CN116101342A - Control method of turnout compensation control system based on track cooperation - Google Patents
Control method of turnout compensation control system based on track cooperation Download PDFInfo
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- CN116101342A CN116101342A CN202211433593.1A CN202211433593A CN116101342A CN 116101342 A CN116101342 A CN 116101342A CN 202211433593 A CN202211433593 A CN 202211433593A CN 116101342 A CN116101342 A CN 116101342A
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- Prior art keywords
- turnout
- vehicle
- compensation
- rail
- switch
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or vehicle train for signalling purposes ; On-board control or communication systems
- B61L15/0018—Communication with or on the vehicle or vehicle train
- B61L15/0027—Radio-based, e.g. using GSM-R
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L11/00—Operation of points from the vehicle or by the passage of the vehicle
- B61L11/08—Operation of points from the vehicle or by the passage of the vehicle using electrical or magnetic interaction between vehicle and track
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or vehicle train for signalling purposes ; On-board control or communication systems
-
- 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
- B61L27/20—Trackside control of safe travel of vehicle or vehicle train, e.g. braking curve calculation
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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
- B61L27/70—Details of trackside communication
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
- E01B25/00—Tracks for special kinds of railways
- E01B25/22—Tracks for railways with the vehicle suspended from rigid supporting rails
- E01B25/26—Switches; Crossings
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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
- B61L27/20—Trackside control of safe travel of vehicle or vehicle train, e.g. braking curve calculation
- B61L2027/204—Trackside control of safe travel of vehicle or vehicle train, e.g. braking curve calculation using Communication-based Train Control [CBTC]
Abstract
The invention discloses a control method of a turnout compensation control system based on track cooperation, which comprises the following steps: the turnout compensation controller acquires the position and state information of a plurality of vehicles before entering the turnout in real time, establishes a first-in first-out waiting queue, and the sequence of the queue elements entering the queue is consistent with the sequence of the vehicles passing through the turnout; the turnout compensation controller takes out the first queue element from the waiting queue, and waits all the time if no queue element exists; controlling the compensation state of the turnout compensation device according to the vehicle steering demand information in the queue element; the vehicle calculates a safety distance Ds between the vehicle and the front vehicle according to the speed of the vehicle, the time required by the action of the turnout compensation device and the running state information of the front vehicle, and controls the distance between the vehicle and the front vehicle to be kept at the safety distance; before the vehicle passes a distance X in front of a crossing, acquiring state information of a compensation rail device, judging whether the state information is consistent with the steering requirement of the vehicle, if so, continuing to pass, otherwise, performing braking; the turnout compensation controller judges that the vehicle passes through the turnout and runs out a safety distance Y, and performs compensation control on the next vehicle passing through the turnout.
Description
Technical Field
The invention relates to a control method of a turnout compensation control system based on track cooperation.
Background
An aerial track PRT vehicle is a rapid and flexible vehicle, a track is erected in mid-air by means of upright posts, and an autonomous PRT vehicle walks in the track. Because the PRT vehicle has an automatic driving function, extremely high departure density can be achieved, and the headway can reach the grade of highway traffic and far exceeds the common rail traffic form.
However, the track that suspension type PRT vehicle walked must have the track interval that lacks in sharp and turn intersection, and when suspension dolly was walked through discontinuous switch track, the circumstances that the unilateral wheel was unsettled in proper order must be produced, and the wheel contacts the track running surface once more through unsettled space, can produce impact vibration, not only can reduce passenger's experience, and long-term bearing is strikeed also can bring adverse effect to the structural strength of bogie and the life of tire. At present, most of rail transit turnouts are mainly controlled in a centralized manner by virtue of a dispatching center, but the control method is only suitable for a large-traffic low-frequency rail transit form, and is not suitable for small-traffic high-frequency rail transit.
Disclosure of Invention
The invention aims to: aiming at the problems in the prior art, the invention provides a control method based on a track cooperative turnout compensation control system, which can greatly improve the real-time response speed of an air track PRT turnout, thereby improving the traffic and safety of the air track PRT.
