CN110899681B - Off-on-board and off-board vehicle-mounted control system and method - Google Patents

Abstract

The invention discloses a picking and hanging vehicle-mounted control system and method. The uncoupling vehicle-mounted control system comprises a vehicle-mounted controller, a coupler controller and an executing mechanism, wherein the vehicle-mounted controller is used for receiving a transportation operation plan to output uncoupling instructions and hooking instructions, the coupler controller is installed on a locomotive and a vehicle, the coupler controller is used for receiving the uncoupling instructions and the hooking instructions to output driving information and control automatic hooking of a coupler, and the executing mechanism is used for realizing uncoupling operation according to the driving information. The on-board control system for unhooking and hooking vehicles can realize automatic unhooking and hooking of the vehicles only by sending a transportation operation plan on the ground.

Description

Off-on-board and off-board vehicle-mounted control system and method

Technical Field

The invention relates to the technical field of railway transportation, in particular to a picking and hanging vehicle-mounted control system and method.

Background

At present, the molten iron transportation of metallurgical enterprises in China adopts a manual operation mode, a driver, a shunting worker and a connector are responsible for a locomotive to pull a molten iron car to carry out the molten iron transportation operation on the spot, the shunting worker and the connector on the spot often need to get on and off the train, take off a hook under the furnace, connect an air pipe and detach the air pipe, and the like, so that the labor intensity and the safety risk are high.

In the prior art, the position information of the vehicle is generally acquired through a GPS (global positioning system), or a ground scheduling system or a logistics information system is adopted to infer the position of the vehicle, a large amount of manual intervention is needed, the vehicle cannot be positioned timely and accurately, if the number of on-site hanging and taking-off is wrong, the vehicle cannot be sensed, and the real-time train and marshalling information cannot be accurately acquired, so that the restriction of buildings is easily caused.

Disclosure of Invention

In view of the above drawbacks of the prior art, an object of the present invention is to provide a pick-up and hang-off vehicle-mounted control system and method, which are used to solve the problems that a positioning system in the prior art needs a lot of manual intervention, and cannot position vehicles timely and accurately, and if a field pick-up and hang-off quantity is wrong, sensing cannot be performed, and real-time train and marshalling information cannot be accurately obtained, which is easily restricted by buildings.

In order to achieve the above and other related objects, the present invention provides a pick-up on-board control system, comprising:

the vehicle-mounted controller is used for receiving the transportation operation plan so as to output a unhooking instruction and a hooking instruction;

the coupler controller is arranged on a locomotive and a vehicle and is used for receiving the uncoupling command and the hooking command so as to output driving information and control automatic hooking of the coupler;

and the executing mechanism is used for realizing unhooking operation according to the driving information.

In an embodiment of the present invention, the on-board controller includes:

a vehicle-ground communication unit for receiving the transportation operation plan;

the vehicle-mounted positioning unit is used for positioning the locomotive to acquire the position information of the locomotive;

and the main control unit is used for outputting a unhooking instruction and a hooking instruction according to the transportation operation plan and the position information of the locomotive.

In an embodiment of the present invention, the on-board controller further includes:

the sensing unit is used for acquiring the working condition information of the locomotive and sending the working condition information to the main control unit;

and the power supply unit is used for supplying power to the main control unit and the coupler controller.

In an embodiment of the present invention, the coupler controller is configured to store the serial number information of the locomotive and the vehicle, collect the hitching states of the locomotive and the vehicle, and send the serial number information of the locomotive and the vehicle and the hitching states to the onboard controller.

In an embodiment of the invention, the onboard controller is configured to form train information according to the serial number information of the locomotive and the vehicle and the hitching state.

In an embodiment of the present invention, one coupler controller is disposed on each of the locomotive and the vehicle, and a pair of coupler controller hooking information packets are formed between the adjacent coupler controllers.

In an embodiment of the present invention, two coupler controllers are respectively disposed on the locomotive and the vehicle, and a pair of coupler controller hitching information packets is formed between the adjacent coupler controllers.

In an embodiment of the invention, the train-ground communication unit is in communication connection with a ground dispatching control system and/or a remote controller.

In an embodiment of the present invention, the operating condition information of the locomotive includes one or more of speed information, air pressure information, oil pressure information, and oil temperature information.

The invention also provides a picking and hanging vehicle-mounted control method, which comprises the picking and hanging vehicle-mounted control system, and the picking and hanging vehicle-mounted control method comprises the following steps:

unhooking operation:

the vehicle-mounted controller receives a transportation operation plan to output a unhooking instruction;

the coupler controller receives the decoupling instruction to output driving information;

the executing mechanism realizes unhooking operation according to the driving information;

the coupler controller reports the uncoupling state of the coupler so as to update train information in real time;

hooking:

the vehicle-mounted controller receives a transportation operation plan to output a hook instruction;

the coupler controller receives the hooking instruction to control automatic hooking of the coupler;

and the car coupler controller monitors the hanging state information of the hook in real time.

As described above, the off-board and on-board control system and method of the present invention have the following beneficial effects:

the on-board control system for uncoupling and uncoupling can realize timely and accurate positioning of the vehicle without manual intervention, can realize automatic uncoupling and coupling of the vehicle only by sending a transportation operation plan on the ground, does not depend on a ground scheduling system for uncoupling and coupling, can form real-time train information and realize uncoupling inspection, can accurately acquire the real-time train information and marshalling information, and is not limited by buildings.

The off-board vehicle-mounted control system can realize the accurate positioning of the locomotive on the whole line and the position information of all vehicles only by laying the base station at the key fixed point.

The vehicle-mounted controller of the on-board off-hook control system can know whether the locomotive is unhooked or not in the running process according to the real-time train information, can calculate the accurate train length according to the vehicle type data, and can judge the safety protection by combining the received real-time position information of the locomotive and the vehicle in the whole station yard.

Drawings

Fig. 1 is a schematic step diagram of a molten iron transportation control method according to an embodiment of the present application.

Fig. 2 is a detailed flowchart of step S2 in fig. 1 according to an embodiment of the present disclosure.

Fig. 3 is a detailed flowchart of step S3 in fig. 1 according to an embodiment of the present disclosure.

Fig. 4 is a schematic diagram of a molten iron transportation control server module according to an embodiment of the present application.

Fig. 5 is a block diagram of a deconstruction unit of fig. 4 according to an embodiment of the present disclosure.

Fig. 6 is a block diagram illustrating specific modules of the factory entry instruction unit in fig. 4 according to an embodiment of the present disclosure.

Fig. 7 is a schematic step diagram of a method for implementing a molten iron transportation control front end according to an embodiment of the present application.

Fig. 8 is a schematic diagram of a step in an embodiment of step S2' provided in this embodiment of the present application.

Fig. 9 is a schematic diagram of a step in an embodiment of step S3' provided in this embodiment of the present application.

Fig. 10 is a schematic diagram of a step in an embodiment of step S4' provided in this embodiment of the present application.

Fig. 11 is a schematic diagram of a molten iron transportation control front-end module according to an embodiment of the present application.

Fig. 12 is a block diagram of the iron tapping deconstruction unit of fig. 11 according to an embodiment of the present disclosure.

Fig. 13 is a block diagram of a specific block diagram of the barrier unit in fig. 11 according to an embodiment of the present disclosure.

Fig. 14 is a block diagram of an embodiment of the incoming hook extractor of fig. 11 according to an embodiment of the present disclosure.

Fig. 15 is a schematic structural diagram of a molten iron transportation control device or a pick-and-place vehicle-mounted control system at a front end of molten iron transportation control according to an embodiment of the present application.

Fig. 16 is a schematic block diagram of a first onboard controller of a molten iron transportation control device or a pick-up and pick-up onboard control system at a front end of a molten iron transportation control according to an embodiment of the present disclosure.

