CN110917633A - Rail car anti-collision system and method and amusement equipment - Google Patents
Rail car anti-collision system and method and amusement equipment Download PDFInfo
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- CN110917633A CN110917633A CN201911242490.5A CN201911242490A CN110917633A CN 110917633 A CN110917633 A CN 110917633A CN 201911242490 A CN201911242490 A CN 201911242490A CN 110917633 A CN110917633 A CN 110917633A
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- A—HUMAN NECESSITIES
- A63—SPORTS; GAMES; AMUSEMENTS
- A63G—MERRY-GO-ROUNDS; SWINGS; ROCKING-HORSES; CHUTES; SWITCHBACKS; SIMILAR DEVICES FOR PUBLIC AMUSEMENT
- A63G21/00—Chutes; Helter-skelters
- A63G21/06—Chutes; Helter-skelters with passing arrangements for cars
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Abstract
The invention relates to a rail car collision avoidance system, a rail car collision avoidance method and amusement equipment, wherein the rail car collision avoidance system comprises a main control device, a first sliding contact line and a second sliding contact line; the second sliding contact line comprises a normal-pressure sectional sliding contact line, a voltage-transformation sectional sliding contact line and a sectional joint; if the main control device detects that a railcar exists in the track section where the normal-pressure segmented sliding contact line is located, the voltage-transformation segmented sliding contact line corresponding to the normal-pressure segmented sliding contact line is controlled to be disconnected with the direct-current power supply, so that the safety buffer area where the voltage-transformation segmented sliding contact line is located does not have control voltage for enabling the railcar to pass through; if the main control device detects that no rail car exists in the rail section where the normal-pressure subsection sliding contact line is located, the voltage transformation subsection sliding contact line is controlled to be connected and conducted with the direct-current power supply, and therefore control voltage enabling the rail car to pass through is arranged in the safety buffer area. Therefore, the main control device is directly utilized to control the electrification of the trolley line, the response is quicker, the limitation of network communication is avoided, and the safety stability of the rail vehicle anti-collision control and the safety of rail vehicles and passengers are improved.
Description
Technical Field
The invention relates to the technical field of anti-collision control, in particular to a rail car anti-collision system, a rail car anti-collision method and amusement equipment.
Background
In recent years, the living standard of people is increasingly improved, and the desire of pursuing happiness and high living quality is stronger. Meanwhile, international theme park brands, such as Disney, the city of the world movie and the like, enter China, and the Chinese theme amusement market is greatly stimulated and driven. Amusement equipment is also changed from traditional outdoor equipment which completely pursues stimulation to more colorful indoor projects which are integrated with technologies such as interactive railcars, audio, video, light, special effects and the like.
In order to solve the problem of reducing the waiting time of passengers in large passenger flow, a multi-vehicle configuration is generally adopted in some indoor projects, that is, a plurality of rail vehicles on one rail run and circulate at different speeds in different scenes. Since there are situations where multiple vehicles are traveling in the track, it becomes important to solve the problem of collisions between multiple vehicles.
In the prior art, a conventional anti-collision control mode is that a vehicle controller of a rail vehicle communicates with a vehicle dispatching master control station through a network, and the master control station coordinates the operation of each vehicle through the network, but the mode is easily affected by poor network signals and network delay, and is difficult to safely and stably control the state of the rail vehicle.
Disclosure of Invention
In view of the above, the present invention provides a rail car collision avoidance system, a rail car collision avoidance method and an amusement device, so as to solve the problem in the prior art that once network communication is disturbed, a network may be disconnected or communication may be poor, so that safety stability of rail car collision avoidance control is reduced, and safety of rail cars and passengers is low.
In order to achieve the purpose, the invention adopts the following technical scheme:
a railcar collision avoidance system, comprising: the device comprises a main control device, a first sliding contact line and a second sliding contact line, wherein the first sliding contact line inputs a first preset voltage, and the second sliding contact line inputs a second preset voltage;
the second trolley line includes: the normal-pressure sectional sliding contact line, the variable-voltage sectional sliding contact line and the sectional joint are arranged on the base;
the normal-pressure subsection wiping line is connected with the voltage transformation subsection wiping line through the subsection joint;
the normal-pressure segmented sliding contact line is connected with a direct-current power supply with the second preset voltage;
the transformation subsection sliding contact line is connected with the direct current power supply through the main control device;
if the main control device detects that a rail car exists in the rail section where the normal-pressure segmented sliding contact line is located, the main control device controls the voltage transformation segmented sliding contact line corresponding to the normal-pressure segmented sliding contact line to be disconnected from the direct-current power supply, so that the safety buffer area where the voltage transformation segmented sliding contact line corresponding to the normal-pressure segmented sliding contact line is located does not have control voltage for enabling the rail car to pass through;
if the main control device detects that the rail car does not exist in the rail section where the normal-pressure segmented sliding contact line is located, the main control device controls the connection and conduction of the voltage transformation segmented sliding contact line corresponding to the normal-pressure segmented sliding contact line and the direct-current power supply, so that the control voltage for enabling the rail car to pass through is arranged in the safety buffer zone where the voltage transformation segmented sliding contact line corresponding to the normal-pressure segmented sliding contact line is located.
