WO2023097822A1 - Procédé de commande de triage mixte de voitures voyageurs et de wagons de marchandises de train - Google Patents

Procédé de commande de triage mixte de voitures voyageurs et de wagons de marchandises de train Download PDF

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Publication number
WO2023097822A1
WO2023097822A1 PCT/CN2021/140890 CN2021140890W WO2023097822A1 WO 2023097822 A1 WO2023097822 A1 WO 2023097822A1 CN 2021140890 W CN2021140890 W CN 2021140890W WO 2023097822 A1 WO2023097822 A1 WO 2023097822A1
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train
car
door
passenger
freight
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PCT/CN2021/140890
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English (en)
Chinese (zh)
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张庆刚
刘鸿宇
任丛美
田越
刘雁翔
吴瑞梅
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中车唐山机车车辆有限公司
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Publication of WO2023097822A1 publication Critical patent/WO2023097822A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance

Definitions

  • the present application relates to train operation control technology, in particular to a method for controlling mixed passenger and freight trains.
  • Underground rail vehicles are usually passenger trains, and their formation is fixed. To open a freight train, it is necessary to increase the running interval of passenger trains. The opening of freight flights during peak passenger traffic hours will reduce passenger traffic, causing a large number of passengers to stay on the platform, and the high degree of congestion in the carriages will affect driving safety. Therefore, most freight flights are opened during low-peak passenger traffic hours.
  • the resulting problem is that during the low-peak hours of passenger traffic, on the one hand, reducing the number of passenger trains will lead to longer waiting times for passengers, and thus lower satisfaction with railway operations; on the other hand, passenger trains run empty. The probability is still high, wasting resources and increasing operating costs.
  • the embodiment of the present application provides a control method for train passenger and freight mix
  • a method for controlling mixed passenger and freight trains including:
  • the passenger flow information the logistics volume and the logistics capacity, the grouping of the passenger car and the freight car in the train is adjusted;
  • the grouping of passenger cars and freight cars in the train is adjusted according to the passenger flow information, logistics capacity and logistics capacity , to control the mixed formation operation of passenger cars and freight cars, which can increase the number of passenger cars during the peak period of passenger flow, increase the passenger capacity, increase the number of freight cars during the peak period of passenger flow, increase the freight capacity, improve resource utilization, and meet the needs of passenger transport. and freight needs.
  • Fig. 1 is the flow chart of the train passenger-freight mixing control method provided by embodiment one of the present application;
  • Fig. 2 is the flow chart of adjusting the car grouping in the train passenger-freight mixing control method provided by Embodiment 1 of the present application;
  • Fig. 3 is the flow chart of adjusting the car grouping in the train passenger-cargo mixing control method provided by Embodiment 1 of the present application;
  • Fig. 4 is a schematic structural diagram of the first state of a conveying system at the door provided by the embodiment of the present application;
  • Fig. 5 is a schematic structural diagram of the second state of a conveying system at the door provided by the embodiment of the present application;
  • Fig. 6 is a schematic diagram of the axonometric structure of the platform conveying system provided by the embodiment of the present application.
  • Fig. 7 is a schematic structural diagram of the third direction movement regulator provided by the embodiment of the present application.
  • Fig. 8 is a schematic diagram of an axonometric structure of a rail vehicle stacking system provided by an embodiment of the present application.
  • Fig. 9 is a schematic diagram of the front view of Fig. 8.
  • Fig. 10 is a schematic diagram of the lateral structure of Fig. 8.
  • Figure 11 is an enlarged schematic view of the local structure in Figure 10;
  • Fig. 12 is a top view structural schematic diagram of Fig. 11;
  • Fig. 13 is a first cross-sectional structural schematic diagram of the pallet fork provided by the embodiment of the present application.
  • Fig. 14 is a second cross-sectional structural schematic diagram of the fork provided by the embodiment of the present application.
  • Fig. 15 is a schematic diagram of the third cross-sectional structure of the fork provided by the embodiment of the present application.
  • Fig. 16 is an enlarged schematic diagram of the local structure of Fig. 4.
  • Fig. 17 is an enlarged schematic diagram of the local structure of Fig. 16;
  • Fig. 18 is a front structural schematic diagram of a shelf system provided by an embodiment of the present application.
  • Fig. 19 is a schematic diagram of the front view of Fig. 18;
  • Fig. 20 is a schematic diagram of the lateral structure of Fig. 18;
  • Fig. 21 is a schematic diagram of a partially enlarged structure of the shelf system provided by the embodiment of the present application.
  • Fig. 22 is a schematic diagram of the installation structure of the vertical support frame provided by the embodiment of the present application.
  • Fig. 23 is a schematic structural diagram of the tensioning device provided by the embodiment of the present application.
  • Fig. 24 is a schematic flowchart of a storage management method for freight rail vehicles provided by an embodiment of the present application.
  • This embodiment provides a method for controlling passenger and freight mixed trains, which is used for mixing passenger cars and freight cars into a train and controlling the running of the train.
  • Passenger carriages have the same structure as traditional train carriages.
  • Freight carriages can be individually designed carriages, and traditional passenger carriages can also be improved, such as removing seats, removing windows, removing handrails, and widening doors.
  • the passenger car compartment and the freight car compartment are connected together through the coupler, or they can also be driven in a virtual marshalling mode, that is, the way in which the vehicle behind is controlled by the vehicle in front.
  • the train passenger-cargo mixing control method can be implemented by computer programs, such as application software, etc.; or, the method can also be implemented as a medium that stores relevant computer programs, such as U disk, cloud disk, etc.; Alternatively, the method can also be implemented by an entity device integrated or installed with a relevant computer program, such as a chip, a mobile smart device, and the like.
  • the method for controlling the mixed arrangement of passengers and goods on a train may be executed by a data center processor of a rail transit system.
  • FIG. 1 is a flow chart of a method for controlling mixed passenger and freight trains provided by Embodiment 1 of the present application. As shown in Figure 1, the train passenger-cargo mixing control method provided by the present embodiment includes the following steps:
  • Step 10 obtaining passenger flow information, logistics capacity and logistics volume to be transported in the current train operation network.
  • the train operation network contains multiple trains running on different lines.
  • Passenger flow information refers to the passenger flow information in the current train operation network, for example: the number of people entering and leaving each station, the number of people getting on and off each train, and the number of people in the compartment can be counted.
  • the corresponding image information can be collected according to the image acquisition equipment installed at the entrance and exit of the station, on the platform, and in the carriage, and the flow of people information can be obtained through image processing and analysis technology.
  • Logistics capacity refers to the current capacity of each train in the train operation network to move goods, for example: the number of freight cars in each train and the amount of goods that can be loaded in each freight car.
  • the logistics volume to be transported refers to the volume of goods that need to be transported by train.
  • Step 20 adjusting the grouping of passenger cars and freight cars in the train according to passenger flow information, logistics volume and logistics capacity.
  • the number of passenger cars and freight cars in each train is adjusted, and then the adjusted cars are grouped.
  • truck compartments can be added to increase the cargo delivery capacity; and during peak passenger flow periods, truck compartments can be reduced and passenger compartments can be increased, or even no trucks can be used The carriages were all changed to passenger carriages.
  • Step 30 controlling the mixed formation operation of passenger car and freight car formation.
  • It may include controlling the operation of the traction system installed at the bottom of the passenger car and/or truck compartment, as well as controlling the door switch, lighting switch, and air-conditioning switch of the passenger car and truck compartment.
  • Controlling passenger car and freight car marshalling mixed marshalling operation can increase the number of passenger car and passenger transport capacity during the peak passenger flow period, increase the number of truck compartments during the passenger flow flat peak period, increase freight capacity, improve resource utilization, and meet passenger transport and Freight needs.
  • control method is further optimized:
  • Fig. 2 is a flow chart of adjusting car formation in the method for controlling mixed train passenger and freight trains provided in Embodiment 1 of the present application.
  • step 20 adjusts the grouping of passenger cars and truck cars in the train according to passenger flow information, logistics volume and logistics capacity, which can be implemented in the following manner:
  • Step 201 Determine the target formation quantity of passenger cars and the target formation quantity of truck carriages according to passenger flow information, logistics volume and logistics capacity.
  • the number of passenger car compartments can be determined according to the passenger flow information and the preset full load level of the compartments, which is: the target number of formations. This number can meet the requirements of the current passenger flow, and will not exceed the requirements of the full load of the carriages.
  • Step 202 obtaining the number and arrangement of passenger cars and freight cars in the existing train.
  • Step 203 adjusting the car formation to the target formation quantity according to the target formation quantity of each carriage and the number and formation situation of each carriage in the existing train.
  • the existing trains in step 202 are: the trains currently running in the train running network. Get the number of passenger and freight cars in each train, and then adjust the car composition based on the target number of cars in each car.
  • step 201 it is known that on a certain running route, the target formation number of passenger cars in a train is 2, and the target formation number of freight cars is 4, which can meet the requirements of passenger flow and freight volume at the same time.
  • step 202 it is known that a train in the current train operation network has 5 passenger carriages and 1 freight carriage. It is simply understood as: the current train needs to remove 3 passenger car carriages and add 3 freight car carriages. In fact, it is necessary to reorganize the trains in the garage, and organize them according to 2 passenger cars + 4 freight cars to form a train and put it into operation.
  • Step 202 also includes: obtaining the marshalling situation of passenger cars and freight cars in the existing train, specifically obtaining whether each car is a powered car or a non-powered car, and whether there are traction converters, air cylinders, and other equipment at the bottom of the car. Then correspondingly match the carriages with these devices, so that the train after formation can run normally.
  • Fig. 3 is a flow chart of adjusting car composition in the method for controlling mixed train passenger and freight trains provided in Embodiment 1 of the present application.
  • step 203 adjusts the car grouping to the target grouping number according to the target grouping quantity of each car and the number and grouping situation of each car in the existing train, specifically the following steps can be adopted:
  • Step 2031 according to the number and composition of passenger cars and freight cars in the existing train, as well as the target grouping quantity of passenger cars and the target grouping quantity of freight cars, determine the passenger cars and/or freight cars in the existing train to be decompiled.
  • Existing trains are trains currently in the garage. According to the quantity obtained in the above steps 201 and 202, the passenger car and/or freight car to be decompiled in the existing train is determined. According to the target quantity, it is possible to only decompile passenger carriages and replace them with truck carriages; it is also possible to decompile only freight carriages and replace them with passenger carriages; Quantity requirements, but also meet the requirements of train operation.
  • Step 2032 decompile the carriages of the existing train to remove the passenger car and/or freight car to be decomposed.