Fig. 17 is a work flow diagram of a unhooking operation of a molten iron transportation control method or a molten iron transportation control front end implementation method provided in an embodiment of the present application.

Fig. 18 is a flowchart illustrating a hook operation of a molten iron transportation control method or a molten iron transportation control front end implementation method according to an embodiment of the present application.

Fig. 19 is a schematic structural diagram of a molten iron transportation control device or a coupler control system at a molten iron transportation control front end according to an embodiment of the present application.

Fig. 20 is a schematic structural block diagram of a molten iron transportation control device or a coupler control system at a molten iron transportation control front end according to an embodiment of the present application.

Fig. 21 is a schematic block diagram of a second coupler controller of a molten iron transportation control device or a coupler control system at a front end of molten iron transportation control according to an embodiment of the present disclosure.

Fig. 22 is a functional block diagram of an interface of a central processing unit of a second coupler controller of a molten iron transportation control device or a coupler control system at a front end of molten iron transportation control according to an embodiment of the present disclosure.

Detailed Description

The embodiments of the present invention are described below with reference to specific embodiments, and other advantages and effects of the present invention will be easily understood by those skilled in the art from the disclosure of the present specification. The invention is capable of other and different embodiments and of being practiced or of being carried out in various ways, and its several details are capable of modification in various respects, all without departing from the spirit and scope of the present invention. It is to be noted that the features in the following embodiments and examples may be combined with each other without conflict.

It should be noted that the drawings provided in the following embodiments are only for illustrating the basic idea of the present invention, and the drawings only show the components related to the present invention rather than the number, shape and size of the components in actual implementation, and the type, quantity and proportion of the components in actual implementation may be changed freely, and the layout of the components may be more complicated.

Referring to fig. 1, fig. 1 is a schematic diagram illustrating steps of a molten iron transportation control method according to an embodiment of the present application. The pick-up and hang-up vehicle-mounted control system and method of the present invention can be applied to the molten iron transportation control method, the rear end and the front end, as shown in fig. 1, a molten iron transportation control method includes: s1, receiving and analyzing the front end request to obtain the mode control data to generate and send the front end trigger data, receiving the back end request by the back end server to obtain the mode authorization data to generate and send the trigger data, signal-connecting with the train automatic protection system through the wireless network of the data communication system, signal-connecting with the off-board vehicle control system of the front end through the wired or wireless network, the train automatic protection system includes three operation modes: the automatic driving mode, the remote control driving mode and the driver autonomous driving mode can be expanded in the number and the types of the modes, and the mode data can be stored in a back-end server in the form of serial number data; s2, acquiring a preset transportation plan according to the trigger data, receiving a parking alignment signal, calculating and sending transportation deconstruction data, analyzing a rear end request, judging a control mode, extracting mode control data from the control mode, and acquiring front end trigger data and rear end trigger data according to the mode control data, wherein the mode control data comprise train running control data and track control information; s3, receiving a tapping completion signal and acquiring tank hanging return data for generating and sending a control instruction to a factory, extracting running position data in a preset transportation plan, generating and sending a position sending trigger signal and transportation information to a front end according to the running position data, extracting parking unhooking information according to a parking position locating signal, calculating deconstruction control data according to the parking unhooking information, and sending the deconstruction control data to the front end, wherein the transportation plan comprises authorization data of each subsystem and unit; and S4, receiving the factory-entering alignment signal, calculating and sending alignment and unhooking control data, and after the train runs to a steel mill, issuing a command by a rear-end train automatic monitoring system to realize accurate alignment and unhooking operation, thereby realizing the finished molten iron transportation operation flow.

Referring to fig. 17 and 18, fig. 17 is a flowchart illustrating a molten iron transportation control method or a work flow of a hook-off operation of a molten iron transportation control front end implementation method according to an embodiment of the present application. Fig. 18 is a flowchart illustrating a hook operation of a molten iron transportation control method or a molten iron transportation control front end implementation method according to an embodiment of the present application. The molten iron transportation control method further comprises the following steps: carrying out unhooking operation according to the unhooking control data: s101, the vehicle-mounted controller 10 receives a transportation operation plan to output a unhooking instruction. S102, the first coupler controller 20 receives the decoupling instruction to output driving information. And S103, the executing mechanism realizes unhooking operation according to the driving information. And S104, the first coupler controller 20 reports the uncoupling state of the coupler 3 so as to update the train information in real time. Carrying out hooking operation according to the hooking and unhooking control data: and S111, the vehicle-mounted controller 10 receives the transportation operation plan to output a hook instruction. And S112, the first coupler controller 20 receives the hooking instruction to control the automatic hooking of the coupler 3. S113, the first hook controller 20 monitors the hanging state information of the hook in real time. Before performing steps S101 and S111, the onboard controller 10 performs registration through the vehicle-ground communication unit 23, establishes communication connection with the ground dispatch control system or the remote controller, and acquires authorization information, whether to automatically hook or control the hook through the remote controller. Specifically, the step S1 further includes the on-board controller 10 controlling the locomotive 4 to stop at a specified point according to the position information, where the stop at the specified point is the quantity information and the position information of the to-be-unhooked vehicles 2 in the transportation operation plan, the coupler controller 20 reporting the train information to the ground dispatching control system, and the ground dispatching control system obtaining the real-time position information of each locomotive 4 and each vehicle 2 according to the train information, the position information of the locomotive 4, and the action time information of the to-be-unhooked vehicle 2, and simultaneously sending the real-time position information of the locomotives 4 and the vehicles 2 of the whole yard to each locomotive 4 in the yard in a broadcast manner. Specifically, the step S13 further includes the coupler controller 20 reporting the hooking state information of the hook to the onboard controller 10, after the vehicle 2 is successfully hooked, two adjacent hooked coupler controllers 20 communicate with each other through a bus to obtain the device information of the other side, so as to form a pair of coupler controller hooking information packets, the coupler controllers 20 at the two ends of each vehicle 2 perform information management, and the onboard controller 10 can form complete train information according to the hooking information packets of each coupler controller.

Referring to fig. 2, fig. 2 is a flowchart illustrating a specific example of step S2 in fig. 1 according to an embodiment of the present disclosure. As shown in fig. 2, the step of calculating and sending transportation deconstruction data of step S2 includes: s21, extracting the running-in-place data in a preset transportation plan, checking train movement authorization by a train automatic monitoring system at the rear end according to operation plan information, under the normal condition, operating the train automatic protection system in an automatic driving mode, opening an access by a scheduling operator through an all-electronic computer interlocking system, and checking the access validity by an interlocking machine according to interlocking conditions; and S22, generating and sending a parking position triggering signal and transportation information to the front end according to the driving parking position data. S23, receiving a parking alignment signal, wherein the all-electronic computer interlocking system comprises an operator, an interlocking machine, a communicator and an IO module, the IO module is connected with an outdoor switch machine, a signaler and a track circuit through a communication cable, the operator is connected with a core operation server of a train automatic monitoring system at the rear end through a network, and the input and output module drives the outdoor signaler to develop and the switch machine to rotate, so that signals on a train running path are ensured to be correctly opened, turnouts rotate in place, and running safety is ensured; s24, extracting parking unhooking information according to the parking alignment signal, wherein the parking alignment signal comprises deceleration parking fixed point data for controlling the train and operation data of an unhooking driving motor; s25, deconstruction control data are calculated according to parking unhooking information, after the train is accurately aligned and stopped, a rear-end train automatic monitoring system issues an unhooking instruction to the first coupler controller 20 through the vehicle-mounted controller 10, and the first coupler controller 20 drives the locomotive 4 and the molten iron car to deconstruct; s26, sending deconstruction control data to the front end, wherein the data communication system comprises a wired ring network formed by connecting optical fibers and a core switch, and a redundant wireless network formed by a 4G base station, a WIFI base station and a wireless AP, and the wired network core switch is connected with the wireless base station through a wired Ethernet.