Further, the rail vehicle collision avoidance system further comprises a vehicle position detection device;
the vehicle position detection device is connected with the main control device;
and the main control device judges whether the rail car exists in the rail section where the normal-pressure subsection wiping line is located by utilizing the vehicle position detection device.
Furthermore, in the rail car collision avoidance system, at least two vehicle position detection devices are arranged on a rail section where each normal-pressure segmented sliding contact line is located;
the two vehicle position detection devices are respectively arranged at two ends of the track section.
Further, in the above-mentioned rail car collision avoidance system, the vehicle position detection device includes: at least one of a proximity sensor and a photosensor.
Further, the rail car collision avoidance system of the above, still include: taking a carbon brush;
the rail car is respectively connected with the first sliding contact line and the second sliding contact line through the electricity taking carbon brush;
the power-taking carbon brush acquires input voltages on the first trolley wire and the second trolley wire and provides the input voltages to a controller of the rail car;
the controller detects whether the input voltage is a preset operation control voltage, if so, the rail car is controlled to operate, and if not, the rail car is controlled to stop operating or keep static.
Further, the rail car collision avoidance system of the above, still include: a ranging sensor;
the distance measuring sensor is arranged on the rail car;
the distance measuring sensor detects the current distance between the rail car and an adjacent rail car in front of the rail car and sends the current distance to the controller;
the controller detects whether the current distance is smaller than a preset safety distance; and if the current distance is smaller than the preset safety distance, adjusting the running speed of the rail car according to the current distance.
Further, the rail car collision avoidance system of the above, still include: a safety device;
the safety device is arranged inside the rail car;
and after the controller detects that the current distance is smaller than a preset protection distance, the controller controls the safety device to be started so as to protect passengers in the rail car.
Further, in the above-mentioned rail car collision avoidance system, the second trolley line at least includes two sections of the normal-pressure segmented trolley lines;
and each two sections of the normal-pressure segmented sliding contact lines are connected with one section of the transformation segmented sliding contact line through the segmented joint.
The present invention also provides an amusement apparatus comprising: the rail car and the rail car collision avoidance system are arranged on the rail car;
the rail car collision avoidance system is connected with the rail car;
the rail car collision avoidance system is used for controlling the rail car to run so as to realize the running of the rail car and prevent the rail car from colliding.
The invention also provides a rail vehicle anti-collision method, which is applied to the main control device of the rail vehicle anti-collision system, and the method comprises the following steps:
detecting whether a rail car exists in a rail section where the normal-pressure subsection wiping line is located;
if a railcar exists in the track section where the normal-pressure segmented sliding contact line is located, controlling the voltage-transformation segmented sliding contact line corresponding to the normal-pressure segmented sliding contact line to be disconnected from the direct-current power supply, so that the safety buffer area where the voltage-transformation segmented sliding contact line corresponding to the normal-pressure segmented sliding contact line is located does not have control voltage for enabling the railcar to pass through;
if the rail car does not exist in the rail section where the normal-pressure subsection sliding contact line is located, controlling the connection and conduction of the voltage transformation subsection sliding contact line corresponding to the normal-pressure subsection sliding contact line and the direct-current power supply so that the safety buffer area where the voltage transformation subsection sliding contact line corresponding to the normal-pressure subsection sliding contact line is located has control voltage enabling the rail car to pass through.
The invention discloses a rail car collision avoidance system, a rail car collision avoidance method and amusement equipment, wherein the rail car collision avoidance system comprises: the device comprises a main control device, a first sliding contact line and a second sliding contact line, wherein the first sliding contact line inputs a first preset voltage, and the second sliding contact line inputs a second preset voltage; the second trolley wire includes: the normal-pressure sectional sliding contact line, the variable-voltage sectional sliding contact line and the sectional joint are arranged on the base; if the main control device detects that a rail car exists in the rail section where the normal-pressure segmented sliding contact line is located, the connection between the voltage-transformation segmented sliding contact line corresponding to the normal-pressure segmented sliding contact line and a direct-current power supply is disconnected, so that the safe buffer area where the voltage-transformation segmented sliding contact line corresponding to the normal-pressure segmented sliding contact line is located does not have control voltage for enabling the rail car to pass through, other rail cars cannot pass through the safe buffer area behind the rail section and adjacent to the rail car, the distance between the rail cars can be effectively controlled, and the rail cars are prevented from colliding; if the main control device detects that no railcar exists in the rail section where the normal-pressure segmented sliding contact line is located, the connection and conduction of the voltage transformation segmented sliding contact line corresponding to the normal-pressure segmented sliding contact line and the direct-current power supply are controlled, so that the safety buffer area where the voltage transformation segmented sliding contact line corresponding to the normal-pressure segmented sliding contact line is located has control voltage enabling the railcar to pass through, and the railcar can normally run. By adopting the technical scheme of the invention, the main control device is directly utilized to control the electrification of the trolley line without depending on a network control mode between the main control device and the controller of the rail car, so that the response is quicker, and the hard-wired I/O control similar to the conventional mechanical equipment is realized, therefore, the limitation of network communication is avoided, and the safety and stability of the anti-collision control of the rail car and the safety of the rail car and passengers are improved.