  • Unmarshalling includes physical uncoupling of the coupler, and also includes operations such as releasing the control signals of the various equipment in the control system.
  • Step 2033 dispatching the target passenger car and/or the target freight car to the composition section according to the target composition quantity.
  • the self-running car For a car that can walk independently (called: a self-running car), after establishing communication with the car, send a dispatch command to the self-running car, instructing the self-running car to run to the marshalling section.
  • the self-running car is a car that has a power running system, an on-board control system and a communication system, and can walk independently.
  • dispatching instructions can be sent to the traction locomotive, instructing the traction locomotive to run to the section where the target passenger car or the target freight car is located and form a group with the target carriage to lead the target passenger carriage or target freight car
  • the carriages run to the marshalling section for connecting marshalling.
  • the transport traction locomotive can be driven manually or automatically.
  • Self-running carriages or traction locomotives are dispatched in an automatic driving manner, and a movement authorization for connecting links can be sent to them before knowing that the self-running carriages or traction locomotives are about to enter the marshalling section, so that the self-running carriages or traction locomotives can enter the marshalling section Sections are linked and grouped.
  • Step 2034 performing marshalling operations on the reserved cars in the existing train, the target passenger car and/or the target freight car.
  • each car After each car arrives at the marshalling section and has been connected, execute the marshalling operation, including: debugging the door control equipment, lighting control equipment, air-conditioning and air supply system of each car, and debugging the traction system and auxiliary system installed at the bottom of each car , air cylinder, etc., to meet the requirements of train operation.
  • the car to be grouped enters the grouping section, first obtain the type identification of the car to be grouped, and after identifying that the type identification is consistent with the target car identification, establish a grouping for the reserved cars in the existing train and the cars to be grouped .
  • step 2032 is performed on each compartment, if the decomposed compartment is a self-running compartment, a driving command is sent to the decomposed compartment, instructing the decomposed compartment to leave the decombined section.
  • a running command is sent to the traction locomotive, instructing the traction locomotive to enter the decombination section and form a group with the decompilation carriage, and lead the carriage out of the decomposition section.
  • the traction locomotive and the cars to be marshalled can be physically linked, or virtual marshalled, that is, at least two trains travel as a group of trains through communication and interaction between trains, and one of the trains communicates with the data interaction center of the transportation system.
  • the communication obtains the train speed curve and movement authorization, and controls the rest of the trains to run synchronously.
  • There is no coupler between the trains no manual participation is required, and the reconnection or unmarshalling can be completed through relevant signals, which greatly improves the line operation efficiency.
  • the dispatching order or running command sent to the traction locomotive contains a train information list, instructing the traction locomotive to monitor the distance between the train and the car to be marshalled according to the train information list, establish a flexible marshalling with the car to be marshalled, and carry out interval control.
  • One implementation method is: the first train obtains the train information list sent by the data interaction center; real-time monitoring of the distance between the second train; Grouping; interval control for flexible grouping.
  • the first train is a traction locomotive, and the second train is a carriage to be assembled.
  • Each train in the transportation network sends running information to the ground control center in real time.
  • the ground control center After receiving the running information sent by each train, the ground control center will send the running information to the data interaction center, and the data interaction center will determine the list of train information based on the running information , and sent to each train. For example, the data interaction center obtains location information. Identify the trains on the same track and in the same direction from the position information and running information. A train information list is determined according to the identified trains. Send train information list to train.
  • the distance between the first train and the second train is monitored in real time by the flexible formation control unit in the first train. After monitoring the distance between the second train and less than the minimum distance (that is: the above-mentioned minimum target distance S0 when the distance between the two trains is running smoothly), the real-time monitoring by the flexible formation control unit will be changed to real-time by the interval control unit Monitor the distance to the second train.
  • the minimum distance is a preset value, for example, the minimum distance is 200 meters.
  • the critical communication distance is the distance between the two trains that will not collide under any circumstances. Assuming that the vehicle in front is in a static state, the calculated distance between the two vehicles in this case is the farthest, which is the product of the maximum common braking distance and the preset value .
  • the critical communication distance maximum normal braking distance * 1.5.
  • a second topology frame sent by the second train is received.
  • the topology frame includes initial operation flag, IP address list, initial operation completion flag and so on.
  • the initial run flag is used to describe whether the train to which it belongs is prohibited from forming.
  • the initial run completion flag is used to describe whether the train to which it belongs has completed the initial run.
  • the second information frame sent by the second train will also be received at the same time.
  • the flexible grouping is then established according to the second topology frame.
  • the initial running flag of the second topology frame is prohibited (for example, the second train refuses to be formed)
  • the initial running flag of the first topology frame of the first train is prohibited (for example, the first train refuses to be formed)
  • the initial run flag of the first topology frame is not forbidden, and the initial run flag of the second topology frame is not forbidden, but the first train and the second train meet the prohibition of marshalling, then it is determined that the marshalling condition is not satisfied.
  • the situation that the first train and the second train meet the prohibition of formation is as follows: the front car in the first train and the second train decelerates at the curve. Or, the preceding vehicle in the first train and the second train enters the speed limit section. Or, the first train and the second train cannot run simultaneously for the specified time of formation. For example, the time stipulated by the marshalling is 10 minutes. That is to say, the premise of establishing a flexible formation of two trains is that the trains can run in formation for 10 minutes.
  • the operating information determines the flexible grouping of the operating curve.
  • the first train will also receive the third topology frame sent by the third train. If the first IP address of the first train is not included in the third topology frame, the first IP address list of the first train is updated according to the positional relationship between the third train and the first train, and then formed according to the updated first IP address list New first topology frame.
  • the third train is located in front of the first train (i.e. the third train is the front train of the first train)
  • obtain the second IP address list in the second topology frame put the second IP address list into the first IP address list
  • an updated first IP address list is formed.
  • the third train is located behind the first train (i.e. the third train is the rear train of the first train)
  • obtain the second IP address list in the second topology frame put the second IP address list into the first IP address list Before the first IP address in the list, an updated first IP address list is formed.
  • the first train and the second train calculate a new topology frame at the same time during the process of exchanging topology frames. Then put the topological frame IP address list of the rear car (i.e. the second train) behind its own (i.e. the first train) IP address to form a new IP address list to form a topological frame, if the rear car (i.e. the third train) If the received topology frame does not contain the IP address of the car (i.e. the first train), the IP address list of the previous car (i.e. the second train) is placed in front of its own (i.e. the first train) IP address to form a new IP address list Form a topology frame.
  • topology frame received by the train is consistent with the topology frame of this train, it is judged that the initial operation is successful. After setting the initial operation completion flag, a new topology frame is sent. When the initial operation of the topology frames received and sent by all trains is completed If the signs are all consistent, then it is determined that the establishment of the flexible formation is completed, and then the mark of formation is completed, and the reference direction of the train is set.
  • the vehicle in front will also obtain the control right of the vehicle behind.
  • a control right acquisition request is sent to the second train, and the control right acquisition request is used to instruct the second train to feed back a control right transfer response.
  • a control instruction is sent to the second train, and the control instruction is used to instruct the second train to stop automatic driving.
  • the control right acquisition request sent by the second train is received. Feedback the control right transfer response to the second train, receive the control instruction sent by the second train, and stop the automatic driving according to the control instruction.
  • the first train is the front car
  • the first train judges that the marshalling completion flag is 1
  • it sends a control command to the rear car (i.e. the second train) to request control
  • the rear car i.e. the second train
  • the completion flag is 1 and after receiving the control command from the preceding vehicle (i.e. the first train), send the control transfer response to the preceding vehicle (i.e. the first train);
  • the preceding vehicle i.e. the first train
  • receives the following vehicle i.e. the second Train
  • the rear car i.e. the second train
  • the group completion flag is 1 and sends the control right transfer response to the front car (i.e. the second train);
  • the front car that is, the second train
  • sends specific control commands to the rear car that is, the first train
  • the rear car that is, the first train
  • LTE-R or 5G can be used for communication, and if the distance is less than 200 meters, it can be used WIFI or radar for communication.
  • the interval control of the flexible formation by the front vehicle is reflected in: the front vehicle will determine the traction/braking force at each time according to the traction/braking force information of the rear vehicle, and send the determined traction/braking force to the rear car.
  • the interval control of the flexible formation by the trailing vehicle is reflected in: sending its own traction force/braking force information to the preceding vehicle, and executing the traction force/braking force determined by the preceding vehicle.
  • the first train In the first case, the first train is located in front of the second train, and now the first train is the front car, and the second train is the rear car.
  • the first train needs to determine the traction force/braking force at each moment according to the traction force/braking force information of the following vehicle, and send the determined traction force/braking force to the following vehicle.
  • the second train needs to send its own traction/braking force information to the first train, and implement the traction/braking force determined by the first train.
  • the first train will determine the current operation stage of the flexible formation, and perform interval control on the flexible formation according to the current operation stage. If the current running stage is not the parking stage, calculate the traction force/braking force at the next moment, and perform interval control according to the traction force/braking force at the next moment. If the current operation stage is the stop stage, when the distance to the second train is not less than the stop interval, decelerate and stop based on the single-vehicle running curve, and calculate the traction force/braking force at the next moment, and perform the operation according to the traction force/braking force at the next moment interval control.
  • the braking distance is calculated according to the current speed.
  • the current braking rate is calculated based on the braking distance and the obtained ground position information, deceleration braking is performed according to the current braking force, and the traction force/braking force at the next moment is calculated, according to the traction force at the next moment /Braking force for interval control.
  • the calculation method is as follows: obtain the traction/braking force information of the second train, and calculate the traction/braking force at the next moment according to the traction/braking force information .
  • a.1 Calculate the speed deviation according to the speed-distance curve obtained in advance, the distance to the second train and the current speed.
  • interval control minimum distance is calculated by the following formula:
  • S min is the minimum distance for interval control.
  • T sum is the delay time
  • T sum t c +t p +t b
  • t c is the communication interruption time
  • t p is the algorithm execution time
  • t b is the time from when the brake command is issued to when the brake is applied.
  • V back is the running speed of the second train.
  • ⁇ S is the emergency braking distance difference between the first train and the second train.
  • d is the safety margin, for example, d is 2 meters.
  • the traction/braking force at the next moment is sent to the flexible formation control unit of the second train through the flexible formation control unit.
  • the CCU Central Control Unit, central control unit
  • the second situation the first train is behind the second train, and now the second train is the front car, and the first train is the rear car.
  • the second train needs to determine the traction force/braking force at each moment according to the traction force/braking force information of the following vehicle, and send the determined traction force/braking force to the following vehicle.
  • the first train needs to send its own traction/braking force information to the second train, and implement the traction/braking force determined by the second train.