Referring to fig. 3, fig. 3 is a flowchart illustrating a specific example of step S3 in fig. 1 according to an embodiment of the present disclosure. As shown in fig. 3, the step of generating the factory entry command at step S3 includes: s31, judging whether a tapping completion signal is received or not, wherein the tapping completion signal can be defined as a Boolean constant and is used as a return value after the front position sensor or the bevel angle sensor senses that the tapping process of the molten iron tank is completed; s32, if yes, acquiring in-plant transportation data, completing the tank allocation operation of the molten iron car in the molten iron transportation process, automatically compiling a molten iron car transportation plan after the intelligent dispatching plan system detects that molten iron tapping is completed, and completing route opening by the dispatching centralized subsystem; s33, acquiring tank hanging return data according to the incoming transportation data, wherein the tank hanging return data can contain returned parking positions and track selection data of return roads; s34, generating and sending a factory control instruction according to the tank hanging return data, sending a mobile authorization instruction to a vehicle-mounted controller by the rear-end train automatic monitoring system, controlling the train to autonomously drive and run to a molten iron tank below a furnace by the vehicle-mounted controller, and running to a steelworks in a traction mode, and sending an instruction to a crossing intelligent control host of a crossing remote control system by the rear-end train automatic monitoring system when the train approaches a crossing; and S35, if not, continuously monitoring a tapping completion signal, wherein the rear-end train automatic monitoring system comprises a core operation server and a train automatic monitoring terminal, is in signal connection with the computer interlocking system through a core switch of the data communication system, and is in wireless signal connection with the train automatic protection system through a wireless base station of the data communication system.

Referring to fig. 4, fig. 4 is a schematic diagram of a molten iron transportation control server module according to an embodiment of the present application. As shown in fig. 4, a molten iron transporting control apparatus 1 includes: the front-end trigger 11 is used for receiving and analyzing a front-end request to acquire mode control data and generate and send front-end trigger data, the rear-end server receives a rear-end request to acquire mode authorization data to generate and send trigger data, the wireless network of the data communication system is in signal connection with the automatic train protection system, the wireless network or the wireless network is in signal connection with the on-board control system of the front end, and the automatic train protection system comprises three operation modes: the automatic driving mode, the remote control driving mode and the driver autonomous driving mode can be expanded in the number and the types of the modes, and the mode data can be stored in a back-end server in the form of serial number data; the deconstruction unit 12 is used for acquiring a preset transportation plan and receiving a parking alignment signal according to the trigger data to calculate and send transportation deconstruction data, the deconstruction unit 12 is connected with the front-end trigger 11, analyzes a rear-end request, judges a control mode, extracts mode control data from the control mode, and acquires front-end trigger data and rear-end trigger data according to the mode control data, wherein the mode control data comprise train running control data and track control information; the system comprises a plant entering instruction unit 13, a plant entering instruction unit 12, a parking and unhooking information acquisition unit, a transportation planning unit and a planning and control unit, wherein the plant entering instruction unit 13 is used for receiving a tapping completion signal and acquiring tank hanging return data to generate and send a plant entering control instruction, extracting running entering position data in a preset transportation plan, generating and sending a position sending trigger signal and transportation information to the front end according to the running entering position data, extracting parking and unhooking information according to a parking and unhooking information, calculating deconstruction control data according to the parking and unhooking information, sending the deconstruction control data to the front end, the transportation plan comprises authorization data of each subsystem and unit, and the plant entering instruction unit 13 is connected with the deconstruction unit 12; and the unhooking data device 14 is used for receiving the factory alignment signals, calculating and sending alignment unhooking control data according to the factory alignment signals, is in signal connection with the front-end all-electronic computer interlocking system through a core switch at the rear end, is in wireless signal connection with the front-end train automatic protection system through a wireless base station of a rear-end data communication system, and is connected with the factory entry instruction unit 13 through the unhooking data device 14.

Referring to fig. 15 and 16, fig. 15 is a schematic structural diagram of a molten iron transportation control device or a pick-and-place vehicle-mounted control system at a front end of molten iron transportation control according to an embodiment of the present application. Fig. 16 is a schematic block diagram of a first onboard controller of a molten iron transportation control device or a pick-up and pick-up onboard control system at a front end of a molten iron transportation control according to an embodiment of the present disclosure. The molten iron transportation control device further comprises a hanging and taking on-board control system, wherein the hanging and taking on-board control system comprises but is not limited to an on-board controller 10 and a first coupler controller 20. The onboard controller 10 is configured to receive a transportation operation plan to output an unhooking instruction and a hooking instruction. Specifically, the transportation operation plan includes, but is not limited to, the number information and the position information of the vehicles 2 to be picked up, the on-board communication unit 23 is in communication connection with a ground dispatching control system and/or a remote controller, the ground dispatching control system includes, but is not limited to, an interlock system and a server, the on-board controller 10 can receive the transportation operation plan from the ground dispatching control system, control the operation of the locomotive 4 according to the transportation operation plan and the position information of the locomotive 4 acquired by the on-board positioning unit 22 in the on-board controller 10, the on-board controller 10 can output a picking command and a hooking command to the corresponding first hook controller 20 through an industrial bus, the on-board controller 10 can also receive a wireless control command of the remote controller when the communication between the on-board controller 10 and the ground dispatching control system is interrupted, thereby outputting the unhooking command and the hooking command to the corresponding first hook controller 20.

Referring to fig. 19 and 20, fig. 19 is a schematic structural diagram of a molten iron transportation control device or a coupler control system at a front end of molten iron transportation control according to an embodiment of the present application. Fig. 20 is a schematic structural block diagram of a molten iron transportation control device or a coupler control system at a molten iron transportation control front end according to an embodiment of the present application. The molten iron transportation control device further comprises a coupler control system, and the coupler control system further comprises, but is not limited to, a second coupler controller 10 ", a base station 20", and a terminal device 30 ".

Fig. 5 is a block diagram of a deconstruction unit of fig. 4 according to an embodiment of the present disclosure. As shown in fig. 5, the deconstruction unit 12 includes: a entering-position extractor 121, configured to extract driving entering-position data in a preset transportation plan, where a train automatic monitoring system at a rear end checks train movement authorization according to operation plan information, and sends a train start and operation command to an onboard controller 10 of a train automatic protection system through an onboard communication device, and under a normal condition, the train automatic protection system operates in an automatic driving mode, a scheduling attendant opens an entering route through an all-electronic computer interlocking system operator, and an interlocking machine checks entering-route validity according to interlocking conditions; the trigger transporter 122 is used for generating and sending a position triggering signal and transportation information to the front end according to the running position data, the vehicle controller 10 in the automatic driving mode receives the driving authorization from the train automatic monitoring system at the rear end to carry out autonomous driving, the vehicle controller 10 in the remote control mode receives the point control command from the dispatching room to realize remote control driving, a locomotive driver autonomously drives under the condition of full fault of the data communication system, the train automatic monitoring system at the rear end sends a movement authorization command to the vehicle controller 10, and the trigger transporter 122 is connected with the position extractor 121; the alignment receiver 123 is used for receiving a parking alignment signal, the all-electronic computer interlocking system comprises an operator, an interlocking machine, a communicator and an IO module, the IO module is connected with an outdoor point switch, a signaler and a track circuit through a communication cable, the operator is connected with a core operation server of a train automatic monitoring system at the rear end through a network, and the outdoor signaler is driven to develop and the point switch to rotate through an input and output module, so that signals on a train running path are ensured to be correctly opened, turnouts rotate in place, and running safety is ensured; the unhooking information unit 124 is used for extracting parking unhooking information according to the parking alignment signal, the unhooking information unit is connected with the alignment receiver, the parking alignment signal comprises deceleration parking fixed point data for controlling the train and operation data of an unhooking driving motor, and the unhooking information unit 124 is connected with the alignment receiver 123; the deconstruction calculator 125 is used for calculating deconstruction control data according to parking unhooking information, after the train finishes accurate alignment parking, a rear-end train automatic monitoring system issues an unhooking instruction to the first coupler controller 20 through the vehicle-mounted controller 10, the first coupler controller 20 drives the locomotive 4 to deconstruct the molten iron car, and the deconstruction calculator 125 is connected with the unhooking information unit 124; and the deconstruction transmitter 126 is used for transmitting deconstruction control data to the front end, and the deconstruction transmitter 126 is connected with the deconstruction calculator 125.