It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the invention, as claimed.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the drawings without creative efforts.
FIG. 1 is a circuit block diagram of a first embodiment of a railcar collision avoidance system of the present invention;
FIG. 2 is a circuit block diagram of a second embodiment of the railcar collision avoidance system of the present invention;
FIG. 3 is a schematic structural view of a second embodiment of the railcar collision avoidance system of the present invention;
FIG. 4 is a block circuit diagram of an amusement device embodiment of the present invention;
fig. 5 is a flow chart of a railcar crash method embodiment of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the technical solutions of the present invention will be described in detail below. It is to be understood that the described embodiments are merely exemplary of the invention, and not restrictive of the full scope of the invention. All other embodiments, which can be derived by a person skilled in the art from the examples given herein without any inventive step, are within the scope of the present invention.
Fig. 1 is a circuit block diagram of a first embodiment of a railcar collision avoidance system according to the present invention, and as shown in fig. 1, a railcar collision avoidance system 10 of the present embodiment includes: the main control device 101, a first sliding contact line 102 for inputting a first preset voltage and a second sliding contact line 103 for inputting a second preset voltage; the second trolley wire 103 includes: a constant voltage segmented trolley line 1031, a variable voltage segmented trolley line 1032, and a segmented joint 1033. The constant-pressure segmented trolley line 1031 is connected with the voltage transformation segmented trolley line 1032 through a segmented joint 1033; the normal-voltage segmented wiping line 1031 is connected with a direct-current power supply 301 with a second preset voltage; the transformation segment trolley line 1032 is connected with the direct current power supply 301 through the main control device 101.
In this embodiment, the main control device 101 may detect whether there is a rail car 20 in the track segment where the normal-pressure segmented trolley line 1031 is located, and if it is detected that there is a rail car 20 in the track segment where the normal-pressure segmented trolley line 1031 is located, control the voltage-transformation segmented trolley line 1032 corresponding to the normal-pressure segmented trolley line 1031 to disconnect from the dc power supply 301, so that the safety buffer area where the voltage-transformation segmented trolley line 1032 corresponding to the normal-pressure segmented trolley line 1031 is located does not have a control voltage for enabling the rail car 20 to pass through, where taking the moving direction of the rail car 20 as the front, the voltage-transformation segmented trolley line 1032 corresponding to the normal-pressure segmented trolley line 1031 is behind the normal-pressure segmented trolley line 1031 and is connected to the normal-pressure segmented trolley line 1031 through the segmented joint 1033. Thus, when the rail car 20 travels in the track section where the normal-pressure segmental sliding contact line 1031 is located, the voltage transformation segmental sliding contact line 1032 connected behind the normal-pressure segmental sliding contact line 1031 stops supplying power, so that other rail cars 20 cannot pass through the safety buffer area corresponding to the voltage transformation segmental sliding contact line 1032, and even if other rail cars 20 travel to the safety buffer area, the rail car 20 stops traveling because the voltage transformation segmental sliding contact line 1032 does not supply power, and thus the distance between the two rail cars 20 can be pulled apart, so that the distance between the rail cars 20 is effectively controlled, and the rail cars 20 are prevented from colliding with each other.
If the main control device 101 detects that there is no railcar 20 in the track segment where the normal-pressure segmental sliding contact line 1031 is located, it controls the connection and conduction of the transformation segmental sliding contact line 1032 corresponding to the normal-pressure segmental sliding contact line 1031 and the direct-current power supply 301, so that the safety buffer zone where the transformation segmental sliding contact line 1032 corresponding to the normal-pressure segmental sliding contact line 1031 is located has the control voltage for enabling the railcar 20 to pass through. Thus, when there is no rail car 20 in the track section where the constant-pressure segmental sliding contact line 1031 is located (or the rail car 20 has traveled through the track section), the voltage transformation segmental sliding contact line 1032 connected behind the constant-pressure segmental sliding contact line 1031 will continue to supply power, so that other rail cars 20 traveling behind can smoothly pass through the safety buffer zone where the voltage transformation segmental sliding contact line 1032 is located.