  • the first train will send traction force/braking force information to the second train, so that the second train can calculate the traction force/braking force at the next moment according to the traction force/braking force information, and perform interval control according to the traction force/braking force at the next moment .
  • the traction/braking force at the next moment sent by the second train will also be received through the flexible formation control unit.
  • the traction/braking force at the next moment is forwarded to the CCU of the second train through the flexible formation control unit.
  • the traction/braking force of the next moment is applied by the CCU in order to control the speed of the first train.
  • interval control for flexible marshalling can be realized on the basis of wireless marshalling and automatic operation among multiple trains, so that the trains in the marshalling can be taken as a whole and uniformly controlled by the lead car marshalling operation. Mainly after the trains are organized, the interval control curve is calculated, and the trains are controlled to maintain the running interval during the flexible formation process.
  • the vehicle in front controls the speed of trains in the formation in combination with the braking distance of the train, maintains the distance between trains in a flexible formation, and ensures that the It can brake safely and avoid rear-end collision.
  • This embodiment optimizes the train formation control method on the basis of the foregoing embodiments, and in particular provides an implementation of train unmarshalling:
  • the target train is determined, and then the disassembly is performed with the target train.
  • the unmarshalling condition is: the running lines of the trains that have completed the virtual marshalling are not unique (for example, the marshalling trains will run on different routes in the near future), or, the communication with the adjacent train is interrupted, or, the unmarshalling instruction is received .
  • Only the non-leading vehicle may satisfy the decoding condition of receiving the decoding instruction, that is, only the non-leading vehicle may determine that the decoding condition of receiving the decoding instruction is satisfied.
  • the decoding condition of interruption of communication with adjacent vehicles it can be satisfied by either the leading vehicle or the non-leading vehicle.
  • the car may also determine that the unmarshalling condition for communication interruption with neighboring cars is met.
  • the scheme of determining the target train is: determine the trains with different running lines as the target trains.
  • the satisfying decompilation condition is that when a decompilation instruction is received, the scheme of determining the target train is: determine the previous adjacent vehicle as the target train.
  • the scheme of determining the target train is: determine the adjacent train sending the message as the target train.
  • the determination scheme for the interruption of communication with the adjacent vehicle is as follows: if the messages of m consecutive communication cycles are all lost, then it is determined that the communication with the adjacent vehicle is interrupted, that is, it is determined that the decoding condition is satisfied.
  • the message is sent by the same neighboring vehicle.
  • the case of packet loss may be that the packet cannot be received, or the topology frame in the received packet is inconsistent with the local topology frame. That is to say, the message cannot be received for m consecutive communication cycles, or the topology frame in the received message is inconsistent with the local topology frame.
  • the topology frame in the messages received in all communication cycles is inconsistent with the local topology frame, or it may be impossible to receive messages in some cycle communication cycles, and some cycle communication cycles receive
  • the topology frame in the packet is inconsistent with the local topology frame.
  • the packets that cannot be received are topology frame packets or information frame packets.
  • the current running speed can be adjusted first.
  • the realization scheme of monitoring the distance between the target train and the target train is: according to the current running speed, monitor the distance between the target vehicle and the adjacent vehicle in front of the target vehicle.
  • the decoding command is used to instruct the target vehicle to feed back the response frame.
  • the set topology frame is used to instruct the target vehicle to start the automatic driving mode and complete the decoding.
  • the satisfied decompilation condition is when the decompilation instruction is received
  • the response frame is used to instruct the sender of the decoding instruction to set the initial operation flag in the topology frame as forbidden, and send the set topology frame.
  • the satisfied decoding condition is when the communication with the adjacent vehicle is interrupted
  • the topology frame is initialized. If the topology frame in the currently received message is inconsistent with the local topology frame, set the initial run completion flag of the topology frame to an incomplete state.
  • the train (can only be the lead car at this time) judges that the marshalling train will run on different lines in the near future, then the lead car will be based on the current running speed and the two cars after demarshalling
  • the train (only the first car at this time) issues a decompilation command to The following train, the following train returns a response frame after receiving the decoding command, and the train (only the first train at this time) sets the initial running state in the topology frame as prohibiting initial running after receiving the response frame, and when the following train receives the prohibiting initial running Start the autopilot mode after the topology frame to complete the decompilation.
  • the two vehicles When the distance between the two vehicles exceeds the critical communication distance, the two vehicles respectively resume the automatic driving mode, initialize the topology frame, and initialize the control state.
  • the train that cannot receive the message will initialize the topology frame of the vehicle and change it to automatic In the driving mode, the train that can receive the message judges that the received topology frame is inconsistent with the local topology frame, then sets the initial operation completion flag to the incomplete state and changes to the automatic driving mode.
  • the preceding vehicle preferentially uses the precise positioning method, and redundantly uses the train positioning to calculate the distance between the two vehicles to obtain the distance between the two vehicles, and the leading vehicle controls the driving interval gradually.
  • the train uses the train positioning to calculate the distance between the two trains, and continues to control the distance between the two trains to reach the critical distance of formation communication before unmarshalling; After the control command is issued, it resumes autonomous operation.
  • the method provided in this application can be applied to urban underground rail trains, and certainly also to short-distance intercity trains.
  • the train includes passenger cars and/or freight cars, and the second train includes passenger cars and/or freight cars.
  • the train information list before sending the train information list to the first train, it also includes: obtaining the position information of the train, receiving the operation information sent by the ground control center, identifying the trains on the same track and in the same direction from the position information and operation information, Then a train information list is determined according to the identified trains.
  • the above-mentioned content can be referred to for the above-mentioned way of establishing a flexible formation of the first train and the second train.
  • the first train and the second train can be flexibly grouped or disassembled as required.
  • the first train and the second train can be flexibly grouped and run together, and the interval between the trains should be smaller than that of two independently operated trains. Therefore, the time interval between the arrival of the two trains is relatively short, which is convenient for unified loading or unloading, saves waiting time, and improves logistics efficiency.
  • An application scenario is: the first train includes passenger carriages, and the second train includes freight carriages.
  • the first train is running in a certain transportation network, and the second train is not in the transportation network.
  • the second train wants to enter the transportation network, it must send a request to the data center.
  • the operation and procedures are relatively complicated, and manual processing and review may be required, which takes a long time.
  • the second train can be flexibly marshalled with the first train, and travel together as a group of trains, without modifying the train information list or electronic map, and without assigning a running route for the second train , Handling access and other operations, saving procedures and improving efficiency.
  • the group of trains is considered to be cleared only after the following train leaves a certain section, and the authority of the section is released, so the operation safety of the following train can also be guaranteed.
  • FIG. 4 is a schematic structural diagram of the first state of a vehicle door delivery system provided by the embodiment of the present application
  • Fig. 5 is a schematic structural diagram of the second state of a vehicle door delivery system provided by the embodiment of the present application
  • Fig. 6 is an implementation of the present application
  • FIG. 7 is a schematic structural diagram of the third direction movement regulator provided in the embodiment of the present application.
  • this embodiment provides an intelligent loading and unloading system, which includes a platform conveying system 931, a vehicle door conveying system 932, a stacking system, a shelf system, a vehicle master control system and a warehouse management system.
  • the platform conveying system 931 and the door conveying system 932 jointly form a rail transit joint control conveying system, and the door conveying system 932 is fixed at the door of the rail vehicle, and the rail vehicle can be a freight rail vehicle, a freight car or a passenger-cargo mixed track Vehicles and the like can be set up as required, all within the protection scope of the present application.
  • the above rail transit joint control conveying system also includes a master control device, which is generally set in the master control room of the ground management platform.
  • the master control device is connected with the vehicle master control system.
  • the master control device is respectively connected with the platform conveying system 931 and the door conveying system 932 to control the docking of the platform conveying system 931 and the door conveying system 932.
  • the master control device can be specifically a controller. It can be set according to the development level of the existing technology.
  • the platform conveying system 931 includes a platform conveying device connected to the general control device, and the device includes a platform conveying component 9312 and a position adjustment component.
  • the platform conveying assembly 9312 is used for conveying goods, and one end of the platform conveying assembly 9312 is located on the platform, and the other end is used for docking with the conveying system 932 at the door; for example, it is set as a conveying belt, conveying chain or other conveying equipment.
  • the position adjusting component is connected with the platform conveying component 9312, and the position adjusting component is used to drive the platform conveying component 9312 to adjust the spatial position;
  • the master control device is respectively connected with the platform conveying component 9312 and the position adjusting component, which can be connected by wired or wireless communication.
  • the device controls the action of the position adjustment component to dock the platform conveying component 9312 with the conveying system 932 at the door; when the rail vehicle does not stop at the preset platform position, the platform conveying device performs position difference compensation in time to optimize docking efficiency.
  • the goods or ULDs described here and below can be exchanged, or use pallets or other cargo carrying equipment, or directly grab the goods for transmission, and the electronic tags can be set on the goods or cargo carrying equipment, and can be customized according to the needs of the system. to set.
  • Position adjustment components such as one or more of vertical adjustment components, vertical adjustment components perpendicular to the track direction, and horizontal adjustment components parallel to the track direction; specifically, the platform conveying device also includes a first chassis 9316 and a position adjustment Components; the first chassis 9316 is used to install the platform conveying component 9312 , and the position adjustment component includes a first direction movement adjustment member 9313 , a second direction movement adjustment member 9315 and a third direction movement adjustment member 9314 .
  • the first direction movement adjusting member 9313 is located on the first chassis 9316, and is used to drive the platform conveying assembly 9312 to move forward and backward along the length direction of the platform conveying assembly 9312;
  • the second direction moving adjusting member 9315 is located on the first chassis 9316, It is used to drive the platform conveying assembly 9312 to move along the width direction of the platform conveying assembly 9312;
  • the third direction movement adjustment member 9314 is located on the first chassis 9316, and is used to drive the platform conveying assembly 9312 to move along the vertical direction of the platform conveying assembly 9312.
  • the first direction movement adjustment part 9313, the second direction movement adjustment part 9315 and the third direction movement adjustment part 9314 have the same structure, such as setting the motor to drive the rack and pinion structure for power drive, more
  • a guide mechanism is also included to guide the movement of the moving adjustment member in various directions, so that the movement is more stable.
  • the first base frame 9316 includes two sets of guide structures, the second driving motor and the nut screw mechanism, the screw rod is connected with the second driving motor, and the nut is set on the screw rod and the nut is fixed on the bottom of the platform conveying assembly 9312, the screw rod and the guide structure are arranged along the width direction of the platform conveying assembly 9312, driven by the second drive motor, the screw mandrel rotates to drive the nut on the platform conveying assembly 9312 Move in the width direction; meanwhile, the bottom of the platform conveying assembly 9312 is also provided with a guide, and the guide cooperates with the guide rail arranged on the first chassis 9316 to guide.