Fig. 6 is a block diagram illustrating specific modules of the factory entry instruction unit in fig. 4 according to an embodiment of the present disclosure. As shown in fig. 6, the inbound command unit 13 includes: a tapping determiner 131 for determining whether a tapping completion signal is received; the in-plant data acquirer 132 is used for acquiring in-plant transportation data when receiving the tapping completion signal, completing tank allocation operation of the molten iron car in the molten iron transportation process, automatically compiling a molten iron car transfer plan after the intelligent scheduling planning system detects that the molten iron tapping is completed, completing route opening by the scheduling centralized subsystem, and connecting the in-plant data acquirer 132 with the tapping determiner 131; the return data unit 133 is used for acquiring tank hanging return data according to the incoming transportation data, and the return data unit 133 is connected with the incoming data acquirer 132; the plant entering instruction data module 134 is used for generating and sending a plant entering control instruction according to the tank hanging return data, and the plant entering instruction data unit 134 is connected with the return data unit 133; and a tapping monitor 135 for continuously monitoring a tapping completion signal when the tapping completion signal is not received, the tapping monitor 135 being connected to the tapping determiner 131, the rear-end train automatic monitoring system including a core operation server and a train automatic monitoring terminal being in signal connection with the computer interlock system through a core switch of the data communication system, and being in wireless signal connection with the train automatic protection system through a wireless base station of the data communication system.

Referring to fig. 7, fig. 7 is a schematic diagram illustrating steps of a method for implementing a molten iron transportation control front end according to an embodiment of the present application. The control method for the on-off vehicle can be applied to the front end of molten iron transportation control. As shown in fig. 7, a method for implementing a front end of molten iron transportation control includes: s1', collecting real-time reliability data of the train to generate and send back-end request to obtain front-end trigger data, generating a trigger signal set to trigger the front end, receiving the trigger data, obtaining the trigger signal set according to the trigger data, and controlling the running state of the front end; s2', sending a parking alignment signal, receiving transportation deconstruction data, driving the train to drive to deconstruct to a preset deconstruction position, sending a tapping completion signal, sending a parking alignment signal, receiving the transportation deconstruction data and acquiring mode setting data, driving the train to drive to the preset deconstruction position, aligning the deconstruction and sending a tapping completion signal; s3', sensing and sending acquired barrier data, calculating the barrier data by a preset model to acquire barrier processing information, controlling the running state of the train until the train enters a factory, and sending a factory alignment signal, wherein the full-electronic computer interlocking system comprises an operating machine, an interlocking machine, a communicator and an IO module, the IO module is connected with an outdoor switch, a signal machine and a track circuit through communication cables, the operating machine is connected with a core operation server of a rear-end train automatic monitoring system through a network, and the vehicle-mounted controller 10 controls the train to autonomously drive to run to a molten iron tank under the furnace and to run to the steel factory in a traction mode; s4', receiving the inbound factory control command and the unhooking control data to generate a proximity control command and an unhooking command to control the inbound factory and unhooking of trains.

Referring to fig. 17 and 18, fig. 17 is a flowchart illustrating a molten iron transportation control method or a work flow of a hook-off operation of a molten iron transportation control front end implementation method according to an embodiment of the present application. Fig. 18 is a flowchart illustrating a hook operation of a molten iron transportation control method or a molten iron transportation control front end implementation method according to an embodiment of the present application. The method for realizing the front end of the molten iron transportation control further comprises the following steps of carrying out hook picking operation according to the hook picking control data: s101, the vehicle-mounted controller 10 receives a transportation operation plan to output a unhooking instruction. S102, the first coupler controller 20 receives the decoupling instruction to output driving information. And S103, the executing mechanism realizes unhooking operation according to the driving information. And S104, the first coupler controller 20 reports the uncoupling state of the coupler 3 so as to update the train information in real time. Carrying out hooking operation according to the hooking and unhooking control data: and S111, the vehicle-mounted controller 10 receives the transportation operation plan to output a hook instruction. And S112, the first coupler controller 20 receives the hooking instruction to control the automatic hooking of the coupler 3. S113, the first hook controller 20 monitors the hanging state information of the hook in real time. Before performing steps S101 and S111, the onboard controller 10 performs registration through the vehicle-ground communication unit 23, establishes communication connection with the ground dispatch control system or the remote controller, and acquires authorization information, whether to automatically hook or control the hook through the remote controller. Specifically, the step S1 further includes the on-board controller 10 controlling the locomotive 4 to stop at a specified point according to the position information, where the stop at the specified point is the quantity information and the position information of the to-be-unhooked vehicles 2 in the transportation operation plan, the coupler controller 20 reporting the train information to the ground dispatching control system, and the ground dispatching control system obtaining the real-time position information of each locomotive 4 and each vehicle 2 according to the train information, the position information of the locomotive 4, and the action time information of the to-be-unhooked vehicle 2, and simultaneously sending the real-time position information of the locomotives 4 and the vehicles 2 of the whole yard to each locomotive 4 in the yard in a broadcast manner. Specifically, the step S13 further includes the coupler controller 20 reporting the hooking state information of the hook to the onboard controller 10, after the vehicle 2 is successfully hooked, two adjacent hooked coupler controllers 20 communicate with each other through a bus to obtain the device information of the other side, so as to form a pair of coupler controller hooking information packets, the coupler controllers 20 at the two ends of each vehicle 2 perform information management, and the onboard controller 10 can form complete train information according to the hooking information packets of each coupler controller.

Referring to fig. 8, fig. 8 is a schematic diagram illustrating a step S2' provided in an embodiment of the present application. Step S2', a step of deconstructing iron, comprising: s21', receiving a receiving position trigger signal and transportation information, controlling a train to run to a preset deconstruction position according to the received receiving position trigger signal and the transportation information, and sending a parking alignment signal, wherein the accurate alignment system comprises a vehicle-mounted alignment device, a UWB (Ultra Wideband) Ultra Wideband positioning tag, a passive transponder and a GPS module, the vehicle-mounted alignment device comprises a UWB (Ultra Wideband) Ultra Wideband tag reader and a transponder reader, the vehicle-mounted alignment device is in signal connection with a vehicle-mounted communication device of an automatic train protection system, the locomotive enters a blast furnace for accurate alignment in an automatic driving mode, the accurate alignment subsystem monitors the position of the locomotive in real time through the UWB (Ultra Wideband) Ultra Wideband positioning tag and the passive transponder, and the UWB (Ultra Wideband) Ultra Wideband is a carrier-free communication technology and transmits data by using nanosecond-microsecond non-sine wave narrow pulses; s22', receiving deconstruction control data to drive the train to a preset deconstruction position and generate a parking signal; s23', controlling the train to decelerate and stop according to the parking signal, wherein the parking anti-slide system comprises a controllable parking device and a control box, the control box is communicated with the automatic train protection system through a data communication system wire or a wireless network, the detected position information is transmitted to a vehicle-mounted controller, the vehicle-mounted controller controls the train to gradually reduce the running speed to be below 3 km/h through an intelligent algorithm, and the vehicle-mounted controller reaches a parking instruction when the distance from an accurate contraposition point is a certain distance (less than 50 meters), and informs a network command to start the parking anti-slide system; and S24', sensing to acquire the positioning sensing data so as to adjust the train to be aligned and deconstructed. S25', acquiring and sending out iron finish signals, wherein the accurate alignment system comprises a vehicle-mounted alignment device, a UWB (ultra wideband) ultra wideband positioning tag, a passive transponder and a GPS module, the vehicle-mounted alignment device comprises a UWB (ultra wideband) ultra wideband tag reader and a transponder reader, and the vehicle-mounted alignment device is in signal connection with a vehicle-mounted communication device of the automatic train protection system.