In this embodiment, the manner in which the main control device 101 controls the connection and disconnection between the voltage transformation segmented sliding contact line 1032 and the dc power supply 301 is to adopt a manner of controlling the recovery and cancellation of the safety control signal of the safety buffer area where the voltage transformation segmented sliding contact line 1032 is located, when the main control device 101 cancels the safety control signal of the safety buffer area where the voltage transformation segmented sliding contact line 1032 is located, the connection between the voltage transformation segmented sliding contact line 1032 and the dc power supply 301 is controlled to be disconnected, and when the main control device 101 recovers the safety control signal of the safety buffer area where the voltage transformation segmented sliding contact line 1032 is located, the connection between the voltage transformation segmented sliding contact line 1032 and the dc power supply 301 is controlled to be connected and disconnected.
The second trolley line 103 in this embodiment at least includes two sections of constant-pressure segmented trolley lines 1031, a section of voltage-transformation segmented trolley line 1032 is connected between each two sections of constant-pressure segmented trolley lines 1031 through a segmented joint 1033, and the constant-pressure segmented trolley lines 1031 corresponding to each section of voltage-transformation segmented trolley line 1032 are all constant-pressure segmented trolley lines 1031 connected with the constant-pressure segmented trolley lines 1031 in front of the constant-pressure segmented trolley lines 1031, where the running direction of the rail car 20 is taken as the front. The segment connector 1033 in this embodiment is a part that physically isolates the second trolley line 103. The first preset voltage in the present embodiment is preferably set to 0V, and the second preset voltage is preferably set to 24V.
In the rail car collision avoidance system 10 of this embodiment, if the main control device 101 detects that a rail car 20 exists in the rail section where the normal-pressure segmental wiping line 1031 is located, the voltage transformation segmental wiping line 1032 corresponding to the normal-pressure segmental wiping line 1031 is controlled to disconnect from the direct-current power supply 301, so that the safety buffer zone where the voltage transformation segmental wiping line 1032 corresponding to the normal-pressure segmental wiping line 1031 is located does not have a control voltage for enabling the rail car 20 to pass through, and thus other rail cars 20 cannot pass through the safety buffer zone behind the rail section and adjacent thereto, and the distance between the rail cars 20 can be effectively controlled, and the rail cars 20 are prevented from colliding; if the main control device 101 detects that no rail car 20 exists in the rail section where the normal-pressure segmental sliding contact line 1031 is located, the connection and conduction between the voltage transformation segmental sliding contact line 1032 corresponding to the normal-pressure segmental sliding contact line 1031 and the direct current power supply 301 are controlled, so that the safety buffer area where the voltage transformation segmental sliding contact line 1032 is located has the control voltage for enabling the rail car 20 to pass through, and the rail car 20 can normally run. In the embodiment, a network control mode between the main control device 101 and the controller of the rail car 20 is not needed, but the main control device 101 is directly used for controlling the electrification of the trolley line, so that the safety logic control is safer, the response is quicker, and the hard-wired I/O control similar to conventional mechanical equipment is realized, therefore, the limitation of network communication is avoided, and the safety stability of the anti-collision control of the rail car 20 and the safety of the rail car 20 and passengers are improved.
Fig. 2 is a circuit block diagram of a second embodiment of the railcar collision avoidance system according to the present invention, and as shown in fig. 2, the railcar collision avoidance system 10 of the present embodiment further includes a power-taking carbon brush 105 based on the above embodiment. The rail car 20 is respectively connected with the first trolley line 102 and the second trolley line 103 through a power-taking carbon brush 105; the power-taking carbon brush 105 can obtain input voltages on the first trolley line 102 and the second trolley line 103, and provide the input voltages to the controller 201 of the railcar 20, that is, two signal lines are arranged on the power-taking carbon brush 105, and the connection mode of the power-taking carbon brush 105 and the railcar 20 is specifically that the two signal lines arranged on the power-taking carbon brush 105 are connected to a switching value input point of the controller 201 on the railcar 20. The first preset voltage described in the above embodiment is preferably set to 0V, and the input voltages on the first trolley line 102 and the second trolley line 103 are the same as the voltage on the second trolley line 103. When the controller 201 on the railcar 20 detects that the input voltage is the preset operation control voltage, the controller 201 controls the railcar 20 to operate, and when the controller 201 on the railcar 20 detects that the input voltage is not the preset operation control voltage, the controller 201 controls the railcar 20 to stop operating or to remain stationary. Here, the first preset voltage is preferably set to 0V and the second preset voltage is preferably set to 24V in the above embodiments, and therefore, the preset operation control voltage is preferably set to 24V here.