The technical scheme is as follows: the turnout compensation control system based on the cooperation of the vehicle and the rail comprises a vehicle-mounted control system arranged on a vehicle and a rail control device arranged on the rail; the vehicle-mounted control system comprises a vehicle rail positioning system, a vehicle-mounted communication device and a vehicle-mounted controller; the vehicle track positioning system and the vehicle-mounted controller are communicated with an external device through a vehicle-mounted communication device; the track control device comprises a track bypass communication device, a turnout compensation controller and a turnout compensation device, wherein the turnout compensation controller and the turnout compensation device are communicated with an external device through the track bypass communication device, the turnout compensation controller is connected with the turnout compensation device, and the turnout compensation controller controls the compensation state of the turnout compensation device; the vehicle-mounted communication device is connected with the track bypass communication device in a wireless manner, so that information interaction between the vehicle-mounted control system and the track control device is realized; the vehicle track positioning system sends vehicle position information to the turnout compensation controller in real time through the vehicle-mounted communication device, the turnout compensation controller controls the turnout compensation device to act after logic calculation, the turnout compensation device sends compensation state information to the vehicle-mounted controller through the track bypass communication device, and the vehicle-mounted controller controls the vehicle running state according to the vehicle running condition and the compensation state information.
The control method of the turnout compensation control system based on the cooperation of the vehicle and the rail comprises the following steps:
(1) The turnout compensation controller acquires the position and state information of a plurality of vehicles before entering the turnout in real time, establishes a first-in first-out waiting queue, and the sequence of the queue elements entering the queue is consistent with the sequence of the vehicles passing through the turnout;
(2) The turnout compensation controller takes out the first queue element from the waiting queue, and waits all the time if no queue element exists; controlling the compensation state of the turnout compensation device according to the vehicle steering demand information in the queue element;
(3) The vehicle calculates a safety distance Ds between the vehicle and the front vehicle according to the speed of the vehicle, the time required by the action of the turnout compensation device and the running state information of the front vehicle, and controls the distance between the vehicle and the front vehicle to be kept at the safety distance;
(4) Before the vehicle passes a distance X in front of a crossing, acquiring state information of a compensation rail device, judging whether the state information is consistent with the steering requirement of the vehicle, if so, continuing to pass, otherwise, performing braking;
(5) The turnout compensation controller judges that the vehicle passes through the turnout and runs out a safety distance Y, and executes the step (2) to carry out compensation control on the next vehicle passing through the turnout.
In the step (1), the queue element comprises position information and state information of the vehicle, wherein the position information comprises absolute position coordinates of the vehicle in the whole line, and the distance information of the current vehicle and a front turnout; the status information includes the current vehicle's code, steering demand, and real-time speed.
In the step (3), a calculation formula of the safe vehicle distance Ds is ds=x+y+v×t; wherein V is the running speed of the vehicle, X is the safe braking distance of the vehicle when the running speed is V, Y is the safe distance of the vehicle after passing through a turnout, and t is the state switching time of the turnout compensation device; when the steering requirements of the front car and the rear car are the same, the turnout compensation device does not need to act, t is 0, and the safety car distance Ds=X+Y. The first vehicle and the second vehicle which pass through the turnout in the queue interact real-time position and state information, and when the steering requirements of the second vehicle and the first vehicle are different, the minimum following distance of the two vehicles is Ds=X+Y+V X t; when the second vehicle is the same as the first vehicle in terms of steering demand, the minimum following distance between the two vehicles is ds=x+y.
The turnout compensation device comprises a second compensation plate arranged on one side of a turnout straight rail, a first compensation plate arranged on one side of a turnout turning rail and a turnout switch rail positioned between the turnout straight rail and the turnout turning rail, wherein the end part of the turnout switch rail is provided with a butt joint mechanism; the switch straight rail and the switch turning rail are internally provided with a moving mechanism for driving the second compensation plate and the first compensation plate to change rails, one end of the second compensation plate rotates to the switch rail relative to the switch straight rail under the driving of the moving mechanism, and one end of the first compensation plate rotates to the switch rail relative to the switch turning rail under the driving of the moving mechanism. The turnout compensation rail device is connected with a turnout compensation controller arranged beside the rail through a cable; the turnout compensation controller controls the extension or retraction of the driving end of the driving cylinder.