Referring to fig. 9, fig. 9 is a schematic diagram illustrating a step S3' according to an embodiment of the present application. Step S3', the step of controlling the operation state includes: s31', acquiring real-time obstacle data through induction to generate alarm information and obstacle data, wherein in the running process of the train, an intelligent identification terminal of an obstacle identification subsystem scans and identifies obstacles in a railway clearance in a range of 50 meters ahead of the running locomotive in real time through a laser radar and a camera; s32', alarm information is sent to the rear end, the train automatic protection system comprises a vehicle-mounted controller 10, a locomotive remote control host and a vehicle-mounted communication device, the locomotive remote control host outputs a control signal through a relay and is connected with a locomotive control circuit to complete operation and control operations such as locomotive traction, propulsion, large and small brake braking, whistling, sanding and the like, and the vehicle-mounted communication device comprises wireless communication exchange equipment with different systems and mutual backup; s33', storing real-time obstacle data into obstacle samples and training samples, dividing the original collected data according to the types of the models, serializing the obstacle samples such as lane obstacles (including active and inactive obstacles) into feature vectors according to obstacle feature attributes, processing the feature vectors into samples, and dividing the obstacle samples into input data and training data of an AI model; s34', training a deep learning model by using a training sample, completing obstacle recognition through a deep learning algorithm of an AI platform, and reporting a recognition result to the vehicle-mounted controller 10; s35', calculating the obstacle sample by the deep learning model to obtain the obstacle processing information for controlling the driving state, sending acousto-optic alarm information to the train automatic monitoring subsystem by the mobile authorization management module of the vehicle-mounted controller 10 according to the obstacle category information, and controlling the train to whistle, slow down or stop by the locomotive remote control host.

Referring to fig. 10, fig. 10 is a schematic diagram illustrating a step S4' provided in an embodiment of the present application. Step S4', a step of unhooking in a factory, which comprises the following steps: s41', extracting the plant entering control data and the real-time position data in the plant entering control instruction to control the train to drive into the plant; s42', judging whether the train is close to the crossing according to the real-time position data, wherein the crossing intelligent control system comprises a crossing wood barrier, a signal machine, an audible and visual alarm and a crossing intelligent control host, the crossing intelligent control host is in signal connection with the full electronic computer interlocking system through a data communication system, and the crossing wood barrier, the signal machine and the audible and visual alarm are in signal connection with the crossing intelligent control host through data lines; s43', if yes, triggering alarm and sending alarm data to the back end, when the train approaches the crossing, the automatic train monitoring system at the back end sends a command to the crossing intelligent control host of the crossing remote control system to control the crossing gate to fall down, and starts a crossing signal machine and an audible and visual alarm; s44', if not, continuously acquiring real-time position data, in the running process of the train, preliminarily positioning the train position by the GPS module, correcting the train position by the passive transponder and the track circuit, and finally reporting all the positioning data to a rear-end train automatic monitoring system after being comprehensively calculated by the vehicle-mounted controller 10; s45', generating a control instruction and a decoupling instruction according to the decoupling control data, and sending the instruction to the vehicle-mounted controller 10 by the automatic train monitoring system at the rear end to control the locomotive to decelerate to be less than 5 km/h; s46', stopping and unhooking according to the approach control instruction and the unhooking instruction, after the train finishes accurate alignment parking, the automatic train monitoring system at the rear end issues the unhooking instruction to the first coupler controller 20 through the vehicle-mounted controller 10, and the first coupler controller 20 drives the locomotive 4 and the molten iron car to complete deconstruction.

Referring to fig. 11, fig. 11 is a schematic view of a front-end module for controlling molten iron transportation according to an embodiment of the present disclosure. A molten iron transportation control front end 1' includes: the trigger controller 01' is used for acquiring real-time reliability data of the train to generate and send back-end request front-end trigger data so as to generate a trigger signal set to trigger the front end, and the front end is provided with a picking and hanging vehicle-mounted control system, a parking anti-sliding system, an accurate alignment system, an obstacle identification system, a full-electronic computer interlocking system, a crossing intelligent control system and an automatic train protection system; the tapping deconstruction unit 12 ' is used for sending a parking alignment signal, receiving transportation deconstruction data, driving the train to drive to a preset deconstruction position for deconstruction, sending the parking alignment signal, receiving the transportation deconstruction data and acquiring mode setting data, driving the train to drive to the preset deconstruction position, perform alignment deconstruction and send a tapping completion signal, and sending a tapping completion signal, wherein the tapping deconstruction unit 12 ' is connected with the trigger controller 01 '; the obstacle unit 13' is used for sensing and sending acquired obstacle data, calculating the obstacle data by using a preset model to obtain obstacle processing information, controlling the running state of the train until the train enters a factory, and sending a factory alignment signal; the in-plant hook extractor 14 ' is used for receiving in-plant control instructions and hook extraction control data to generate approach control instructions and hook extraction instructions to control train entering and hook extraction, the in-plant hook extractor 14 ' is connected with the barrier unit 13 ', the all-electronic computer interlocking system comprises an operator, an interlocking machine, a communicator and an IO module, the IO module is connected with an outdoor switch, a signal machine and a track circuit through a communication cable, the operator is connected with a core operation server of a rear-end train automatic monitoring system through a network, and the vehicle-mounted controller 10 controls the train to autonomously drive to operate to a below-furnace molten iron tank and operate to a steel mill in a traction mode.

Referring to fig. 15 and 16, fig. 15 is a schematic structural diagram of a molten iron transportation control device or a pick-and-place vehicle-mounted control system at a front end of molten iron transportation control according to an embodiment of the present application. Fig. 16 is a schematic block diagram of a first onboard controller of a molten iron transportation control device or a pick-up and pick-up onboard control system at a front end of a molten iron transportation control according to an embodiment of the present disclosure. The front end of the molten iron transportation control further comprises a hanging-off vehicle-mounted control system, and the hanging-off vehicle-mounted control system comprises but is not limited to a vehicle-mounted controller 10 and a first coupler controller 20. The onboard controller 10 is configured to receive a transportation operation plan to output an unhooking instruction and a hooking instruction. Specifically, the transportation operation plan includes, but is not limited to, the number information and the position information of the vehicles 2 to be picked up, the on-board communication unit 23 is in communication connection with a ground dispatching control system and/or a remote controller, the ground dispatching control system includes, but is not limited to, an interlock system and a server, the on-board controller 10 can receive the transportation operation plan from the ground dispatching control system, control the operation of the locomotive 4 according to the transportation operation plan and the position information of the locomotive 4 acquired by the on-board positioning unit 22 in the on-board controller 10, the on-board controller 10 can output a picking command and a hooking command to the corresponding first hook controller 20 through an industrial bus, the on-board controller 10 can also receive a wireless control command of the remote controller when the communication between the on-board controller 10 and the ground dispatching control system is interrupted, thereby outputting the unhooking command and the hooking command to the corresponding first hook controller 20.

Referring to fig. 19 and 20, fig. 19 is a schematic structural diagram of a molten iron transportation control device or a coupler control system at a front end of molten iron transportation control according to an embodiment of the present application. Fig. 20 is a schematic structural block diagram of a molten iron transportation control device or a coupler control system at a molten iron transportation control front end according to an embodiment of the present application. The molten iron transportation control front end further comprises a coupler control system, which further comprises, but is not limited to, a second coupler controller 10 ", a base station 20" and a terminal device 30 ".