Fig. 3 is a schematic structural diagram of a second embodiment of the rail car collision avoidance system of the present invention, as shown in fig. 3, taking two rail cars 20 as an example, which are a first rail car 20 and a second rail car 20. The constant-pressure segmental sliding contact lines 1031 are respectively arranged in the track sections 1, 2 and 3, the voltage transformation segmental sliding contact lines 1032 corresponding to the constant-pressure segmental sliding contact lines 1031 in the track sections 2 are arranged in the safety buffer zones 1-2, and the voltage transformation segmental sliding contact lines 1032 corresponding to the constant-pressure segmental sliding contact lines 1031 in the track sections 3 are arranged in the safety buffer zones 2-3. Wherein the first trolley line 102 is connected to a voltage of 0V. Each rail car 20 is connected with two electricity-taking carbon brushes 105, one electricity-taking carbon brush 105 is connected with the first trolley line 102, and the other electricity-taking carbon brush 105 is connected with the normal-pressure subsection trolley line 1031 or the voltage transformation subsection trolley line 1032.
In fig. 3, the first rail car 20 and the second rail car 20 drawn by solid lines are in a first situation, when the first rail car 20 drawn by solid lines is located in the track segment 2, the master control device 101 detects that the rail car 20 exists in the track segment 2, and controls the voltage transformation segmented trolley line 1032 in the safety buffer zone 1-2 to disconnect from the dc power supply 301, so that the input voltage in the safety buffer zone 1-2 becomes 0V, and when the second rail car 20 drawn by solid lines is going to travel to the safety buffer zone 1-2, the input voltage in the safety buffer zone 1-2 becomes 0V, so that the second rail car 20 drawn by solid lines stops running.
In fig. 3, the first rail car 20 and the second rail car 20 are shown by using dotted lines as a driving situation in the second scenario, when the tail of the first rail car 20 leaves the track section 2 (i.e. the first rail car 20 leaves the track section 2 entirely), the master control device 101 detects that there is no rail car 20 in the track section 2, and controls the voltage transformation segmented trolley line 1032 in the safety buffer 1-2 to be connected to the dc power supply 301, so that the input voltage in the safety buffer 1-2 becomes 24V, the controller 201 in the second rail car 20 detects that the input voltage is the preset operation control voltage, the controller 201 controls the second rail car 20 to operate, when the second rail car 20 enters the safety buffer 1-2, the first rail car 20 has driven to the safety buffer 2-3 or the track section 3, such as the first rail car 20 and the second rail car 20 shown by dotted lines in fig. 3, the distance between the first railcar 20 and the second railcar 20 is controlled to avoid a collision between the two railcars 20.
Further, the railcar collision avoidance system 10 of the present embodiment further includes a vehicle position detecting device 104, the vehicle position detecting device 104 is connected to the main control device 101, the vehicle position detecting device 104 can be independently disposed, at least two vehicle position detecting devices 104 are disposed on the track section where each normal pressure segmented trolley wire 1031 is located, and the two vehicle position detecting devices 104 are preferably disposed at two ends of the track section. The vehicle position detecting device 104 may generate track segment information according to the vehicle operation status in the track segment where the normal-pressure segmented trolley line 1031 is located, and send the track segment information to the main control device 101, and the main control device 101 detects whether the railcar 20 exists in the track segment where the normal-pressure segmented trolley line 1031 is located according to the track segment information. Two vehicle position detection devices 104 may be disposed at two ends of each normal-pressure segmental trolley line 1031, so as to detect the driving condition that the railcar 20 enters the track segment where the normal-pressure segmental trolley line 1031 is located and exits the track segment where the normal-pressure segmental trolley line 1031 is located. In the present embodiment, the vehicle position detection device 104 is preferably a proximity sensor, a photoelectric sensor, or an imaging device, and the present embodiment does not limit the device used in the vehicle position detection device 104 as long as the function of detecting the vehicle position can be realized. If the vehicle position detecting device 104 employs a proximity sensor or a photoelectric sensor, the track segment information is a signal that the rail car 20 has traveled, and if the vehicle position detecting device 104 employs a camera device, the track segment information is camera information, such as a picture or a video, captured by the camera device. The present embodiment does not limit the position of the vehicle position detecting device 104, as long as the set position can enable the vehicle position detecting device 104 to detect the driving condition of the railcar 20 entering the track segment where the normal-pressure segmental trolley line 1031 is located and exiting the track segment where the normal-pressure segmental trolley line 1031 is located.
Further, the railcar collision avoidance system 10 of the present embodiment further includes a ranging sensor 106, and the ranging sensor 106 is disposed on the railcar 20, and the present embodiment preferably disposes the ranging sensor 106 at the head of the railcar 20. The range sensor 106 may detect a current distance between the railcar 20 and an adjacent railcar in front of the railcar 20, with the railcar running direction as a front direction, and transmit the current distance to the controller 201 of the railcar 20. Whether the current distance is smaller than the preset safety distance or not is detected by the controller 201 of the rail car 20, if the current distance is smaller than the preset safety distance, the controller 201 adjusts the running speed of the rail car according to the current distance, and therefore when the rail car 20 is close to the adjacent rail car, the rail car 20 can slow down, collision between two cars is avoided, poor experience brought to passengers by emergency braking can be avoided, complaints of the passengers are reduced, the safety of the amusement equipment is improved, and interestingness and awareness are achieved.