One end of the second compensation plate is hinged with the switch straight rail, and the other end of the second compensation plate rotates relative to the switch straight rail; one end of the first compensation plate is hinged with the turnout turning rail, and the other end of the first compensation plate rotates relative to the turnout turning rail.
The moving mechanism comprises a driving cylinder and a sliding block fixedly connected with the driving end of the driving cylinder, and the sliding block moves forwards or backwards along the linear guide rail under the driving of the driving cylinder; the moving mechanism further comprises a three-connecting-rod structure, wherein the three-connecting-rod structure comprises a first connecting rod, a second connecting rod and a third connecting rod which are connected with each other in a rotating way through a rotating shaft, one end of the first connecting rod is fixed on the second compensation plate or the first compensation plate through a rotating shaft I, and the first connecting rod is connected with the rotating shaft I in a rotating way; one end of a second connecting rod is fixed on the turnout straight track or the turnout turning track through a rotating shaft II, and the second connecting rod is connected with the rotating shaft II in a rotating way; the third connecting rod is fixedly connected with the sliding block through a rotating shaft III, the rotating shaft III is fixedly connected with the sliding block, and the third connecting rod is rotationally connected with the rotating shaft III.
The moving mechanism further comprises a limiting block and a position detection sensor; the limiting block is positioned at the outer side of the second connecting rod; the initial end and the tail end of the linear guide rail are respectively provided with a position detection sensor, and the position detection sensors are used for detecting real-time state information of the turnout compensation device and sending the compensation rail state information to the vehicle-mounted communication device through the rail bypass communication device.
Wherein the docking mechanism comprises a guide block and a position detection sensor; the guide block protruding portion is of a ladder shape.
And grooves or through holes which are mutually matched and connected with the protruding parts of the guide blocks of the abutting mechanism are formed in the end parts of the second compensation plate and the end parts of the first compensation plate.
The beneficial effects are that: the turnout compensation rail is controlled not through a background dispatching platform, but a turnout compensation controller issues an instruction through integrating cooperative interaction information of a vehicle-mounted communication device and a rail bypass communication device, so that the real-time response speed of the compensation device is greatly improved; in the queuing and waiting queue, the vehicles can also acquire the state information of the turnout compensation device and the front and rear vehicles in real time and match with the states of the vehicles, so that the next action has accurate and reliable basis, the situation awareness capability of the vehicles is improved, the minimum headway of the vehicles can be reduced, the running performance of the whole system is improved, and meanwhile, the accuracy, reliability and safety of the cooperation of the whole system are also greatly improved.
Drawings
FIG. 1 is a schematic diagram of a system for a coordinated rail switch compensation control system;
FIG. 2 is a schematic diagram of a flow of two vehicles with different steering through a switch;
FIG. 3 is a schematic diagram of a flow of two vehicles turning the same through a switch;
FIG. 4 is a flow chart of the control method of the present invention;
FIG. 5 is a schematic view of a switch structure without compensation;
FIG. 6 is a schematic view of a switch structure in a straight-going compensation state;
FIG. 7 is a schematic view of a switch structure in a cornering compensation state;
FIG. 8 is a schematic diagram of a movement mechanism;
fig. 9 is a schematic view of the switch point interfacing mechanism.
Detailed Description
The technical scheme of the invention is further described below with reference to the accompanying drawings.