Referring to fig. 12, fig. 12 is a block diagram illustrating an embodiment of the iron tapping deconstruction unit of fig. 11 according to the present disclosure. The tapping deconstruction unit 12' comprises: the deconstruction position controller 121' is used for receiving the receiving position triggering signal and the transportation information, controlling the train to run to a preset deconstruction position according to the receiving position triggering signal and the transportation information, and sending a parking counterpoint signal; the parking signal unit 122 ' is used for receiving deconstruction control data, driving the train to a preset deconstruction position and generating a parking signal, and the parking signal unit 122 ' is connected with the structural position control module 121 '; the parking unit 123 ' is used for controlling the train to decelerate and park according to the parking signal, the parking unit 123 ' is connected with the parking signal unit 122 ', the parking anti-slide system comprises a controllable parking device and a control box, the control box is communicated with an automatic train protection system through a data communication system or a wireless network, the detected position information is transmitted to the vehicle-mounted controller 10, the vehicle-mounted controller 10 controls the train to gradually reduce the running speed to be below 3 km/h through an intelligent algorithm, and a parking instruction is reached when the distance from an accurate contraposition point is a certain distance (less than 50 meters), and the network is informed to instruct to start the parking anti-slide system; the deconstruction completion unit 124 ' is used for obtaining positioning induction data in an induction manner so as to adjust the train to be aligned and deconstructed, and the deconstruction completion unit 124 ' is connected with the parking unit 123 '; the tapping signal transmitter 125 ' is used for acquiring and transmitting a tapping completion signal, the tapping signal transmitter 125 ' is connected with the parking unit 123 ', the accurate alignment system comprises a vehicle-mounted alignment device, a UWB (ultra wideband) ultra wideband positioning tag, a passive transponder and a GPS module, the vehicle-mounted alignment device comprises a UWB (ultra wideband) ultra wideband tag reader and a transponder reader, and the vehicle-mounted alignment device is in signal connection with a vehicle-mounted communication device of the automatic train protection system.

Referring to fig. 13, fig. 13 is a block diagram illustrating an embodiment of a barrier unit of fig. 11 according to the present disclosure. The barrier unit 13' includes: the alarm obstacle data unit 131' is used for sensing and acquiring real-time obstacle data to generate alarm information and obstacle data; the system comprises an alarm data transmitter 132 ' used for transmitting alarm information to the rear end, the alarm data transmitter 132 ' is connected with an alarm obstacle data unit 131 ', in the running process of a train, an intelligent identification terminal of an obstacle identification subsystem scans and identifies obstacles in a railway limit within a range of 50 meters ahead of the running of the locomotive in real time through a laser radar and a camera, an automatic train protection system comprises a vehicle-mounted controller 10, a locomotive remote control host and a vehicle-mounted communication device, the locomotive remote control host outputs control signals through a relay and is connected with a locomotive control circuit to complete operation and control operations of locomotive traction, propulsion, large and small brake braking, whistling, sanding and the like, and the vehicle-mounted communication device comprises wireless communication exchange equipment with different systems and mutual backups; an obstacle sample unit 133 ' for storing real-time obstacle data as an obstacle sample and a training sample, the obstacle sample unit 133 ' being connected to the alarm data transmitter 132 ', dividing the original collected data according to the type of the model, serializing the obstacle samples such as lane obstacles (including moving and non-moving obstacles) into feature vectors according to obstacle feature attributes, processing the feature vectors as samples, and dividing the obstacle samples into input data and training data of an AI model; the model trainer 134 ' is used for training a deep learning model by using a training sample, the model trainer 134 ' is connected with the obstacle sample unit 133 ', obstacle recognition is completed through a deep learning algorithm of an AI platform, and a recognition result is reported to the vehicle-mounted controller 10; the model controller 135 ' is used for calculating the obstacle processing information of the obstacle sample by using the deep learning model to control the driving state, the model controller is connected with the obstacle sample unit, the model controller 135 ' is connected with the model trainer 134 ', and the mobile authorization management module of the vehicle-mounted controller 10 sends acousto-optic alarm information to the automatic train monitoring subsystem according to the obstacle type information and controls the vehicle to whistle, slow down or stop by the remote control host of the vehicle.

Referring to fig. 14, fig. 14 is a block diagram of an embodiment of the in-plant hook picker of fig. 11 according to the present disclosure. The in-factory hook extractor 14' includes: the factory entering controller 141' is used for extracting factory entering control data and real-time position data in the factory entering control instruction to control the train to drive into the factory; the crossing judger 142 ' is used for judging whether the train is close to the crossing according to the real-time position data, the crossing judger 142 ' is connected with the factory entry controller 141 ', and the crossing intelligent control system comprises a crossing barrier machine, a signal machine, an audible and visual alarm and a crossing intelligent control host; the alarm 143 ' is used for triggering alarm and sending alarm data to the rear end when the train approaches the crossing, the alarm 143 ' is connected with the crossing judger 142 ', when the train approaches the crossing, the automatic train monitoring system at the rear end sends a command to the crossing intelligent control host of the crossing remote control system to control the crossing gate to fall, and the crossing signal machine and the audible and visual alarm are started; the position monitor 144 ' is used for continuously acquiring real-time position data when a train is not close to a crossing, the position monitor 144 ' is connected with the crossing judger 142 ', a GPS module is used for carrying out primary positioning on the position of the train in the running process of the train, a passive transponder and a track circuit are used for correcting the position of the train, and all positioning data are finally comprehensively calculated by the vehicle-mounted controller 10 and then reported to a rear-end train automatic monitoring system; the unhooking data device 145 ' is used for generating a control instruction and an unhooking instruction according to the unhooking control data, and the unhooking data device 145 ' is connected with the alarm 143 '; the unhooking completion unit 146 ' is used for completing parking and unhooking according to the approaching control instruction and the unhooking instruction, the unhooking completion unit 146 ' is connected with the unhooking data device 145 ', after the train finishes accurate alignment parking, the automatic train monitoring system at the rear end issues the unhooking instruction to the first coupler controller 20 through the vehicle-mounted controller 10, and the first coupler controller 20 drives the locomotive 4 and the molten iron car to complete deconstruction.

Referring to fig. 15 and 16, in particular, the first coupler controllers 20 are installed on the locomotive 4 and the vehicle 2, the first coupler controllers 20 are configured to receive the uncoupling command and the hooking command to output driving information and control automatic hooking of the coupler 3, one first coupler controller 20 may be respectively installed on the locomotive 4 and the vehicle 2, and a pair of coupler controller hooking information packets is formed between the first coupler controllers 20 adjacent to each other. The two first coupler controllers 20 may be respectively disposed on the locomotive 4 and the vehicle 2, the two first coupler controllers 20 may be respectively disposed at the front end and the rear end of the locomotive 4 and the vehicle 2, and a pair of coupler controller hooking information packets is formed between the adjacent first coupler controllers 20, and the two first coupler controllers 20 are respectively disposed on the locomotive 4 and the vehicle 2, so as to adapt to the situation that the locomotive 4 operates at both ends and to prevent the situation that the direction of the locomotive 4 is changed after the locomotive 4 is returned to a factory for maintenance. When the first coupler controller 20 receives the decoupling instruction, the first coupler controller 20 outputs driving information to an executing mechanism to drive the executing mechanism to perform decoupling operation, when the first coupler controller 20 receives the decoupling instruction, the locomotive 4 does not need to be driven, the locomotive 4 can collide at a certain speed, the coupler 3 can be automatically hooked, the speed is 4km/h to 6km/h, the speed can be set to be 5km/h, and the first coupler controller 20 can detect whether the coupler 3 is hooked or not, so that the state of the coupler 3 is reported to the onboard controller 10. The first coupler controller 20 is further configured to store the number information of the locomotive 4 and the vehicle 2, collect the hitching states of the locomotive 4 and the vehicle 2, and send the number information of the locomotive 4 and the vehicle 2 and the hitching states to the onboard controller 10, and the main control unit 21 in the onboard controller 10 may receive the number information of the locomotive 4 and the vehicle 2 and the hitching states through an industrial bus, but is not limited thereto, and form train information according to the number information of the locomotive 4 and the vehicle 2 and the hitching states. After the vehicle 2 is successfully hooked, two adjacent first coupler controllers 20 hooked on the vehicle are communicated with each other through a bus to obtain the information of the equipment of the other side, so that a pair of coupler controller hooking information packets are formed, and the first coupler controllers 20 at two ends of each vehicle 2 perform information management, so that the vehicle-mounted controller 10 can form complete train information according to the hooking information packets of each coupler controller. During the uncoupling operation, the first coupler controller 20 checks whether the air pressure meets the requirement, if so, the first coupler controller 20 drives the coupler 3 to be uncoupled through the driving air valve, and simultaneously acquires the uncoupling state of the coupler 3 through the position switch sensor of the first coupler controller 20, so that the coupler 3 is judged to be in the uncoupling state or the connection state.

