maintain real-time communication with the position tag positioning data acquisition device to obtain the position tag ID collected by the acquisition device in real time, and compare the tag ID information with the corresponding coordinates on the vector map. When the speed is ≤8km / h, the obtained tag ID coordinate information directly replaces the position information provided by the wheel rotation data acquisition device, effectively solving the distance measurement error caused by factors such as locomotive wheel diameter error, slippage, cornering, and fork crossing; it can use a wireless network to obtain the wheelbase and axle position information of the ground bipolar active magnetic steel in real time. When the train is pushed, the position of the square wave signal sent when the first wheel steps on the magnetic steel is the actual distance between the first axle of the pushing train and the locomotive. By putting this parameter into the calculation variable, the train length can be corrected. When the train reaches the end line, the system automatically issues an alarm when the first wheel steps on the safety distance control magnet at the end line. Attached Figure Description

[0021] Figure 1 This is a schematic diagram of the system connection of this utility model;

[0022] In the diagram: 1 is the host application system, 2 is the vehicle control unit, 3 is the line mapping module, 4 is the ground positioning module, 5 is the vehicle positioning module, 6 is the vehicle reader, 7 is the vehicle antenna, 8 is the wheel speed detection module, 9 is the dual-channel photoelectric sensor, 10 is the coupler working condition detection module, 11 is the coupler gap detection sensor, 12 is the key point correction module, and 13 is the dual-head active magnet. Detailed Implementation

[0023] To better understand the above-mentioned objectives, features, and advantages of this utility model, the present utility model will be further described in detail below with reference to the accompanying drawings and specific embodiments. It should be noted that, unless otherwise specified, the embodiments and features described in these embodiments can be combined with each other.

[0024] Many specific details are set forth in the following description in order to provide a full understanding of the present invention. However, the present invention may also be implemented in other ways different from those described herein. Therefore, the scope of protection of the present invention is not limited to the specific embodiments disclosed below.

[0025] like Figure 1 As shown, the locomotive and rolling stock positioning system for shunting lines in a freight car depot includes...

[0026] Upper-level application system 1;

[0027] The vehicle control unit 2 is installed on the vehicle and is electrically connected to the host application system 1 to realize real-time data transmission.

[0028] Line surveying module 3 is used to survey shunting lines and generate a vector map with the "reference position" as the origin of the coordinate system. Line surveying module 3 is electrically connected to the upper application system 1.

[0029] Ground positioning module 4 consists of passive beacons set on sleepers along the line. Ground positioning module 4 is electrically connected to the upper application system 1. The location coordinate ID number is written to the corresponding position of each passive beacon.

[0030] Vehicle positioning module 5 is installed on the locomotive and is electrically connected to the host application system 1.

[0031] Wheel speed detection module 8 is installed on the locomotive wheel axle and electrically connected to the on-board control unit 2.

[0032] Coupler condition detection module 10 is installed on the coupler at the coupling end of the locomotive and is electrically connected to the on-board control unit 2.

[0033] The critical point correction module 12 is deployed at the critical points of the warning markers and the dead end line, and is electrically connected to the upper application system 1.

[0034] Preferably, the vehicle-mounted positioning module 5 includes a vehicle-mounted reader 6 and a vehicle-mounted antenna 7. The vehicle-mounted reader 6 is electrically connected to the host application system 1 and uploads the ID number signal in real time to achieve train kilometer marker calibration. The vehicle-mounted antenna 7 is electrically connected to the vehicle-mounted reader 6 and outputs a wireless excitation signal and receives the ID number signal reflected by the beacon when the train passes any passive beacon.

[0035] Preferably, the wheel speed detection module 8 includes a dual-channel photoelectric sensor 9, which is mounted on the axle. It outputs pulse signals by scanning the inner and outer tracks of the grating. The inner track outputs 80 pulses per revolution, and the outer track outputs 200 pulses per revolution. The dual-channel photoelectric sensor 9 is electrically connected to the vehicle control unit 2 to provide wheel rotation and steering data.

[0036] Preferably, the coupler working condition detection module 10 includes a coupler gap detection sensor 11. The signal output terminal of the coupler gap detection sensor 11 is electrically connected to the vehicle control unit 2. The coupler gap detection sensor 11 collects the coupler gap variable value under the locomotive traction, pushing or braking conditions in real time and incorporates it into the actual length of the train set.