As shown in fig. 1, the switch compensation control system based on the cooperation of the vehicle and the rail comprises a vehicle-mounted control system installed on a PRT vehicle and a rail control device installed on the rail; the vehicle-mounted control system comprises a vehicle rail positioning system, a vehicle-mounted communication device and a vehicle-mounted controller; the vehicle track positioning system and the vehicle-mounted controller are respectively connected with the vehicle-mounted communication device to realize communication with an external system; the track control device comprises a track bypass communication device, a turnout compensation controller and a turnout compensation device, wherein the turnout compensation controller and the turnout compensation device are respectively connected with the track bypass communication device to realize communication with an external system, and the turnout compensation controller is connected with the turnout compensation device to realize control of the compensation state of the turnout compensation device; the vehicle-mounted communication device is connected with the track bypass communication device in a wireless manner, so that information interaction between the vehicle-mounted control system and the track control device is realized; the vehicle track positioning system sends vehicle position information to the turnout compensation controller in real time through the vehicle-mounted communication device, the turnout compensation controller controls the turnout compensation device to act after logic calculation, the turnout compensation device sends compensation state information to the vehicle-mounted controller through the track bypass communication device, and the vehicle-mounted controller controls the vehicle running state according to the vehicle running condition and the compensation state information. The control system can realize that the compensation rail compensates the running track surface of the vehicle in the advancing direction completely, so that the vehicle stably passes through the turnout.
The invention discloses a turnout compensation control method based on track cooperation, which specifically comprises the following steps: the track bypass communication device monitors the states of the plurality of trolleys before entering the turnout, sends real-time position and state information of the plurality of trolleys before entering the turnout to the turnout compensation controller, and the turnout compensation controller acquires the position and state information of the plurality of trolleys before entering the turnout, establishes a queuing queue, confirms the order of queuing the trolleys and confirms the state order of the compensating track to be completed; the turnout compensation controller drives the turnout compensation device to complete corresponding steering actions according to the received steering demand information of the vehicle passing through the turnout; the vehicle steering requirement is consistent with the real-time state information of the compensating rail received by the vehicle-mounted communication device, and the vehicle moves forward through the turnout; the vehicle reserves a section of safe braking distance S before passing through the turnout, receives the state information of the compensating rail when reaching the initial position of the safe braking distance, and confirms whether the steering state of the compensating device is consistent with the steering requirement of the vehicle, thereby judging whether the vehicle can advance to pass through the turnout.
When two vehicles with different steering pass through the turnout: as shown in fig. 2, there is a vehicle C1 in the queuing train, and the vehicle C2 is about to pass the switch T ahead. The vehicle C1 is turned to the demand L, the running speed is V, the absolute position coordinate of the vehicle C1 in the track is detected to be A1 by the track positioning system, and the distance between the vehicle C1 and the front turnout is B1; the vehicle C2 turns to the demand R, the running speed is V, the absolute position coordinate of the vehicle C2 in the track is detected by a track positioning system to be A2, the distance between the vehicle C2 and a front turnout is B2, the time for the turnout compensation device to finish one-time action is t, the safe braking distance of the vehicle when the running speed is V is X, the distance between the front S position of the turnout and the turnout is X, the distance between the rear F position of the turnout and the turnout is safe passing distance Y, the vehicle distance between the vehicles C1 and C2 is D1=A2-A1=B2-B1, and the minimum safe vehicle distance between the vehicles C1 and C2 is Ds=X+Y+V t.
The vehicle C1 is used for numbering the vehicle, turning the requirement L, the current speed V, the absolute position coordinate in the track is A1, the distance between the absolute position coordinate and a front turnout is B1 and other information are sent to a track bypass communication device, the track bypass communication device sends the received position and state information of the vehicle C1 to a turnout compensation controller Q, the turnout compensation controller Q drives the turnout compensation device to be in an L state after the turnout compensation device finishes the action, the turnout compensation controller Q confirms that the turnout compensation action is finished at the moment, and the L state information of the turnout compensation device is sent to the vehicle-mounted communication device by the track bypass communication device. When the C1 vehicle runs to the S position, the vehicle C1 confirms that the state L of the compensation device accords with the steering L of the vehicle, the vehicle runs for a distance X to reach the turnout T after passing through the S position, and the vehicle reaches the F position after continuing to run for a distance Y, and then the vehicle completely passes through the turnout T.