Referring to fig. 16, the vehicle-mounted controller 10 includes, but is not limited to, a main control unit 21, a vehicle-mounted positioning unit 22, a vehicle-ground communication unit 23, a sensing unit 24, and a power supply unit 25. The vehicle-ground communication unit 23 is configured to receive a transportation operation plan from the ground dispatching control system or the remote controller, the vehicle-ground communication unit 23 may be, but is not limited to, a dual-network wireless module with industrial WIFI and LTE redundancy functions, and the vehicle-ground communication unit 23 performs information interaction with the ground dispatching control system and/or the remote controller. The on-board positioning unit 22 is configured to position the locomotive 4 to obtain the position information of the locomotive 4, and the on-board positioning unit 22 may include, but is not limited to, an on-board tag and a camera, the on-board tag and the camera are communicatively connected to the main control unit 21, and the on-board tag is configured to measure a linear distance between the on-board tag and each base station in the base station system. The camera is used to capture a video image of the location of the locomotive 4. The vehicle-mounted tag may be but is not limited to a UWB tag, and the base station may be but is not limited to a UWB base station, and the UWB tag performs ranging with the UWB base station. The main control unit 21 is configured to implement full-route accurate positioning and tracking according to the transportation operation plan and the position information of the locomotive 4, control the operation of the locomotive 4, implement safety protection, and output a decoupling instruction and a hooking instruction, and may, but is not limited to, output the decoupling instruction and the hooking instruction to the corresponding first coupler controller 20 through an industrial bus. The main control unit 21 may be, but is not limited to, a single chip microcomputer. When the vehicle-mounted positioning unit 22 cannot output accurate position information, the main control unit 21 may accumulate displacement data by using speed, and obtain a real-time accurate position of the locomotive 4 by combining stored GIS information. The sensing unit 24 is configured to obtain operating condition information of the locomotive 4, and send the operating condition information to the main control unit 21, where the operating condition information includes, but is not limited to, speed information, air pressure information, oil pressure information, and oil temperature information, the sensing unit 24 includes, but is not limited to, a speed sensor, an air pressure sensor, an oil pressure sensor, and an oil temperature sensor, and the coupler controller acquires, in real time, a coupler coupling state, an air pressure value, and information of a coupled coupler controller. The speed sensor can acquire the speed and the running direction of the locomotive 4, and if the running direction is forward or backward, the running distance of the locomotive 4 can be calculated, and the real-time position of the locomotive 4 can be calculated by combining the originally stored position information. The power supply unit 25 is used for supplying power to the main control unit 21, the vehicle-mounted positioning unit 22, the vehicle-ground communication unit 23, the sensing unit 24 and the first coupler controller 20, and the first coupler controller 20 may, but is not limited to, centralize the power supply unit 25 in a bus power supply manner.

Referring to fig. 19 and 20, the second coupler controller 10 ″ may be provided in plurality, the second coupler controller 10 ″ may be provided on the coupler 3 of the locomotive 4 and the vehicle 2, the second coupler controller 10 ″ is a device for controlling the coupler 3 to be uncoupled, and the second coupler controller 10 ″ is configured to collect status information of the coupler 3 and transmit the status information of the coupler 3 to the terminal device 30 "through the base station 20 ″. The base station 20 "may be provided in plurality, and the base station 20" may be, but is not limited to, a wireless base station, and the wireless base station is connected in wireless bidirectional communication with the terminal device 30 "and the second hook controller 10". The base station 20 "may be replaced by other devices for transmitting and receiving signals, and the base station 20" is responsible for communication between the terminal device 30 "and the second hook controller 10". The terminal device 30 "may be, but not limited to, a mobile phone, a computer, a tablet computer, or other devices capable of displaying or receiving signals, and may be set according to specific needs, the terminal device 30" is in bidirectional communication connection with the base station 20 ", the terminal device 30" is configured to send an unhooking command to the base station 20 ", the unhooking command is sent to the second hook controller 10" through the base station 20 ", the terminal device 30" may also be a handheld remote control terminal, the handheld remote control terminal is a computer device capable of being used in moving, can be carried about, and can be operated with one hand, the handheld remote control terminal is a device having data storage capability and calculation capability, and can also be a device capable of secondary development, and the handheld remote control terminal can perform data communication with other devices, and includes a human-computer interface, the human-computer interface is used for displaying and inputting signals.

Referring to fig. 21 and 22, fig. 21 is a structural schematic block diagram of a second coupler controller of a molten iron transportation control device or a coupler control system at a front end of molten iron transportation control according to an embodiment of the present application. Fig. 22 is a functional block diagram of an interface of a central processing unit of a second coupler controller of a molten iron transportation control device or a coupler control system at a front end of molten iron transportation control according to an embodiment of the present disclosure. The second coupler controller 10 "of the coupler control system includes, but is not limited to, a first communicator 15", a communication controller 11 ", and a solenoid valve 12". The first communicator 15 ″ is in bidirectional communication connection with the base station 20 ″, the communication controller 11 ″ is in bidirectional communication connection with the first communicator 15 ″, an input end of the electromagnetic valve 12 ″ is connected with an output end of the communication controller 11 ″, and an output end of the electromagnetic valve 12 ″ is connected with an input end of the coupler 3. Specifically, the first communicator 15 ″ may be, but is not limited to, an RS485 communicator, the first communicator 15 ″ is configured to receive and transmit communication data, the first communicator 15 ″ is configured to receive an unhooking command transmitted by the base station 20 ″ and transmit the unhooking command to the communication controller 11 ″, and the communication controller 11 ″ is configured to drive the electromagnetic valve 12 ″ to operate according to the unhooking command. The communication controller 11' includes but is not limited to a central processor including a plurality of data interfaces including but not limited to a RESET interface, a DI0 interface, a FI0 interface, a DO0 interface, an RS485-1 interface, an RS485-2 interface, an RS485-3 interface, a CAN-1 interface, an Ethernet interface, a DI1-4 interface, a DI5-8 interface, a FI1-6 interface, a RLY1-4 interface, an AI1-2 interface, a DO1-6 interface, the RESET interface is a board RESET interface, the DI0 interface represents a power box power down detection interface, the FI0 interface represents a power box power down detection interface (voltage to frequency conversion), the DO0 interface represents a power box control output interface, the RS485-1 interface, the RS-2 interface, the RS485-3 interface, the CAN-1 interface represents a communication interface, the DI1-4 interface represents a passive switching value detection interface, the DI5-8 interface represents an active switching value detection interface, the FI1-6 interface represents a frequency value detection interface, the RLY1-4 interface represents a relay output interface, the AI1-2 interface represents an analog value detection interface, and the DO1-6 interface represents an output interface. The second coupler controller 10 "further comprises a coupler state detector 14", an input of the coupler state detector 14 "being connected to an output of the coupler 3, an output of the coupler state detector 14" being connected to an input of the communication controller 11 ". The coupler state detector 14 'is used for collecting coupler state information, the coupler state detector 14' is used for sending the collected coupler state information to the communication controller 11 ', the communication controller 11' is used for sending the collected coupler state information to the terminal equipment 30 through the base station 20 ', and the coupler state detector 14' comprises a sensor. The second hook controller 10 "further comprises a pressure switch 13", an input end of the pressure switch 13 "is connected with an output end of the electromagnetic valve 12", and an output end of the pressure switch 13 "is connected with an input end of the communication controller 11". The pressure switch 13 "is used for detecting the air pressure, the pressure switch 13" is used for sending the air pressure to the communication controller 11 ", and the communication controller 11" is used for sending the air pressure to the terminal equipment 30 through the base station 20 ". The second hook controller 10 "further comprises a second communicator 16", the second communicator 16 "being in bi-directional communication connection with the first communicator 15". The second communicator 16 "may be, but is not limited to, an LTE communicator, the power supply system of the second hook controller 10" includes, but is not limited to, a power converter 17 ", a charging module 19", and a backup battery 18 ", an input terminal of the power converter 17" is connected to an output terminal of the communication controller 11 ", an input terminal of the charging module 19" is connected to the power supply module, and an output terminal of the charging module 19 "is connected to an input terminal of the power converter 17". The input end of the backup battery 18 'is connected with the output end of the charging module 19', and the output end of the backup battery 18 'is connected with the input end of the power converter 17'. The charging module 19 "can be used to charge the backup battery 18", and the backup battery 18 "then delivers an electrical signal to the power converter 17" via the diode. The charging module 19 "can also deliver an electrical signal directly to the power converter 17" via a diode.