  • the adjustment parts for moving in various directions can be set as required, all within the protection scope of the present application.
  • a platform conveying system 931 is set on the platform, and a vehicle door conveying system 932 is arranged on the rail vehicle.
  • Carry out cargo transportation on rail vehicles realize automatic transmission of goods on rail vehicles and platforms, and at the same time, be able to carry out reasonable division of labor and effective connection, improve the efficiency of cargo transfer, and lay a good foundation for the construction of an integrated transportation system;
  • the platform conveying system 931 includes a platform conveying device connected to the master control device, and the cargo is conveyed through the platform conveying component 9312, so that the cargo can be mutually transmitted between the conveying system 932 at the door and the platform;
  • the platform conveying assembly 9312 is driven to adjust the spatial position by setting the position adjustment assembly, so that the platform conveying assembly 9312 can be docked with the door conveying system 932, further improving the docking efficiency and transmission efficiency, reducing manual operations, and realizing rail transit.
  • the intelligent development of the control conveying system meets the development requirements of modern logistics.
  • the first base frame 9316 is a rectangular frame
  • the third direction movement adjustment member 9314 is located at the top corner of the first base frame 9316
  • the third direction movement adjustment member 9314 includes a third mounting seat 93143, a third Support base 93144, third driving motor 93141 and third lifting mechanism 93142.
  • the third mounting base 93143 is fixedly connected with the first chassis 9316, the third driving motor 93141 and the third elevating mechanism 93142 are respectively fixed on the third mounting base 93143, the third driving motor 93141 is connected with the third elevating mechanism 93142;
  • the lifting mechanism 93142 is set as a lead screw lift and a trapezoidal lift screw, and a coupling is provided between the lead screw lift and the third driving motor 93141, and the lead screw lift, the third driving motor 93141 and the coupling are all arranged on the third mounting seat
  • one end of the trapezoidal lifting screw passes through the third mounting base 93143 and is rotationally connected to the third supporting base 93144, one end of the third supporting base 93144 is in contact with the ground, and the other end is connected to the third lifting mechanism passing through the third mounting base 93143 93142 is connected, and the third drive motor 93141 drives the third elevating mechanism 93142 to move vertically to drive the third mounting base 93143 and the first chassis 9316, thereby real
  • the third direction movement adjustment member 9314 has a simple structure and is convenient for setting. In other embodiments, the third direction movement adjusting member 9314 can be set as required, all of which are within the protection scope of the present application. In one embodiment, in order to facilitate the setting of the movement adjustment parts in various directions, in the vertical direction of the platform conveying assembly 9312, the first direction movement adjustment part 9313, the second direction movement adjustment part 9315 and the third direction movement adjustment part 9314 are set sequentially from top to bottom.
  • the platform conveying assembly 9312 includes a first conveying assembly mounting frame 93121 , several first accumulation rollers 93122 and a driving unit for the first accumulation rollers 93122 .
  • both ends of the length direction of each first accumulation roller 93122 are respectively rotatably connected with the first conveying assembly mounting frame 93121; each first accumulation roller 93122 is arranged along the length direction of the first conveying assembly mounting frame 93121.
  • the driving unit of the first accumulation roller 93122 is arranged on the installation frame 93121 of the first conveying assembly, and the driving unit of the first accumulation roller 93122 is connected with each first accumulation roller 93122 to drive the first
  • the accumulating roller 93122 rotates along its own axis, driving the goods on the first accumulating roller 93122 to move along the conveying direction.
  • the driving unit of the first accumulation drum 93122 can be composed of a driving motor and a driving mechanism.
  • the driving mechanism is such as a gear chain structure, etc., the gear is connected to the driving motor, and the chain is connected to each first accumulation drum 93122; in other embodiments , the structure of the driving unit of the first accumulation drum 93122 can be set as required, all of which are within the protection scope of the present application.
  • the upper surface of the first conveying assembly mounting frame 93121 and both ends along the width direction are provided with first guide strips, and the first guiding strips are along the sides of the first conveying assembly mounting frame 93121. Extending in the length direction, it can be understood that the side wall of the first guide bar and the upper surface of the first conveying assembly mounting frame 93121 form a U-shaped groove to guide and limit the goods and prevent the goods from moving from the width of the first conveying assembly. Orientation tipped and slipped.
  • the car door position detection component which is used to detect the position of the car door of the rail vehicle that has arrived at the station, and the car door position detection component is connected with the master control device; The position of the car door is controlled, and the action of the position adjustment component is controlled to connect the output end of the platform conveying component 9312 with the conveying system 932 at the car door.
  • the vehicle door position detection component can be set as an infrared sensor, an image collector or other detection components, as long as the same technical effect can be achieved.
  • the vehicle door position detection component is a laser ranging sensor.
  • a traveling drive assembly is installed at the bottom of the first underframe 9316, and the traveling driving assembly is connected to the master control device, which controls according to the instructions of the host computer.
  • the travel drive assembly travels along a preset route.
  • the walking drive assembly can be set as a combined structure of a motor and a walking wheel.
  • the general control device controls the walking drive assembly to walk along a preset route, so that the platform conveying assembly 9312 can automatically move to the initial position for storage after completing the operation.
  • the present application further includes a door conveying device 9322, which is arranged on the freight car. Specifically, it includes a second chassis 9323 , an overturning drive assembly 9324 , a first door conveying assembly 93221 and a second door conveying assembly 93222 .
  • the second base frame 9323 is used for detachably connecting on the vehicle floor; the second base frame 9323 is used for installing the first car door conveying assembly 93221, the second car door conveying assembly 93222 and the turning drive assembly 9324, the first car door conveying assembly 93221 and the second door conveying assembly 93222 are arranged in sequence, and the second door conveying assembly 93222 can extend to the door; if arranged in sequence along the width direction of the rail vehicle, the goods in the compartment pass through the first door conveying assembly 93221 and the second door conveying assembly 93221 in sequence The second door conveying assembly 93222 is transported to the door.
  • the first door conveying assembly 93221 and the second door conveying assembly 93222 are configured as reversible structures; or, in one embodiment, one end of the reversing drive assembly 9324 is hinged to the second chassis 9323, The other end is hinged with the second door delivery assembly 93222, so that the second door delivery assembly 93222 can turn over between the first state and the second state, wherein, in the first state, the second door delivery assembly 93222 delivers to the first door
  • the direction of the component 93221 is reversed for shrinking into the compartment of the rail vehicle; in the second state, the second door conveying component 93222 is reversed away from the first door conveying component 93221 to extend to the door and dock with the platform conveying system 931.
  • the first door conveying assembly 93221 in the first state, is in a horizontal state, and the second door conveying assembly 93222 is in a vertical state; in the second state, the first door conveying assembly 93221 and the second door conveying assembly
  • the conveying components 93222 are all in a horizontal state. Therefore, when no work is required, the second door delivery assembly 93222 can be turned over to optimize the interior space of the door and improve space utilization.
  • the turning drive assembly 9324 includes a rotating shaft and a turning driving cylinder.
  • the rotating shaft is arranged along the width direction of the first car door conveying assembly 93221, and the second car door conveying assembly 93222 is set on the rotating shaft and can rotate around the rotating shaft;
  • the side wall of the car door conveying assembly 93222 is hinged, the turning drive cylinder is located below the rotating shaft, and in the length direction of the first car door conveying assembly 93221, there is an interval between the turning driving cylinder and the rotating shaft, so as to realize the second car door conveying assembly 93222's flip.
  • the overturn driving cylinder can be set as a hydraulic cylinder or an air cylinder, etc., and can be set according to the development level of the prior art, all of which are within the protection scope of the present application.
  • both the first vehicle door conveying assembly 93221 and the second vehicle door conveying assembly 93222 include a second conveying assembly mounting frame 9326, a plurality of second accumulation rollers 9327 and a driving unit for the second accumulation rollers 9327.
  • the two ends of the length direction of each second accumulating roller 9327 are rotatably connected with the second conveying assembly mounting frame 9326 respectively; the rotating shaft is located on the second conveying assembly mounting frame 9326;
  • the second conveying assembly is installed on the frame 9326, so that the structure at the junction of the first car door conveying assembly 93221 and the second car door conveying assembly 93222 is more compact.
  • the driving unit of the second accumulation roller 9327 is connected with each second accumulation roller 9327 to drive the second accumulation roller 9327 to rotate along its own axis.
  • the structure of the second conveying assembly mounting frame 9326 can be set with reference to the above-mentioned structure of the first conveying assembly mounting frame 93121.
  • the driving unit of the second accumulation drum 9327 can also refer to the driving unit of the first accumulation drum 93122. structure is set.
  • the upper surface of the second conveying assembly mounting frame 9326 and the two ends along the width direction are provided with second guide strips, and the second guiding strips extend along the length direction of the second conveying assembly mounting frame 9326.
  • the guide bar guides the movement of the ULD on the second conveyor assembly.
  • the structure of the second guide bar can be set with reference to the structure of the above-mentioned first guide bar, and will not be repeated here.
  • the container in-position detection assembly 9325 which is located on the second chassis 9323 of the first door conveying assembly 93221, and the container in-position detection assembly 9325 is used to check the movement to the first car door
  • the ULD at the preset position on the conveying component 93221 performs in-position detection; the ULD in-position detection component 9325 can be set as a position switch, an infrared sensor, etc., and the master control device is connected with the ULD in-position detection component 9325, and the master control device Pick up the goods from the first door conveying assembly 93221 according to the arrival signal of the container, and put them on the shelf; or put the goods from the shelf on the first door conveying assembly 93221, and the master control device according to the arrival signal of the container
  • the second vehicle door conveying assembly 93222 can be controlled to turn over to a horizontal state.
  • the present application also provides a platform conveying system 931, including a platform control device 9311 and a platform conveying device connected thereto.
  • the platform conveying device includes: a platform conveying assembly 9312 for conveying goods, and a platform conveying assembly One end of 9312 is located on the platform, and the other end is used for docking with the conveying system 932 at the door; the position adjustment component is connected with the platform conveying component 9312, and the position adjusting component is used to drive the platform conveying component 9312 to adjust the spatial position; the platform control device 9311 is respectively Connected with the platform conveying component 9312 and the position adjusting component, the platform control device 9311 controls the action of the position regulating component to dock the platform conveying component 9312 with the conveying system 932 at the door.
  • the master control device includes a platform control device 9311 and a vehicle door control device 9321, and the master control device is respectively connected with the platform control device 9311 and the vehicle door control device 9321 through wireless communication for remote control.