After the RFID reader on the side surface of the F position track detects the information of the vehicle C1, the information of the vehicle C1 passing through the F position is sent to the turnout compensation controller Q, after the turnout compensation controller Q confirms that the vehicle C1 passes through the information of the F position, the turnout compensation device is continuously driven to execute the steering requirement R of the next vehicle C2 in the queuing and waiting queue, after the turnout action time t, the turnout compensation finishes the action, the position detection sensor triggers signals, at the moment, the turnout compensation controller Q confirms that the turnout compensation rail is in an R state, and the R state information of the turnout compensation device is sent to the vehicle-mounted communication device by the rail bypass communication device. The C2 vehicle receives the R state information of the turnout compensation device before driving to the S position, and at the moment, the vehicle C2 continues to advance and passes through the turnout T.
When two vehicles with the same steering direction pass through the turnout: as shown in fig. 3, there is a vehicle C3 in the queuing train, and the vehicle C4 is about to pass the switch T ahead. The vehicle C3 steering demand R, the current running speed is V, the absolute position coordinate of the vehicle C3 in the track is detected to be A3 by the track positioning system, and the distance between the vehicle C3 and the front turnout is B3; the vehicle C4 turns to the demand R, the running speed is V, the absolute position coordinate of the vehicle C4 in the track is detected by the track positioning system to be A4, and the distance between the vehicle C4 and the front turnout is detected to be B4. The safe braking distance of the vehicle at the running speed V is X, the distance between the front S position of the turnout and the turnout is X, the distance between the rear F position of the turnout and the turnout is safe passing distance Y, the vehicle distance between the vehicles C3 and C4 is d2=A4-A3=B4-B3, and the minimum safe vehicle distance between the vehicles C3 and C4 is Ds=X+Y.
The vehicle C3 sends information such as steering demand R, current speed V, current absolute position coordinate A3, distance B3 between the vehicle C3 and a front turnout and the like to the track bypass communication device, the track bypass communication device sends position and state information of the vehicle C3 to the turnout compensation controller Q, the turnout compensation controller Q drives the turnout compensation device to be in an R state, the turnout compensation device finishes the action, and then the position detection sensor triggers signals, at the moment, the turnout compensation controller Q confirms that the turnout compensation action is finished, and sends R state information of the turnout compensation device to the vehicle communication device through the track bypass communication device. When the C3 vehicle runs to the S position, the vehicle C3 confirms that the state R of the compensating device accords with the steering R of the vehicle, the vehicle runs for a distance X to reach the turnout T after passing through the S position, and the vehicle reaches the F position after continuing to run for a distance Y, and then the vehicle completely passes through the turnout T.
After the turnout compensation controller Q detects that the vehicle C3 passes through the F position, the steering requirement of the next vehicle C4 in the queuing and waiting queue is still R, at the moment, the turnout compensation controller Q confirms that the turnout compensation rail is in an R state and has no change, and sends the R state information of the turnout compensation rail to the vehicle-mounted communication device through the rail bypass communication device. The C4 vehicle has received R state information for the switch compensation track before traveling to the S position, at which point the vehicle C4 continues to travel and passes the switch T.
When the switch compensating rail does not finish the operation, the vehicle C4 is in the queuing and waiting queue, and the front part is about to pass through the switch T1. The vehicle C4 steering demand R, the current speed V and the absolute position coordinate of the vehicle C4 in the track are detected by a track positioning system to be A4, and the distance between the vehicle C4 and a front turnout is B4; the vehicle C4 sends information such as steering demand R, current speed V, current absolute position coordinate A4, distance between the vehicle C4 and a front turnout is B4 and the like to the track bypass communication device, the track bypass communication device sends position and state information of the vehicle C4 to the turnout compensation controller Q, the turnout controller Q drives the turnout compensation device to change to an R state, the turnout compensation rail fails to complete a command, the position detection sensor is not triggered, the turnout compensation controller Q confirms that the turnout compensation rail is in a non-R state, when the C4 vehicle runs to an S position, the vehicle C4 confirms that the state of the compensation rail does not accord with the self steering R, a brake command is immediately executed after the vehicle passes through the S position, and the vehicle stops before reaching the turnout T.