[0037] Preferably, the key point correction module 12 includes a dual-head active magnet 13. The signal output terminal of the dual-head active magnet 13 is electrically connected to the upper application system 1. The dual-head active magnet 13 is used to detect the vehicle's running direction, speed, axle counting, vehicle counting, and wheel passing signals, and transmits the signals to the upper application system 1 for acquisition and calculation.

[0038] Preferably, passive beacons are laid on the sleepers at 50 m intervals along the line.

[0039] The onboard control unit 2 exchanges data with the host application system 1 in real time; the pulse signal output by the wheel speed detection module 8 is used by the onboard control unit 2 to calculate the real-time speed and travel distance of the locomotive; when the train passes any passive beacon, the host application system 1 corrects the travel distance according to the received ID number signal; when the dual magnetic head active magnet 13 detects the signal of the first wheel passing, the host application system 1 performs a secondary correction on the overall length of the propulsion train.

[0040] The above description only details the preferred embodiments of the present utility model. However, the present utility model is not limited to the above embodiments. Within the scope of knowledge possessed by those skilled in the art, various changes can be made without departing from the spirit of the present utility model, and all such changes should be included within the protection scope of the present utility model.

Claims

1. A freight yard shunting track locomotive vehicle positioning system, characterized in that: include Upper-level application system (1); The vehicle control unit (2) is installed on the vehicle and is electrically connected to the host application system (1) to realize real-time data transmission. The line surveying module (3) is used to survey the shunting line and generate a vector map with the "base position" as the origin of the coordinates. The line surveying module (3) is electrically connected to the upper application system (1). Ground positioning module (4) consists of passive beacons set on sleepers along the line. Ground positioning module (4) is electrically connected to the upper application system (1). The location coordinate ID number is written to the corresponding position of each passive beacon. Vehicle positioning module (5), the vehicle positioning module (5) is installed on the locomotive, and the vehicle positioning module (5) is electrically connected to the upper application system (1); Wheel speed detection module (8), the wheel speed detection module (8) is installed on the locomotive wheel axle and electrically connected to the vehicle control unit (2), Coupler condition detection module (10), the coupler condition detection module (10) is installed on the coupler at the locomotive coupling end, and the coupler condition detection module (10) is electrically connected to the vehicle control unit (2); The key point correction module (12) is deployed at the key points of the warning marker and the end line. The key point correction module (12) is electrically connected to the upper application system (1).

2. The freight yard track shunting locomotive vehicle positioning system according to claim 1, characterized in that: The vehicle-mounted positioning module (5) includes a vehicle-mounted reader (6) and a vehicle-mounted antenna (7). The vehicle-mounted reader (6) is electrically connected to the host application system (1) and uploads the ID number signal in real time to realize the calibration of the train kilometer marker. The vehicle-mounted antenna (7) is electrically connected to the vehicle-mounted reader (6). When the train passes any of the passive beacons, the vehicle-mounted antenna (7) outputs a wireless excitation signal and receives the ID number signal reflected by the beacon.

3. The rail yard track vehicle positioning system of claim 1, wherein: The wheel speed detection module (8) includes a dual-channel photoelectric sensor (9), which is installed on the axle. It outputs pulse signals by scanning the inner and outer tracks of the grating. The inner track outputs 80 pulses per revolution, and the outer track outputs 200 pulses per revolution. The dual-channel photoelectric sensor (9) is electrically connected to the vehicle control unit (2) to provide wheel rotation and steering data.

4. The freight yard track shunting locomotive vehicle positioning system according to claim 1, characterized in that: The coupler working condition detection module (10) includes a coupler gap detection sensor (11). The signal output terminal of the coupler gap detection sensor (11) is electrically connected to the vehicle control unit (2). The coupler gap detection sensor (11) collects the coupler gap variable value under the locomotive traction, pushing or braking conditions in real time and incorporates it into the actual length of the train set.

5. The rail yard track vehicle positioning system of claim 1, wherein: The key point correction module (12) includes a dual-head active magnet (13). The signal output terminal of the dual-head active magnet (13) is electrically connected to the host application system (1). The dual-head active magnet (13) is used to detect the vehicle's running direction, speed, axle counting, vehicle counting, and wheel passing signals, and transmits the signals to the host application system (1) for acquisition and calculation.

6. The freight yard track shunting locomotive vehicle positioning system according to claim 1, characterized in that: The passive beacons are placed on the sleepers at 50 m intervals along the line.

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