  • the platform control device 9311 can be manually controlled, such as being set as control devices such as control buttons or switches, all of which are within the protection scope of the present application.
  • the present application also provides a delivery system 932 at the door, including a door control device 9321 and a door delivery device 9322, the door delivery device 9322 is used to be fixed at the door of a rail vehicle, and the door delivery device 9322 and The car door control device 9321 is connected, and the car door conveying device 9322 includes: a second chassis 9323, which is used to detachably connect to the vehicle floor; a first car door conveying assembly 93221 and a second car door conveying assembly 93222, respectively located On the second chassis 9323, the first car door conveying assembly 93221 and the second car door conveying assembly 93222 are arranged in sequence, and the second car door conveying assembly 93222 can extend to the door;
  • the bottom frame 9323 is hinged, and the other end is hinged with the second door conveying assembly 93222; the door control device 9321 controls the turning drive assembly 9324 to move, so that the second door conveying assembly 93222 can turn over between the first state
  • the door control device 9321 communicates with the vehicle control system to receive the door signal.
  • the door opening signal is sent to the door control device 9321, so that the second door conveying assembly 93222 turns away from the first door conveying assembly 93221.
  • the specific operation process is as follows: when the rail vehicle stops at the station, the master control device controls the action of the turning drive assembly, so that the second door conveying assembly is turned over to the second state, and the first door conveying assembly and the second door conveying assembly are in a horizontal state; The master control device controls the position adjustment component to adjust the spatial position of the platform conveying component according to the received operation instructions, and gives feedback through the door position detection component, so that the platform conveying component is docked with the second door conveying component; after docking, the master control device , to control the stacking system to perform corresponding actions.
  • a platform conveying system 931 is set on the platform, and a vehicle door conveying system 932 is arranged on the rail vehicle.
  • Carry out cargo transportation on rail vehicles realize automatic transmission of goods on rail vehicles and platforms, and at the same time, be able to carry out reasonable division of labor and effective connection, improve the efficiency of cargo transfer, and lay a good foundation for the construction of an integrated transportation system;
  • the platform conveying system 931 includes a platform conveying device connected to the master control device, and the cargo is conveyed through the platform conveying component 9312, so that the cargo can be mutually transmitted between the conveying system 932 at the door and the platform;
  • the platform conveying assembly 9312 is driven to adjust the spatial position by setting the position adjustment assembly, so that the platform conveying assembly 9312 can be docked with the door conveying system 932, further improving the docking efficiency and transmission efficiency, reducing manual operations, and realizing rail transit.
  • the intelligent development of the control conveying system meets the development requirements of modern logistics.
  • the present application also provides a rail vehicle, including a freight car, and the door of the freight car is provided with a delivery system 932 at the door of any one of the above-mentioned embodiments, because the rail vehicle adopts the delivery system 932 at the door of the above-mentioned embodiment , so please refer to the above-mentioned embodiments for the beneficial effects of the rail vehicle.
  • the freight compartment also includes a shelf and a stacker, and the stacker is connected to the conveying system 932 at the door to move the ULD on the first door conveying assembly 93221 to the shelf for storage.
  • Fig. 8 is a schematic diagram of the axonometric structure of a rail vehicle stacking system provided by an embodiment of the present application
  • Fig. 9 is a schematic diagram of the front view of Fig. 8
  • Fig. 10 is a schematic diagram of the lateral structure of Fig. 8
  • the present application also provides a stacking system 91 , which includes a stacker frame 911 , a pallet fork 912 , a driving device and a control device 913 for the stacker.
  • the stacker frame 911 is preferably a rectangular frame, and each edge of the rectangular frame can be detachably connected to facilitate production and processing.
  • the pallet forks 912 are located on the stacker frame 911 and are used to pick and place the container.
  • the stacker travel driving device is also located on the stacker frame 911, and is used to drive the stacker to travel in the rail vehicle.
  • the stacker travel driving device can be composed of a motor and a traveling wheel.
  • a preset track such as a slide rail, is set on the floor of the rail vehicle, which cooperates with the traveling wheels to provide a preset track for the travel of the stacker driving device to simplify the control operation.
  • the structure of the travel driving device of the stacker can be set as required, as long as the same technical effect can be achieved.
  • the control device 913 is connected with the vehicle master control system, and the control device 913 is respectively connected with the fork 912 and the stacker travel drive device, and the control device 913 is used to control the stacker travel drive device to travel to the position corresponding to the rail vehicle shelf, And control the movement of the pallet fork 912 to pick and place the ULD, so as to take away the ULD on the car door conveying system, or send the ULD on the rail vehicle shelf to the car door conveying system.
  • the control device 913 of the stacking system can receive the signal sent by the vehicle master control system to make a corresponding working state. For example, when the vehicle master control system sends a signal to the control device 913 that it is about to arrive at the station, the control device 913 will carry out the process according to the arrival signal. corresponding action.
  • the stacking system 91 of a rail vehicle provided in the embodiment of the present application has the following technical effects:
  • control device 913 is respectively connected with the pallet fork 912 and the travel driving device of the stacker, so that the travel drive device of the stacker can be controlled to travel to the position corresponding to the rail vehicle shelf, and the movement of the pallet fork 912 is controlled to remove the container. put. It is set up to realize the automatic pick-up and release of goods, improve the automation of rail vehicles, improve the speed and efficiency of logistics turnover, and provide a foundation for the construction of an integrated transportation network.
  • a code scanning device 9110 is also included, which is fixed on the stacker frame 911.
  • the code scanning device 9110 is used to scan the code of the ULD,
  • the container information is sent to the control device 913; the control device 913 determines the position information of the goods on the shelf according to the container information, and controls the stacker driving device to travel to the position corresponding to the rail vehicle shelf according to the position information.
  • the carrier of the information on the container can be set as an electronic label fixed on the container, such as a two-dimensional code or a bar code.
  • it also includes a power drive device for a pallet fork 912, one end of which is fixed on the stacker frame 911, and the other end is connected with the pallet fork 912; Move; the power drive device of the pallet fork 912 is connected with the control device 913, and the control device 913 is used to control the power drive device of the pallet fork 912 to drive the pallet fork 912 to move along the width direction running through the stacker frame 911, so as to move the goods from the stacker One end in the width direction of the frame 911 passes through the stacker frame 911 and moves to the other end.
  • the width direction of the stacker frame 911 is perpendicular to the direction of travel of the stacker frame 911, and the two ends of the width direction of the stacker frame 911 correspond to the door conveying system and the rail vehicle shelf respectively. This is so that when the fork 912 moves along the width direction through the stacker frame 911, the goods can be reciprocated from the door conveying system and the rail vehicle shelf, so as to optimize the movement direction of the fork 912 according to the internal space of the rail vehicle. Improve space utilization and simplify transportation routes.
  • Figure 11 is an enlarged schematic view of the partial structure in Figure 10
  • Figure 12 is a schematic top view of Figure 11
  • Figure 13 is a first cross-sectional structural schematic view of the fork provided by the embodiment of the present application
  • Figure 14 is a schematic view of the fork provided by the embodiment of the present application
  • the second sectional structure schematic diagram of the fork Fig. 15 is the third sectional structural schematic diagram of the fork provided by the embodiment of the present application
  • Fig. 16 is the enlarged partial structure schematic diagram of Fig. 4
  • Fig. 17 is the enlarged partial structural schematic diagram of Fig. 16 .
  • the power driving device of the fork 912 includes a power driving part of the fork 912, and the power driving part of the fork 912 includes a power part 91251 of the fork and a driving part of the fork 912, and a power part of the fork 91251 It is a motor, and the driving part of the pallet fork 912 includes a driving gear 91252 and a driving rack 91253 matched therewith.
  • the driving rack 91253 is fixed on the pallet fork 912 and arranged along the length direction of the pallet fork 912; 91252 are located on the stacker frame 911 respectively, and the power part 91251 of the pallet fork is connected with the driving gear 91252 to drive the driving gear 91252 to rotate, drive the driving rack 91253 and the pallet fork 912 to move.
  • the power driving part of the pallet fork 912 can be set as a slider slide rail mechanism, which can be set as required.
  • the pallet fork 912 includes a fixed pallet 9128, a first-stage pallet fork 9121 and The secondary fork 9122 and the fixed fork 9128 are fixed on the stacker frame 911, the primary fork 9121 can move relative to the fixed fork 9128, and the secondary fork 9122 can move relative to the primary fork 9121.
  • the sliding drive mechanism can respectively perform multi-stage extension or retraction, which can meet the position requirements of the container and optimize the space setting when retracting, so that the fork 912 will not hinder the normal travel of other equipment.
  • the power drive device of the forks 912 is connected with the secondary forks 9122 to drive the secondary forks 9122 to move relative to the fixed forks 9128 .
  • the rack power driving device in the width direction of the stacker frame 911 , further includes: an extending chain 9127 and a retracting chain 9123 .
  • the first end of the protruding chain 9127 is fixedly connected to the rear end of the fixed fork 9128; It extends to the front end of the upper wall of the first-level fork 9121, extends to the rear end of the upper wall of the first-level fork 9121, and is fixed to the rear end of the lower wall of the second-level fork 9122; extends the chain 9127 and the front end of the first-level fork 9121 Sliding connection; the first end of the retracting chain 9123 is fixedly connected to the front end of the fixed fork 9128, and the second end is wound from the front end of the fixed fork 9128 and the rear end of the lower wall of the first-level fork 9121 to the first-level fork
  • the front end of the upper wall of 9121 extends forward from the front end of the upper wall of the first-level cargo fork 9121, and is fixed with the front end of the lower wall of the second-level cargo fork 9122;
  • the rack power drive device also includes an extension sprocket 91272 and a retraction sprocket 91232 .
  • the sprocket wheel 91272 is fixed on the front end of the first-level cargo fork 9121 and can rotate along its own axis.
  • the sprocket wheel 91272 is engaged with the chain 9127 to prevent the chain 9127 from directly contacting the first-level cargo fork 9121.
  • the retracting sprocket 91232 is fixed on the rear end of the first-stage fork 9121 and can rotate along its own axis, and the retracting sprocket 91232 cooperates with the retracting chain 9123 .
  • the front end of the first-level cargo fork 9121 is provided with a vertically extending pulley mounting hole for installing the extending sprocket 91272; Retract Pulley Mounting Hole for Retract Sprocket 91232.
  • the shelf power drive device also includes an extending chain support plate 91271 and a retracting chain support plate 91231 .