As shown in fig. 8 to 9, the switch compensation rail device in the control system of the present invention comprises a second compensation plate 3 arranged at one side of a switch straight rail 1, a first compensation plate 4 arranged at one side of a switch turning rail 2, and a switch tongue 5 positioned between the switch straight rail 1 and the switch turning rail 2, wherein the end part of the switch tongue 5 is provided with a butt joint mechanism; a moving mechanism I for driving the second compensation plate 3 to change rails is arranged in the straight rail 1, a moving mechanism II for driving the first compensation plate 4 to change rails is arranged in the turnout turning rail 2, one end of the second compensation plate 3 rotates to a butt joint mechanism 30 of the turnout switch 5 relative to the straight rail 1 under the driving of the moving mechanism I, and one end of the first compensation plate 4 rotates to the butt joint mechanism 30 of the turnout switch 5 relative to the turnout turning rail 2 under the driving of the moving mechanism II; one end of the second compensation plate 3 is hinged with the turnout straight rail 1 through a hinge mechanism I15, and the other end of the second compensation plate 3 rotates relative to the turnout straight rail 1; one end of the first compensation plate 4 is hinged with the turnout turning rail 2 through a hinge mechanism II16, and the other end of the first compensation plate 4 rotates relative to the turnout turning rail 2.
The moving mechanism I comprises a driving air cylinder I6 with a fixed end fixed on the turnout straight track 1 and a sliding block I8 fixedly connected with the driving end of the driving air cylinder I6, and the sliding block I8 moves forwards or backwards along a linear guide rail I9 under the driving of the driving air cylinder I6; the moving mechanism I further comprises a three-connecting-rod structure I11, wherein the three-connecting-rod structure I11 comprises a first connecting rod I35, a second connecting rod I36 and a third connecting rod I37 which are mutually and rotatably connected through a rotating shaft I34, one end of the first connecting rod I35 is fixed on the second compensation plate 3 through a rotating shaft I14 (the rotating shaft I14 is fixed on the second compensation plate 3), and the first connecting rod I35 is rotatably connected with the rotating shaft I14 through a bearing; one end of a second connecting rod I36 is fixed on the turnout straight rail 1 through a rotating shaft II12 (the rotating shaft II12 is fixed on the turnout straight rail 1), and the second connecting rod I36 is rotatably connected with the rotating shaft II12 through a bearing; the third connecting rod I37 is fixedly connected with the sliding block I8 through a rotating shaft III38, the rotating shaft III38 is fixedly connected with the sliding block I8, and the third connecting rod I37 is rotatably connected with the rotating shaft III38 through a bearing.
The moving mechanism II comprises a driving cylinder II25 with a fixed end fixed on the turnout turning rail 2 and a sliding block II23 fixedly connected with the driving end of the driving cylinder II25, and the sliding block II23 moves forwards or backwards along a linear guide rail II22 under the driving of the driving cylinder II 25; the moving mechanism II further comprises a three-connecting-rod structure II20, wherein the three-connecting-rod structure II20 comprises a first connecting rod II41, a second connecting rod II42 and a third connecting rod II43 which are connected with each other in a rotating way through a rotating shaft II40, one end of the first connecting rod II41 is fixed on the first compensation plate 4 through a rotating shaft I-I17 (the rotating shaft I-I17 is fixed on the first compensation plate 4), and the first connecting rod II41 is connected with the rotating shaft I-I17 in a rotating way through a bearing; one end of a second connecting rod II42 is fixed on the turnout turning rail 1 through a rotating shaft II-I19 (the rotating shaft II-I19 is fixed on the turnout turning rail 1), and the second connecting rod II42 is rotationally connected with the rotating shaft II-I19 through a bearing; the third connecting rod II43 is fixedly connected with the sliding block II23 through a rotating shaft III-I44, the rotating shaft III-I44 is fixedly connected with the sliding block II23, and the third connecting rod II43 is rotatably connected with the rotating shaft III-I44 through a bearing.