Further, the rail car collision avoidance system 10 of the present embodiment further includes a safety device 107, and the safety device 107 is disposed inside the rail car 20. When the controller 201 of the railcar 20 detects that the current distance is less than the preset protection distance, the safety device 107 is controlled to be activated to protect passengers in the railcar 20. The preset protection distance is smaller than the preset safety distance, and when the current distance is smaller than the preset protection distance, it means that the rail car 20 cannot be prevented from colliding even if the speed is reduced, and at this time, a sudden braking is required or a collision is very likely to occur, so that the safety device 107 needs to be activated to protect the passenger from being impacted. The safety device 107 in the present embodiment may employ an airbag or the like, which is provided in front of each seat.
The rail vehicle collision avoidance system 10 of this embodiment can detect the vehicle operation status in the track segment through the vehicle position detection device 104, generate track segment information, and enable the main control device 101 to detect whether the rail vehicle 20 exists in the track segment where the normal pressure segmental sliding contact line 1031 is located according to the track segment information, thereby controlling the connection and disconnection between the voltage transformation segmental sliding contact line 1032 corresponding to the normal pressure segmental sliding contact line 1031 and the direct current power supply 301, so that the response is faster, the hard-wired I/O control similar to conventional mechanical equipment is realized, the limitation of network communication is avoided, and the safety and stability of the rail vehicle collision avoidance control and the safety of the rail vehicle 20 and passengers are improved. Still measure the current distance between two adjacent railcar 20 through setting up range sensor 106, if the current distance is less than and predetermine safe distance, adjust railcar 20's speed to can avoid emergency brake to cause relatively poor experience for the passenger, and be provided with safety device 107, if the current distance is less than and predetermine the protection distance, controller 201 control safety device 107 starts, thereby protects the passenger, improves passenger's security.
Fig. 4 is a circuit block diagram of an embodiment of the amusement apparatus of the present invention, as shown in fig. 4, the amusement apparatus of the present embodiment includes the rail cars 20 and the rail car collision avoidance system 10 described in the above embodiment, the rail car collision avoidance system 10 is connected to the rail cars 20, and the distance between the rail cars 20 can be effectively controlled by the rail car collision avoidance system 10, so as to avoid the rail cars 20 from colliding.
The amusement equipment of the embodiment does not depend on a network control mode between the main control device 101 and the controller 201 of the rail car 20, the main control device 101 is directly utilized to control the electrification of the trolley line, the response is quicker, and the hard-wired I/O control similar to the conventional mechanical equipment is realized, so that the limitation of network communication is avoided, and the safety stability of the rail car collision avoidance control and the safety of the rail car 20 and passengers are improved.
In order to be more comprehensive, the application also provides a rail car collision avoidance method corresponding to the rail car collision avoidance system 10 provided by the embodiment of the invention.
Fig. 5 is a flowchart of an embodiment of a railcar collision avoidance method according to the present invention, and as shown in fig. 5, the railcar collision avoidance method according to the present embodiment is applied to the main control device 101 of the railcar collision avoidance system 10 according to the above embodiment, and specifically includes the following steps:
s101, detecting whether a rail car exists in a rail section where the normal-pressure segmented sliding contact line is located;
in this embodiment, the vehicle position detection device 104 generates track segment information according to the vehicle operation status in the track segment where the normal-pressure segmented trolley line 1031 is located, and sends the track segment information to the main control device 101; the main control device 101 detects whether the rail car 20 exists in the rail section where the normal-pressure segmental trolley line 1031 is located according to the rail section information.
S102, if a rail car exists in a rail section where the normal-pressure segmented sliding contact line is located, controlling the voltage-transformation segmented sliding contact line corresponding to the normal-pressure segmented sliding contact line to be disconnected from the direct-current power supply, so that the safety buffer area where the voltage-transformation segmented sliding contact line corresponding to the normal-pressure segmented sliding contact line is located does not have control voltage for enabling the rail car to pass through;
according to the above steps, if the main control device 101 detects that there is a rail car 20 in the track section where the normal-pressure segmental trolley line 1031 is located, the main control device 101 controls the disconnection between the voltage transformation segmental trolley line 1032 corresponding to the normal-pressure segmental trolley line 1032 and the dc power supply 301, so that the safety buffer zone where the voltage transformation segmental trolley line 1032 corresponding to the normal-pressure segmental trolley line 1031 is located does not have a control voltage for enabling the rail car 20 to pass through, and thus other rail cars 20 cannot pass through the safety buffer zone behind the track section and adjacent thereto, and the distance between the rail cars 20 can be effectively controlled, and the rail cars are prevented from colliding with each other. Wherein, the running direction of the rail car is taken as the front.