  • the protruding chain supporting plate 91271 is respectively fixed on the upper wall of the fixed fork 9128 and the first-level fork 9121, and is extended along the length direction to support the protruding chain 9127;
  • the retracting chain supporting plate 91231 is respectively fixed on the fixed The upper walls of the pallet fork 9128 and the primary pallet fork 9121 extend along the length direction, and are used to support the retraction chain 9123 .
  • problems such as overlapping, misalignment or winding of idle chains are prevented, ensuring a uniform position and reducing the number of failures.
  • the rack power drive device also includes a guide assembly, which includes a guide block 91241 and a guide groove 91242 .
  • the guide block 91241 is fixed on the upper wall of the fixed fork 9128, and is arranged along the length direction of the fixed fork 9128; Setting; the guide block 91241 is preferably located on the width centerline of the fixed fork 9128, and the guide groove 91242 is set accordingly. Therefore, it is set to prevent the fixed fork 9128 from shaking in the width direction and improve the stability of the fork 912 during the sliding process.
  • the side wall of the guide block 91241 is provided with a limit guide groove 91243 extending along the length direction of the fixed fork 9128; Bit guide block 91244. Vibration of the fixed fork 9128 in the vertical direction is limited by the limit guide groove 91243 and the limit guide block 91244, so as to further improve the stability in the vertical direction during the sliding process.
  • the guide block 91241 is respectively fixed on the upper wall of the fixed fork 9128 and the upper wall of the first-stage fork 9121, and is arranged along the length direction of the fork 912;
  • the limit guide groove 91243 is extended in the length direction of the fork 912;
  • the guide groove 91242 is respectively fixed on the lower wall of the first-level fork 9121 and the lower wall of the second-level fork 9122, and is arranged along the length direction of the fork 912;
  • a limit guide block 91244 that cooperates with the limit guide groove 91243 is provided on the side wall of the guide groove 91242 .
  • the number of guiding blocks 91241 is several, and the guiding blocks 91241 are respectively arranged at intervals along the length direction of the pallet fork 912 .
  • each group of forks 912 is respectively connected to a driving part of the fork 912; the power part 91251 of the fork drives each group of forks 912 respectively through the driving parts of each fork 912. Synchronized actions.
  • Each set of forks 912 includes a fixed fork 9128, a primary fork 9121, a secondary fork 9122, an extension chain 9127 and a retraction chain 9123, respectively.
  • the pallet fork 912 driving parts of two groups of cargo forks 912 are driven by the same rotating shaft, and the two ends of the length direction of the rotating shaft are respectively provided with driving gears 91252 to cooperate with the driving racks 91253 of each group of pallet forks 912 respectively.
  • the power part 91251 of the cargo fork drives the rotating shaft to rotate, and then drives the driving gear 91252 to rotate.
  • One fork power part 91251 drives two groups of forks 912 to move synchronously through the driving parts of each fork 912 respectively.
  • the extending chain 9127 and the retracting chain 9123 are arranged symmetrically along the centerlines of the two groups of forks 912, so as to optimize the structure of the device.
  • the specific synchronous telescopic operation process is: the control device 913 controls the power part 91251 of the fork to start according to the action command received, the power part 91251 of the fork drives the driving gear 91252 to rotate, and the driving rack 91253 on the first-level fork 9121 is driving The rotation of the gear 91252 moves down, and the first-level cargo fork 9121 stretches out.
  • the stretched out chain 9127 rotates around the stretched out sprocket 91272, and the part of the stretched out chain 9127 positioned at the lower wall end of the first-level cargo fork 9121 increases, and is located at the first-level
  • the protruding chain 9127 on the upper wall of the fork 9121 is partially shortened, and at the same time, the secondary fork 9122 is pushed forward to extend forward.
  • the retracting chain 9123 is located at the primary fork under the pulling force of the secondary fork 9122.
  • the part of the retraction chain 9123 on the upper wall of the 9121 is increased, and the part of the retraction chain 9123 located on the lower wall of the primary fork 9121 is shortened, and the retraction chain 9123 is passive; when the fork 912 needs to be retracted, the fork power part 91251 Drive the drive gear 91252 to rotate in reverse, and the drive rack 91253 retracts under the rotation of the drive gear 91252.
  • the retraction chain 9123 on the lower wall of the first-level cargo fork 9121 is in a tensioned state, and at the same time it is located on the first-level cargo
  • the retraction chain 9123 on the upper wall of the fork 9121 moves through the retraction sprocket 91232, and the length of the retraction chain 9123 on the lower wall of the first-level cargo fork 9121 increases, and the length of the retraction chain 9123 on the upper wall of the first-level cargo fork 9121 increases.
  • the secondary pallet fork 9122 is pulled back, thereby to realize the process of synchronous telescopic expansion of the primary pallet fork 9121 and the secondary pallet fork 9122.
  • the above-mentioned device has a simple structure, is easy to install, can realize synchronous expansion and contraction, simplifies synchronous control operations, and improves efficiency.
  • the walking drive device of the stacker also includes a walking power part and a walking driving part.
  • the walking driving part includes a walking driving gear 91252 and a walking driving rack 91253 matched with it.
  • the walking power part is connected with the walking driving gear 91252, and the walking driving rack 91253 is used to be fixed on the ground rail of the rail vehicle, and the traveling power part drives the traveling drive gear 91252 to rotate to drive the stacker frame 911 to advance along the ground rail.
  • the rack and pinion mechanism improves walking and positioning accuracy and reduces walking errors.
  • the walking drive device of the stacker also includes a walking guide mechanism, the walking guide mechanism includes a walking chute and a walking slider, the walking chute is arranged along the length direction of the stacker frame 911, and the walking slider is used to be fixed on the track On the ground rail of the vehicle, the travel chute and the travel slider guide the movement of the stacker frame 911 on the ground rail.
  • the walking guide mechanism includes a walking chute and a walking slider
  • the walking chute is arranged along the length direction of the stacker frame 911
  • the walking slider is used to be fixed on the track On the ground rail of the vehicle, the travel chute and the travel slider guide the movement of the stacker frame 911 on the ground rail.
  • a lifting and lowering driving device of the pallet fork 912 is also included, and the lifting and lowering driving device of the pallet fork 912 includes a lifting plate 9161 , a lifting power part of the pallet fork 9151 and a lifting and lowering driving device of the pallet fork 9171 .
  • the lifting plate 9161 is located in the rectangular frame and can move vertically in the rectangular frame, the fixed fork 9128 is fixed on the lifting plate 9161; the lifting power part 9151 of the fork is fixed on the bottom plate of the stacker frame 911,
  • the fork lift drive part 9171 is vertically arranged along the stacker frame 911, one end of the fork lift drive part 9171 is connected with the fork lift power part 9151, and the other end is connected with the lift plate 9161, and the fork lift power part 9151 is driven
  • the fork lifting driving part 9171 acts to drive the lifting plate 9161 and the fork 912 to move vertically.
  • the fork lift drive part 9171 is a nut screw mechanism
  • the lead screw is connected with the fork lift power part 9151 to drive its rotation
  • the lead screw is arranged along the vertical side wall of the rectangular frame of the stacker frame 911, preferably
  • there is also a screw mounting beam the two ends of the screw mounting beam are respectively fixedly connected with the rectangular frame, and a bearing is arranged between the screw and the screw mounting beam.
  • Nuts are fixed on a group of opposite side edges of the lifting plate 9161, and the nuts are sleeved on the leading screw.
  • the above-mentioned stacking system 91 also includes an anti-collision buffer device 914, which is used to prevent collisions when the stacker frame 911 and the rail vehicle contact Buffering, anti-collision buffering devices 914 are respectively fixed on both ends of the stacker frame 911 in the length direction.
  • the anti-collision buffer device 914 can be set as a buffer member such as rubber or a spring, which can be set according to the development level of the prior art, all of which are within the protection scope of the present application.
  • the collector device 918 includes a collector guide rail and a collector; the collector guide rail is fixed on the roof of the rail vehicle and extends along the longitudinal direction of the rail vehicle; the collector is fixed on the stacker frame 911 The top of the top, and detachable connection, the current collector cooperates with the current collector guide rail to provide power for the operation equipment of the stacking system 91 .
  • the overall structure of the rail vehicle can be optimized without resetting the wiring of the rail vehicle power system, simplifying cables and facilitating disassembly and assembly.
  • the stacker frame 911 is a rectangular frame, and the rectangular frame includes a top frame, a side frame and a bottom frame, and any two of the top frame, the side frames and the bottom frame are detachably connected. Both the side frame and the bottom frame are lightweight aluminum strips to reduce the overall weight; the top frame is provided with a collector device 918, and the bottom frame is provided with a stacker driving device.
  • the control device 913 is located at the outer bottom of the rectangular frame to optimize the overall space of the rectangular frame.
  • the positioning pieces 919 are located at the two ends of the length direction on the top frame.
  • the positioning pieces 919 are used to cooperate with the sky rail of the rail vehicle for positioning and guiding, so as to prevent the stacker frame 911 from moving in the width direction. Rocking occurs; in the width direction of the top frame, the positioning member 919 is located at the center of the top frame.
  • It also includes an encoder and a code ruler, which are respectively fixed on the top frame for precise positioning.
  • the sliding distance of the stacker frame 911 is accurately measured by the encoder and the code ruler, so as to improve the distance detection accuracy.
  • other forms of distance measurement or position positioning may also be used, all of which are within the protection scope of the present application.
  • the specific operation process is: the control device 913 controls the action of the fork lifting power part 9151 according to the received action command, and the action of the fork lifting driving part 9171 to drive the lifting plate 9161 and the fork 912 to move vertically until the preset height, At this preset height, the height of the pallet fork 912 is equal to that of the first door conveying assembly, so that the pallet fork 912 can fork up or put down the container; and control the activation of the pallet fork power part 91251 and drive the pallet fork 912
  • the driving part acts, so that the first-level fork 9121 and the second-level fork 9122 are extended synchronously, and after the container on the first door conveying assembly is forked, the fork 912 is controlled to retract to the initial position; and the sweeper is controlled.
  • the code device 9110 scans the code on the electronic label on the container, obtains the stacking position information of the container according to the scanned code information, and controls the movement of the walking power part and the driving part to drive the stacker frame 911 along the ground.
  • the rail travels to the preset position of the shelf, and controls the action of the fork lifting drive part 9171 according to the stacking position information, adjusts the height matching of the stacking position of the pallet fork 912, and drives the drive part of the pallet fork 912 again to make the goods
  • the fork 912 is stretched out in reverse, and the container on the fork 912 is transferred to the stacking position, and the transfer of the container from the door conveyor system to the shelf system is completed. It can be understood that when the goods are taken out, the container is executed The opposite operation process of the above.