The moving mechanism I also comprises a limiting block I13 and position detection sensors I (7, 10); the limiting block I13 is positioned at the outer side of the second connecting rod I36; the initial end and the tail end of the linear guide rail I9 are respectively provided with position detection sensors I (7, 10). The moving mechanism II also comprises a limiting block II18 and a position detection sensor II (24,21); the limiting block II18 is positioned at the outer side of the second connecting rod II 42; the initial end and the final end of the linear guide II22 are respectively provided with a position detection sensor II (24,21).
The abutment mechanism 30 on the switch tongue 5 comprises a guide block 29 and a position detection sensor 26; the protruding part 45 of the guide block 26 is ladder-shaped; the end of the second compensation plate 3 is provided with a groove or through hole I27 which is mutually matched and connected with the protruding part 45 of the guide block 29, and the end of the first compensation plate 4 is provided with a groove or through hole II28 which is mutually matched and connected with the protruding part 45 of the guide block 29.
The turnout compensation device is connected with a turnout compensation controller arranged beside the track through a cable; the switch compensation controller controls the extension or retraction of the driving ends of the driving cylinders (6, 25).
The turnout compensation controller is arranged beside the track and controls the action states of the first compensation plate 4 and the second compensation plate 3. When the first compensation plate 4 and the second compensation plate 3 are at the initial positions and do not act, the compensation state is a non-compensation state N, as shown in fig. 5; when the first compensation plate 4 acts and is abutted to the switch tongue 5, and the second compensation plate 3 is at the initial position and does not act, the straight direction of the switch is a continuous track surface, and the straight direction is a straight direction compensation steering state L at the moment, as shown in fig. 6; when the second compensation plate 3 is actuated to abut against the switch tongue 5, and the first compensation plate 4 is not actuated in the initial position, the switch turning direction is a continuous track surface, and the turning compensation turning state R is shown in fig. 7.
When the turnout compensation controller receives a signal, the turnout compensation device is required to be converted into a straight compensation state L from a non-compensation state N, at the moment, the first compensation plate 4 and the second compensation plate 3 are positioned at initial positions, and a position detection sensor I7 and a position detection sensor II24 have signals; the driving cylinder II25 pushes the sliding block II23 to move on the linear guide rail II22, at the moment, the three-bar mechanism II20 rotates around the sliding block II23, the rotating shaft II-I19 and the rotating shaft I-I17 respectively, until a second connecting rod II42 in the three-bar mechanism II20 contacts with the limiting block II18, at the moment, the sliding block II23 stops sliding, and the end position of the linear guide rail II22 is reached. In this process, the protruding portion 45 of the guide block 29 is embedded in the groove or through hole II28 at the end of the first compensation plate 4, so that the height of the first compensation plate 4 is flush with the track surface at the tongue end, and the first compensation plate 4 and the switch tongue 5 are spliced into a continuous track surface, and the position detection sensor II21, the position detection sensor 26 and the position detection sensor I7 have signals, and at this time, the switch compensation controller determines that the switch compensation device is changed from the uncompensated state N to the straight-running compensation state L.