S103, if no railcar exists in the track section where the normal-pressure segmented sliding contact line is located, controlling the connection and conduction of the transformation segmented sliding contact line corresponding to the normal-pressure segmented sliding contact line and a direct-current power supply so that a safety buffer area where the transformation segmented sliding contact line corresponding to the normal-pressure segmented sliding contact line is located has control voltage for enabling the railcar to pass through;
according to the above steps, if the main control device 101 detects that there is no railcar 20 in the track segment where the normal-pressure segmented trolley line 1031 is located, the main control device 101 controls the connection and conduction between the voltage transformation segmented trolley line 1032 corresponding to the normal-pressure segmented trolley line 1032 and the dc power supply 301, so that the safety buffer zone where the voltage transformation segmented trolley line 1032 corresponding to the normal-pressure segmented trolley line 1031 is located has the control voltage for enabling the railcar 20 to pass through, thereby enabling the railcar 20 to normally run.
In the method for preventing collision of rail cars according to the embodiment, if the main control device 101 detects that a rail car 20 exists in a rail section where the normal-pressure segmental trolley line 1031 is located, the voltage transformation segmental trolley line 1032 corresponding to the normal-pressure segmental trolley line 1031 is controlled to be disconnected from the direct-current power supply 301, so that the safety buffer zone where the voltage transformation segmental trolley line 1032 is located does not have a control voltage for enabling the rail car to pass through, and thus other rail cars cannot pass through the safety buffer zone behind the rail section and adjacent to the rail car, the distance between the rail cars can be effectively controlled, and the rail cars are prevented from colliding; if the main control device 101 detects that there is no railcar 20 in the track section where the normal-pressure segmental sliding contact line 1031 is located, the connection and conduction between the voltage transformation segmental sliding contact line 1032 and the direct-current power supply 301 are controlled, so that a control voltage for enabling the railcar 20 to pass through is provided in the safety buffer area, and the railcar 20 normally runs. In the embodiment, a network control mode between the main control device 101 and the controller 201 of the rail car 20 is not relied on, the main control device 101 is directly utilized to control the electrification of the trolley line, the response is quicker, and the hard-wired I/O control similar to the conventional mechanical equipment is realized, so that the limitation of network communication is avoided, and the safety stability of the rail car collision avoidance control and the safety of the rail car 20 and passengers are improved.
With regard to the method in the above-described embodiment, the specific manner in which each step performs the operation has been described in detail in the embodiment related to the system, and will not be elaborated upon here.
With regard to the apparatus in the above-described embodiment, the specific manner in which each module performs the operation has been described in detail in the embodiment related to the method, and will not be elaborated here.
It is understood that the same or similar parts in the above embodiments may be mutually referred to, and the same or similar parts in other embodiments may be referred to for the content which is not described in detail in some embodiments.
It should be noted that the terms "first," "second," and the like in the description of the present invention are used for descriptive purposes only and are not to be construed as indicating or implying relative importance. Further, in the description of the present invention, the meaning of "a plurality" means at least two unless otherwise specified.
Any process or method descriptions in flow charts or otherwise described herein may be understood as representing modules, segments, or portions of code which include one or more executable instructions for implementing specific logical functions or steps of the process, and alternate implementations are included within the scope of the preferred embodiment of the present invention in which functions may be executed out of order from that shown or discussed, including substantially concurrently or in reverse order, depending on the functionality involved, as would be understood by those reasonably skilled in the art of the present invention.
It should be understood that portions of the present invention may be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, the various steps or methods may be implemented in software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, any one or combination of the following techniques, which are known in the art, may be used: a discrete logic circuit having a logic gate circuit for implementing a logic function on a data signal, an application specific integrated circuit having an appropriate combinational logic gate circuit, a Programmable Gate Array (PGA), a Field Programmable Gate Array (FPGA), or the like.
It will be understood by those skilled in the art that all or part of the steps carried by the method for implementing the above embodiments may be implemented by hardware related to instructions of a program, which may be stored in a computer readable storage medium, and when the program is executed, the program includes one or a combination of the steps of the method embodiments.
In addition, functional units in the embodiments of the present invention may be integrated into one processing module, or each unit may exist alone physically, or two or more units are integrated into one module. The integrated module can be realized in a hardware mode, and can also be realized in a software functional module mode. The integrated module, if implemented in the form of a software functional module and sold or used as a stand-alone product, may also be stored in a computer readable storage medium.
The storage medium mentioned above may be a read-only memory, a magnetic or optical disk, etc.
In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.
Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention, and that variations, modifications, substitutions and alterations can be made to the above embodiments by those of ordinary skill in the art within the scope of the present invention.