  • Figure 18 is a schematic front view of a shelf system provided by the embodiment of the present application
  • Figure 19 is a schematic front view of the structure of Figure 18
  • Figure 20 is a schematic view of the lateral structure of Figure 18
  • Figure 21 is a schematic view of the racking system provided by the embodiment of the present application
  • Figure 22 is a schematic diagram of the installation structure of the vertical support frame provided by the embodiment of the present application
  • Figure 23 is a schematic structural diagram of the tensioning device provided by the embodiment of the present application.
  • the rail vehicle racking system provided by the present application includes a frame body 921 , a bottom mounting plate 923 and a tensioning device 922 .
  • the frame body 921 extends along the longitudinal direction of the rail vehicle.
  • the frame body 921 includes a conveying lane 924 and a storage area for storing goods.
  • the conveying lane 924 is used for the running of the conveying device, and the conveying device, such as a stacker or a mechanical arm, is used for grabbing and conveying the goods.
  • auxiliary equipment such as tracks can be set on the conveying roadway 924, which can be set according to actual needs.
  • the conveying lane 924 is arranged along the longitudinal extension of the rail vehicle, and the storage area is located on both sides of the conveying lane 924 .
  • the bottom mounting plate 923 is detachably connected to the bottom of the frame body 921 for fixing the frame body 921 to the floor of the rail vehicle.
  • the frame body 921 and the bottom mounting plate 923 are detachably connected to facilitate disassembly.
  • the tensioning device 922 is located outside the frame body 921 and is used to fix the frame body 921 to the roof and/or side wall of the rail vehicle.
  • a rail vehicle racking system provided in the embodiment of the present application has the following technical effects:
  • the frame body 921 is used as an independent unit, and a bottom mounting plate 923 is provided at its bottom to fix the frame body 921 and the floor of the rail vehicle, and the frame body 921 is connected to the roof and/or side wall of the rail vehicle by a tensioning device 922 Fixed, thus during installation, the frame body 921 can be processed as a whole and loaded into the compartment, and then connected, simplifying the installation operation and steps, and improving installation efficiency; at the same time, the frame body 921 is provided with a conveying roadway 924 and cargo storage Area, in order to cooperate with the conveying device, provide the basis for automatic conveying and storage.
  • the tensioning device 922 includes several roof tensioning assemblies 9221 and several side wall tensioning assemblies 9222 .
  • the roof tensioning assembly 9221 is located on the top of the frame body 921, and the roof tensioning assembly 9221 is used for detachable connection with the roof of the rail vehicle;
  • the side wall tensioning assembly 9222 is located on the side of the frame body 921, and the side wall tensioning assembly 9222 is used for For detachable connection to the side wall of the rail vehicle.
  • the roof tensioning assembly 9221 and the side wall tensioning assembly 9222 have the same structure, so as to facilitate production and processing.
  • the top plate tensioning assembly 9221 and the side wall tensioning assembly 9222 respectively include a first hinge seat 92221, a first screw rod 92222, a lock nut 92223, a second screw rod 92224, a second hinge seat 92225 and a fixing piece 92226 arranged in sequence , the first hinged seat 92221 is hinged with the first screw 92222, the second screw 92224 is hinged with the second hinged seat 92225, the two ends of the lock nut 92223 are threaded with the first screw 92222 and the second screw 92224 respectively, and the first hinged seat 92221 is detachably connected with the frame body 921, and the fixing part 92226 is used for detachably connected with the roof or side wall of the rail vehicle.
  • the length of the tensioning assembly is adjusted to connect the frame body 921 with the top board or the side wall.
  • the ground rails 926 extend along the longitudinal direction of the rail vehicle, the ground rails 926 are located at the bottom of the conveying roadway 924, and are connected to the bottom mounting plate 923 is detachably connected, and ground rails 926 are preferably located at both ends of the conveying roadway 924 in the width direction.
  • the ground rail 926 is used for sliding cooperation with the conveying device, so that the conveying device can move in the conveying tunnel 924 .
  • the limit blocks of the ground rails 926 are respectively located at the ends of the length direction of each ground rail 926 , and the limit blocks of the ground rails 926 are fixedly connected with the bottom mounting plate 923 .
  • the limit block of the ground rail 926 prevents the conveying roadway 924 from slipping out of the ground rail 926, improving the sliding safety.
  • the frame body 921 includes a top support frame 9210 and several vertical support frames 9213 .
  • the top support frame 9210 is fixedly connected with the top plate of the rail vehicle; the top of the vertical support frame 9213 is fixed to the top support frame 9210, and the bottom end of the vertical support frame 9213 is fixed to the bottom mounting plate 923; preferably each vertical support frame
  • the bottoms of 9213 are provided with bottom mounting plates 923, and the vertical support frames 9213 are respectively arranged horizontally and vertically along the top support frame 9210.
  • the area and the conveying lane 924, the conveying lane 924 is located in the middle, preferably the storage area is arranged symmetrically on both sides of the conveying lane 924.
  • the vertical support frame 9213 includes a support beam 92133.
  • connecting beams 9214 are arranged between the support beams 92133 of adjacent vertical support frames 9213 arranged longitudinally.
  • the support beams 92133 and the connecting beams 9214 form a set
  • the container stacking position is used to support the container.
  • the stacking position preferably forms a rectangular frame to ensure bearing capacity and improve stability.
  • the top support frame 9210 includes several top longitudinal beams 9212 and several top cross beams 9211, the top longitudinal beams 9212 are arranged along the transverse direction of the rail vehicle, and extend along the longitudinal direction of the rail vehicle and are arranged in parallel; the top cross beams 9211 are arranged along the longitudinal direction of the rail vehicle Arranged and perpendicular to the top longitudinal beam 9212, the top cross beam 9211 is detachably connected to the top longitudinal beam 9212. It is thus set to increase the bearing capacity of the top support frame 9210 and provide installation points for the installation of the vertical support frame 9213 .
  • the vertical support frame 9213 includes a first vertical column 92131 and a second vertical column 92132, and the two ends in the length direction of the support beam 92133 are respectively connected to the first vertical column 92131 and the second vertical column. 92132 connected, the support beam 92133 is set along the horizontal direction; the structure of the first vertical column 92131 and the second vertical column 92132 is the same, so as to facilitate production and processing.
  • the vertical support frame 9213 is located at the intersection of the top longitudinal beam 9212 and the top cross beam 9211, that is, the top ends of the first vertical column 92131 and the second vertical column 92132 are respectively located at the intersection of the top longitudinal beam 9212 and the top cross beam 9211, the first The bottom ends of the vertical column 92131 and the second vertical column 92132 are respectively located on the bottom mounting plate 923 .
  • the number of supporting beams 92133 is at least two, set according to the heights of the first vertical column 92131 and the second vertical column 92132, the first vertical column 92131 and the second vertical column 92131 The height of the column 92132 is set according to the vertical height of the carriage of the rail vehicle.
  • the connecting beam 9214 includes an end connecting beam 92142 and an intermediate connecting beam 92141.
  • the end connecting beams 92142 are located at both ends of the lengthwise direction of the supporting beam 92133, and the end connecting beams 92142 are respectively connected to the longitudinally arranged
  • the adjacent vertical support frames 9213 are fixedly connected; the intermediate connecting beam 92141 is located at the center of the supporting beam 92133 . It is thus provided to increase the connection strength of the device.
  • a positioning protrusion 929 is also included.
  • the positioning protrusion 929 is fixed on the upper surface of the connecting beam 92142 at the end, and is used to cooperate with the positioning groove of the container to align the container. device for positioning.
  • the positioning protrusion 929 is preferably a positioning pin, and the diameter of the positioning pin decreases sequentially from bottom to top. It can be understood that a positioning groove is provided on the bottom wall of the container to cooperate with the positioning pin.
  • the sky rail 927 extends longitudinally along the rail vehicle, the sky rail 927 is located at the top of the conveying roadway 924, and is fixed with the frame body 921, and the sky rail 927 It is used to cooperate with the conveying device for positioning and guiding; the sky rail 927 is preferably set on the transverse centerline of the rail vehicle.
  • the trolley line 928 extends along the longitudinal direction of the rail vehicle.
  • the trolley line 928 is located on the top of the conveying roadway 924 and is detachably connected to the frame body 921.
  • the trolley line 928 is used to cooperate with the collector of the conveying device to carry out transportation for the conveying device. powered by.
  • the cooperation of the trolley line 928 and the current collector makes it unnecessary for the conveying device to be connected to the power supply system of the rail vehicle through a cable, which simplifies the setting of the cable and reduces the cost.
  • each top beam 9211 includes several sections of roof sub-beams extending in sequence along the transverse direction, and the two ends of each section of the top sub-beam in the length direction are respectively detachably connected to the top longitudinal beam 9212 . Therefore, it is set so that the lateral length of the frame body 921 can be adjusted according to needs, so as to adapt to different vehicle models and improve the versatility of the device. At the same time, when there is an installation error in the top beam 9211, the length of each section of the top beam can be adjusted in time to adapt in time, without the need to replace the frame body 921 again, reducing maintenance costs.
  • the fixed corner piece includes a first plate portion and a second plate portion, the first plate portion and the second plate portion are vertically arranged, and preferably the structure of the first plate portion and the second plate portion is the same, and the first plate portion and the second plate portion Mounting through holes and mounting slide holes are respectively arranged on the upper part to cooperate with threaded fasteners.
  • the connection relationship between the above-mentioned components makes it easy to disassemble and assemble when a certain component is damaged and needs to be replaced, reducing the maintenance cost. At the same time, the parts are connected by fixed corner fittings to further improve the connection strength.
  • a bottom connecting block is also included, and the bottom connecting block is located on the bottom wall of the bottom mounting plate 923; To pass through the bottom mounting plate 923 and the bottom connecting block for fixing with the floor of the rail vehicle.
  • the setting of the connecting block at the bottom prevents the threaded fastener from penetrating through the bottom mounting plate 923, increases the thread area and improves the connection stability.
  • the adjacent vertical supporting frames 9213 arranged in the longitudinal direction are provided with preset intervals to form at least one horizontal conveying lane 925 , and the transverse conveying lane 925 runs through the frame body 921 along the transverse direction.
  • the preset interval is greater than the interval between the adjacent vertical support frames 9213 arranged longitudinally and forming the stacking position.
  • the preset interval is greater than the length of the connecting crossbeam 9214;
  • the required width of the conveying system is set, and the number of transverse conveying lanes 925 is at least two, so as to set several docking places in the carriage, further improve the docking and conveying efficiency of goods with the conveying system at the door, and further improve the degree of automation.