Referring to fig. 19 to fig. 22, the coupler control system works as follows: through pressure switch 13 "gathers atmospheric pressure, through coupler state detector 14" gathers coupler state information, and will atmospheric pressure, coupler state information send to communication controller 11 ", communication controller 11" passes through first communicator 15 "will atmospheric pressure, coupler state information send to base station 20", base station 20 "with atmospheric pressure, coupler state information send to terminal equipment 30" with analysis and control information such as the state of coupler 3 and atmospheric pressure. The terminal device 30 outputs an unhooking command, and sends the unhooking command to the communication controller 11 "through the base station 20", and the communication controller 11 "controls the electromagnetic valve 12" to work so as to perform an unhooking operation. The terminal device 30 is provided with a man-machine display interface, a car number is input from the man-machine display interface, the second coupler controller 10 at which end of the car body is selected, the second coupler controller 10 can be connected by clicking a button, and meanwhile, the hooking state, the unhooking state and the air pressure state of the car coupler 3 can be displayed in the man-machine display interface. When two vehicles 2 are in a coupled state and need to be unhooked, the button on the man-machine display interface can be clicked, the button can perform secondary confirmation, and after the secondary confirmation, a command is issued to the specified second coupler controller 10 ', and the second coupler controller 10' controls the coupler to complete an unhooking action. And if the unhooking is successful, displaying that the unhooking is successful on the human-computer display interface. The car coupler control system can collect the state information of the car coupler 3 in real time, know the car coupler uncoupling condition, can form a small local area network through a wireless base station under the condition that the whole network is interrupted, and can realize one-key uncoupling function without manual uncoupling under the condition that the communication between the second car coupler controller 10' and the handheld remote control terminal is normal.

In summary, the on-board decoupling control system of the present invention includes an on-board controller 10, a coupler controller 20, and an execution mechanism, where the on-board controller 10 is configured to receive a transportation operation plan to output a decoupling instruction and a hooking instruction, the coupler controller 20 is installed on a locomotive and a vehicle, the coupler controller 20 is configured to receive the decoupling instruction and the hooking instruction to output driving information and control automatic hooking of a coupler, and the execution mechanism is configured to implement decoupling operation according to the driving information. The unhooking vehicle-mounted control system can realize automatic unhooking and hooking of the vehicle only by sending a transportation operation plan on the ground, and the unhooking and hooking time and action of the invention do not depend on a ground scheduling system, and simultaneously can form real-time train information, realize unhooking inspection, accurately acquire real-time train and marshalling information and are not limited by buildings.

The foregoing embodiments are merely illustrative of the principles and utilities of the present invention and are not intended to limit the invention. Any person skilled in the art can modify or change the above-mentioned embodiments without departing from the spirit and scope of the present invention. Accordingly, it is intended that all equivalent modifications or changes which can be made by those skilled in the art without departing from the spirit and technical spirit of the present invention be covered by the claims of the present invention.

Claims (8)

1. The utility model provides a take off and hang on-vehicle control system which characterized in that, take off and hang on-vehicle control system includes:

the vehicle-mounted controller is used for receiving the transportation operation plan so as to output a unhooking instruction and a hooking instruction; the transportation operation plan comprises the quantity information and the position information of the vehicles to be picked up and hung;

the coupler controller is arranged on a locomotive and a vehicle and is used for receiving the uncoupling command and the hooking command so as to output driving information and control automatic hooking of the coupler;

the actuating mechanism is used for realizing unhooking operation according to the driving information, wherein the vehicle-mounted controller comprises:

a vehicle-ground communication unit for receiving the transportation operation plan;

the vehicle-mounted positioning unit is used for positioning the locomotive to acquire the position information of the locomotive;

the main control unit is used for outputting a unhooking instruction and a hooking instruction according to the transportation operation plan and the position information of the locomotive;

the sensing unit is used for acquiring the working condition information of the locomotive and sending the working condition information to the main control unit;

the power supply unit is used for supplying power to the main control unit and the coupler controller;

and when the vehicle-mounted positioning unit cannot accurately acquire the position information of the locomotive, the sensing unit is used for acquiring the speed and the running direction of the locomotive, and the main control unit is also used for acquiring the real-time position information of the locomotive by combining the original position information according to the speed and the running direction of the locomotive.

2. The on-board pick-off control system of claim 1, wherein: the coupler controller is used for storing the serial number information of the locomotive and the vehicle, collecting the hitching state of the locomotive and the vehicle, and sending the serial number information of the locomotive and the vehicle and the hitching state to the vehicle-mounted controller.

3. The on-board pick-off control system of claim 2, wherein: and the vehicle-mounted controller is used for forming train information according to the serial number information and the hitching state of the locomotive and the vehicle.

4. The on-board pick-off control system of claim 1, wherein: and the locomotive and the vehicle are respectively provided with one coupler controller, and a pair of coupler controller hitching information packets are formed between adjacent coupler controllers.

5. The on-board pick-off control system of claim 1, wherein: and two coupler controllers are respectively arranged on the locomotive and the vehicle, and a pair of coupler controller hooking information packets are formed between the adjacent coupler controllers.

6. The on-board pick-off control system of claim 1, wherein: the train-ground communication unit is in communication connection with the ground dispatching control system and/or the remote controller.

7. The on-board pick-off control system of claim 1, wherein: the working condition information of the locomotive comprises one or more of speed information, air pressure information, oil pressure information and oil temperature information.

8. A pick-up on-board control method, characterized in that the pick-up on-board control method comprises the pick-up on-board control system of any one of claims 1 to 7, the pick-up on-board control method comprising:

unhooking operation:

the vehicle-mounted controller receives a transportation operation plan to output a unhooking instruction;

the coupler controller receives the decoupling instruction to output driving information;

the executing mechanism realizes unhooking operation according to the driving information;

the coupler controller reports the uncoupling state of the coupler so as to update train information in real time;

hooking:

the vehicle-mounted controller receives a transportation operation plan to output a hook instruction;

the coupler controller receives the hooking instruction to control automatic hooking of the coupler; and the car coupler controller monitors the hanging state information of the hook in real time.

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