Claims (10)
1. A railcar collision avoidance system, comprising: the device comprises a main control device, a first sliding contact line and a second sliding contact line, wherein the first sliding contact line inputs a first preset voltage, and the second sliding contact line inputs a second preset voltage;
the second trolley line includes: the normal-pressure sectional sliding contact line, the variable-voltage sectional sliding contact line and the sectional joint are arranged on the base;
the normal-pressure subsection wiping line is connected with the voltage transformation subsection wiping line through the subsection joint;
the normal-pressure segmented sliding contact line is connected with a direct-current power supply with the second preset voltage;
the transformation subsection sliding contact line is connected with the direct current power supply through the main control device;
if the main control device detects that a rail car exists in the rail section where the normal-pressure segmented sliding contact line is located, the main control device controls the voltage transformation segmented sliding contact line corresponding to the normal-pressure segmented sliding contact line to be disconnected from the direct-current power supply, so that the safety buffer area where the voltage transformation segmented sliding contact line corresponding to the normal-pressure segmented sliding contact line is located does not have control voltage for enabling the rail car to pass through;
if the main control device detects that the rail car does not exist in the rail section where the normal-pressure segmented sliding contact line is located, the main control device controls the connection and conduction of the voltage transformation segmented sliding contact line corresponding to the normal-pressure segmented sliding contact line and the direct-current power supply, so that the control voltage for enabling the rail car to pass through is arranged in the safety buffer zone where the voltage transformation segmented sliding contact line corresponding to the normal-pressure segmented sliding contact line is located.
2. The railcar collision avoidance system of claim 1, further comprising a vehicle position detection device;
the vehicle position detection device is connected with the main control device;
and the main control device judges whether the rail car exists in the rail section where the normal-pressure subsection wiping line is located by utilizing the vehicle position detection device.
3. The rail car collision avoidance system of claim 2, wherein at least two of the vehicle position detection devices are provided in a section of the track in which each of the normal-pressure segmented trolley lines is located;
the two vehicle position detection devices are respectively arranged at two ends of the track section.
4. The railcar collision avoidance system of claim 3, wherein said vehicle position detection means comprises: at least one of a proximity sensor and a photosensor.
5. The railcar collision avoidance system of claim 1, further comprising: taking a carbon brush;
the rail car is respectively connected with the first sliding contact line and the second sliding contact line through the electricity taking carbon brush;
the power-taking carbon brush acquires input voltages on the first trolley wire and the second trolley wire and provides the input voltages to a controller of the rail car;
the controller detects whether the input voltage is a preset operation control voltage, if so, the rail car is controlled to operate, and if not, the rail car is controlled to stop operating or keep static.
6. The railcar collision avoidance system of claim 5, further comprising: a ranging sensor;
the distance measuring sensor is arranged on the rail car;
the distance measuring sensor detects the current distance between the rail car and an adjacent rail car in front of the rail car and sends the current distance to the controller;
the controller detects whether the current distance is smaller than a preset safety distance; and if the current distance is smaller than the preset safety distance, adjusting the running speed of the rail car according to the current distance.
7. The railcar collision avoidance system of claim 6, further comprising: a safety device;
the safety device is arranged inside the rail car;
and after the controller detects that the current distance is smaller than a preset protection distance, the controller controls the safety device to be started so as to protect passengers in the rail car.
8. The railcar anti-collision system according to claim 1, wherein the second trolley line comprises at least two sections of the atmospheric segmented trolley line;
and each two sections of the normal-pressure segmented sliding contact lines are connected with one section of the transformation segmented sliding contact line through the segmented joint.
9. An amusement device, comprising: a rail car and a rail car collision avoidance system of any one of claims 1-8;
the rail car collision avoidance system is connected with the rail car;
the rail car collision avoidance system is used for controlling the rail car to run so as to realize the running of the rail car and prevent the rail car from colliding.
10. A rail vehicle collision avoidance method applied to the main control device of the rail vehicle collision avoidance system according to any one of claims 1 to 8, wherein the method comprises:
detecting whether a rail car exists in a rail section where the normal-pressure subsection wiping line is located;
if a railcar exists in the track section where the normal-pressure segmented sliding contact line is located, controlling the voltage-transformation segmented sliding contact line corresponding to the normal-pressure segmented sliding contact line to be disconnected from the direct-current power supply, so that the safety buffer area where the voltage-transformation segmented sliding contact line corresponding to the normal-pressure segmented sliding contact line is located does not have control voltage for enabling the railcar to pass through;
if the rail car does not exist in the rail section where the normal-pressure subsection sliding contact line is located, controlling the connection and conduction of the voltage transformation subsection sliding contact line corresponding to the normal-pressure subsection sliding contact line and the direct-current power supply so that the safety buffer area where the voltage transformation subsection sliding contact line corresponding to the normal-pressure subsection sliding contact line is located has control voltage enabling the rail car to pass through.
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| CN201911242490.5A CN110917633B (en) | 2019-12-06 | 2019-12-06 | Rail car anti-collision system and method and amusement equipment |
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| CN201911242490.5A CN110917633B (en) | 2019-12-06 | 2019-12-06 | Rail car anti-collision system and method and amusement equipment |
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