  • Fig. 24 is a schematic flowchart of a storage management method for rail vehicles provided by an embodiment of the present application. As shown in Figure 24, in a specific implementation manner, the storage management method for rail vehicles provided by the present application includes:
  • ULD information generally includes ULD information including cargo on-station information, cargo arrival information, cargo attribution information and cargo characteristic information.
  • Cargo attribution information such as the identity information of the belonging passenger, seat number and other information; cargo characteristic information such as storage conditions (such as storage temperature, humidity, etc.), cargo attributes, and other cargo identification information, etc.
  • the acquisition method can be obtained by scanning the electronic label on the container through the code scanning device.
  • S942 Allocate a stacking position for the ULD to be put into storage according to the ULD information, and bind and store the ULD with the assigned stacking position;
  • S943 Issue an instruction to move the ULDs to be put into storage to the assigned stacking positions for storage.
  • the conveying equipment can be a mechanical arm, a stacker or other equipment, which can be set as required.
  • the ULD information of the ULD to be put into the warehouse After obtaining the ULD information of the ULD to be put into the warehouse, allocate a stacking position for the ULD to be put into the warehouse according to the ULD information, and bind the ULD to the assigned stacking position and storage, and control the corresponding conveying equipment to move the ULDs to be stored to the allocated stacking positions for storage.
  • the above method and system enable the ULDs and stacking positions to be bound one by one, and can be obtained in time
  • the allocation information of the stacking position of the warehouse is convenient for subsequent management and operation of the stacking position of the warehouse, and it can be connected with other systems in the logistics park system to meet the needs of modern storage and multimodal transportation.
  • assign stacking positions for the ULDs to be put into storage according to the ULD information including:
  • the cargo station information of the cargo loaded in the ULD includes the on-station information of the cargo and the arrival information of the cargo.
  • Determine the journey type of the loaded goods according to the cargo station information for example, determine the journey type of the goods according to the number of stations and the duration of the journey, determine the storage area corresponding to the ULD to be put into the warehouse through the journey category, and store The stacking position corresponding to the ULD to be put into storage in the area.
  • Journey types can be divided into long-distance or short-distance, and determine the storage area of the container according to the type of journey, so as to place the container according to the long-distance type or short-distance type, so as to optimize the overall storage space of the warehouse and optimize the conveying equipment the transfer route.
  • the journey type of the loaded cargo is determined according to the cargo station information, specifically including:
  • the type of journey of the loaded goods is considered It is a long-distance type; when the number of stops between the arrival of the goods and the current platform is less than the preset number of stops, it is considered that the journey type of the loaded goods is a short-distance type.
  • the preset train timetable includes the current train number, the name of the station and the time of arrival, which is a mature prior art.
  • the preset number of stops can be set to three, and corresponding settings are made according to different operating routes and different preset train timetables.
  • the storage area corresponding to the ULD to be put into storage and the stacking position corresponding to the ULD to be put into storage in the storage area are determined through the category of the journey, specifically including:
  • the preset rule may be random distribution, or the distribution may be made according to the arrangement rule from far to near.
  • the method further includes:
  • S944 Judging whether the ULD arrival instruction for the stacking position has been received, if so, consider that the ULD to be put into the warehouse has been put into the warehouse, and update the stacking position list information, the stacking position list information includes the ULD and its corresponding The binding relationship of the stacking position.
  • Devices such as position switches or pressure sensors are installed at the stacking position, and when the container moves to the stacking position, the container is sent to the position instruction, so that the next operation can be performed according to the instruction. After the ULD is put into storage, update the stacking position list information.
  • the method also includes:
  • S945 When receiving the outbound instruction, determine the pre-outbound ULD according to the arrival information of the pre-arrival station; generally, the outbound instruction is issued by the vehicle master control system, usually some time before the actual arrival time , if the delivery order is issued 15 minutes in advance, there is enough time for the delivery of the ULD to prepare for delivery. Determine the pre-delivery ULDs based on the pre-arrival information and the stacking position list information.
  • S946 and determine the position of the stacking position according to the pre-delivered ULD and the list information of the stacking position;
  • step S947 the method also includes:
  • step S945 the method also includes:
  • the method further includes:
  • the warning number of stacking positions can be 4, and when the number of pre-arrived ULDs to be put into storage is greater than 4, a warning alarm can be issued .
  • the warning number of stacking positions can be set as required.
  • step S941 specifically includes:
  • the container information of the container to be stored by reading the electronic tag corresponding to the container to be stored; the container information includes the information of the cargo on the station, the arrival of the cargo, the ownership of the cargo and the characteristics of the cargo information.
  • the query statistics function is mainly based on the cargo management system on the ground, supplemented by the query statistics on the train.
  • the query statistics function on the train is that when the subway or storage system breaks down, the warehouse can be manually released or special queries can be performed through the query statistics function. If there is a failure in the subway or storage system, the next station is station A, and it can be counted which ULDs (such as fresh food or vaccines) in station A need to be manually alighted. If the police learn that there are illegal items in the ULDs boarded from station B, they can use the query function to find out which ULDs boarded from station B.
  • the present application also provides a warehouse management system for rail vehicles, including:
  • the ULD information acquisition module is used to obtain the ULD information of the ULD to be put into storage
  • the stacking position allocation module is used to allocate stacking positions for the ULDs to be put into storage according to the ULD information
  • a storage module for binding and storing the ULD with its assigned stacking position
  • the instruction control module is used to issue an instruction to move the ULDs to be stored to the assigned stacking position for storage.
  • the ULD information of the ULD to be put into the warehouse After obtaining the ULD information of the ULD to be put into the warehouse, allocate a stacking position for the ULD to be put into the warehouse according to the ULD information, and bind the ULD to the assigned stacking position and storage, and control the corresponding conveying equipment to move the ULDs to be stored to the allocated stacking positions for storage.
  • the above method and system enable the ULDs and stacking positions to be bound one by one, and can be obtained in time
  • the allocation information of the stacking position of the warehouse is convenient for subsequent management and operation of the stacking position of the warehouse, and it can be connected with other systems in the logistics park system to meet the needs of modern storage and multimodal transportation.
  • the stacking location allocation module specifically includes:
  • the cargo station information reading unit is used to read the cargo station information of the cargo loaded in the container according to the container information;
  • the cargo journey type determination unit is used to determine the journey type of the loaded cargo according to the cargo station information, and determine the storage area corresponding to the container to be put into the warehouse through the journey type, and the container to be put into the warehouse in the storage area.
  • the cargo journey type determination unit specifically includes:
  • the cargo arrival information determination subunit is used to determine the cargo arrival information of the loaded cargo according to the cargo station information
  • Cargo journey type judging sub-unit used to judge according to preset train timetable, current platform information obtained and cargo arrival information, when the number of stops between the arrival of goods and the current platform is greater than or equal to the preset number of stops , the journey type of the loaded cargo is considered to be the long-distance type; when the number of stops between the arrival of the cargo and the current platform is less than the preset number of stops, the journey type of the loaded cargo is considered to be the short-distance type.
  • the cargo journey type determination unit specifically includes:
  • the storage area determination subunit is used to determine the storage area corresponding to the container to be put into storage through the journey category;
  • the idle stacking location judging subunit is used to judge whether there is an idle stacking location in the storage area, and if so, randomly assign a stacking location to the ULDs to be put into storage.
  • the idle stacking position judging subunit is also used for:
  • the system also includes:
  • the ULD in-position judging module is used to judge whether the ULD in-position instruction for the stacking position has been received, and if so, it will consider that the ULD to be put into storage has completed the warehousing, and send a signal to the stacking position list information update module;
  • the stacking position list information update module is used to update the stacking position list information, and the stacking position list information includes the binding relationship between the ULD and its corresponding stacking position.
  • the pre-outbound ULD determination module is used to determine the pre-outbound ULD according to the arrival information of the pre-arrival station when the outbound instruction is received;
  • the stacking position determination module is used to determine the position of the stacking position according to the pre-delivery container and the stacking position list information
  • the ULD conveying module is used to take out the corresponding pre-delivery ULD according to the position of the stacking position.
  • it also includes:
  • Departure judging module used for judging according to the current time and the arrival time of the pre-arrival station in the preset train timetable, when the current time and the pre-arrival time have a preset time interval, the pre-departure set
  • the loader determines that the module sends an outbound command.
  • the storage module is also used for:
  • the system also includes:
  • the idle stacking position calculation module is used to calculate the number of idle stacking positions according to the stacking position list information, and obtain the stacking position warning number according to the number of idle stacking positions;
  • the module for obtaining the quantity of ULDs to be put into storage is used to obtain the quantity of pre-arrived ULDs to be put into storage;
  • the capacity judging module of the stacking position is used to give an alarm when the number of pre-arrived ULDs is greater than the warning number of the stacking position.
  • the ULD information acquisition module is specifically used for:
  • the container information of the container to be stored by reading the electronic tag corresponding to the container to be stored; the container information includes the information of the cargo on the station, the arrival of the cargo, the ownership of the cargo and the characteristics of the cargo information.
  • the ULD information of the ULDs to be put into storage can also be obtained by reading the control signal sent by the vehicle master control system, and the control signal sent by the vehicle master control system can be Issued at the pre-set time period.
  • the present application also provides a device, including a memory and a processor, and a computer program stored on the memory and capable of running on the processor.
  • the processor executes the computer program, the rail vehicle of any one of the above method embodiments can be realized. Steps of warehouse management method.
  • the present application also provides a computer-readable storage medium, on which a computer program is stored.
  • a computer program is stored.
  • the steps of the storage management method for rail vehicles in any one of the above method embodiments are realized.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
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  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

Conformément à des modes de réalisation, la présente invention concerne un procédé de commande de triage mixte de voitures voyageurs et de wagons de marchandises de train, consistant à : obtenir des informations de flux de voyageurs, une capacité de transport logistique et la quantité de marchandises à transporter du réseau d'exploitation de train actuel ; ajuster le triage des voitures voyageurs et des wagons de marchandises dans un train selon les informations de flux de voyageurs, la quantité de marchandises et la capacité de transport logistique ; et commander le triage et l'exploitation mixtes des voitures voyageurs et des wagons de marchandises. Selon le procédé de commande de triage mixte de voitures voyageurs et de wagons de marchandises de train fourni par les modes de réalisation de la présente invention, la quantité de marchandises transportées peut être augmentée dans une période de temps pendant laquelle le flux de voyageurs est faible, et le taux d'utilisation de ressources est augmenté.
PCT/CN2021/140890 2021-12-03 2021-12-23 Procédé de commande de triage mixte de voitures voyageurs et de wagons de marchandises de train WO2023097822A1 (fr)

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