When the turnout compensation controller receives a signal, the turnout compensation device is required to be converted into a turning compensation state R from a non-compensation state N, and at the moment, the first compensation plate 4 and the second compensation plate 3 are positioned at initial positions, and a position detection sensor I7 and a position detection sensor II24 have signals; the driving cylinder I6 pushes the sliding block I8 to move on the linear guide rail I9, at the moment, the three-bar mechanism I11 rotates around the sliding block I8, the rotating shaft II12 and the rotating shaft I14 respectively until a second connecting rod I36 in the three-bar mechanism I11 contacts with the limiting block I13, at the moment, the sliding block I8 stops sliding forwards, and the end position of the linear guide rail I9 is reached; in this process, the protruding portion 45 of the guide block 29 is embedded in the groove or through hole I27 at the end of the second compensation plate 3, so that the height of the second compensation plate 3 is flush with the track surface at the tongue end, and the second compensation plate 3 and the switch tongue 5 are spliced into a continuous track surface, and the position detection sensor I10, the position detection sensor 26 and the position detection sensor II24 have signals, and at this time, the switch compensation controller determines that the switch compensation device is changed from the uncompensated state N to the turning compensation state R.
When the turnout compensation controller receives a signal, the turnout compensation device needs to be converted into a straight-line compensation state L from a turning compensation state R, at the moment, the first compensation plate 4 is at an initial position, the sliding block I8 in the second compensation plate 3 is at the tail end position of the linear guide rail I9, and a position detection sensor I10, a position detection sensor 26 and a position detection sensor II24 have signals; the driving cylinder II25 pushes the sliding block II23 to move on the linear guide rail II22, at the moment, the three-bar mechanism II20 rotates around the sliding block II23, the rotating shaft II-I19 and the rotating shaft I-I17 respectively, until a second connecting rod II42 in the three-bar mechanism II20 contacts with the limiting block II18, at the moment, the sliding block II23 stops sliding forwards, and the end position of the linear guide rail II22 is reached. In the process, the protruding part 45 of the guide block 29 is embedded into the groove or the through hole II28 at the end part of the first compensation plate 4, so that the height of the first compensation plate 4 is flush with the track surface of the switch rail end, and the first compensation plate 4 and the switch rail 5 are spliced into a continuous track surface; meanwhile, the driving cylinder I6 pulls the sliding block I8 to move back on the linear guide rail I9, at the moment, the three-bar linkage I11 rotates around the sliding block I8, the rotating shaft II12 and the rotating shaft I14 respectively until the sliding block I8 stops sliding backwards, the sliding block I8 reaches the initial position on the linear guide rail I9, and the second compensation plate 3 and the turnout straight running rail 1 are spliced into a continuous track surface; at this time, the position detection sensor II21, the position detection sensor 26, and the position detection sensor I7 have signals, and the switch compensation controller determines that the switch compensation device is changed from the turning compensation state R to the straight compensation state L.
When the turnout compensation controller receives a signal, the turnout compensation device is required to be converted into a turnout turning compensation state R from a straight-going compensation state L, at the moment, a sliding block II23 in a first compensation plate 4 is positioned at the tail end of a linear guide rail II22, a second compensation plate 3 is positioned at an initial position, and a position detection sensor II21, a position detection sensor 26 and a position detection sensor I7 have signals; the driving cylinder I6 pushes the sliding block I8 to move on the linear guide rail I9, at the moment, the three-bar mechanism I11 rotates around the sliding block I8, the rotating shaft II12 and the rotating shaft I14 respectively until a second connecting rod I36 in the three-bar mechanism I11 contacts with the limiting block I13, at the moment, the sliding block I8 stops sliding forwards, and the end position of the linear guide rail I9 is reached; in the process, the protruding part 45 of the guide block 29 is embedded into the groove or the through hole I27 at the end part of the second compensation plate 3, so that the height of the second compensation plate 3 is flush with the track surface at the switch rail end, and the second compensation plate 3 and the switch rail 5 are spliced into a continuous track surface; meanwhile, the driving cylinder II25 pulls the sliding block II23 to move back on the linear guide rail II22, at the moment, the three-bar linkage II20 rotates around the sliding block II23, the rotating shaft II-I19 and the rotating shaft I-I17 respectively until the sliding block II23 stops sliding back, the initial position of the sliding block II23 on the linear guide rail II22 is reached, the first compensation plate 4 and the turnout turning rail 2 are spliced into a continuous track surface, the position detection sensor I10, the position detection sensor 26 and the position detection sensor II24 have signals, and at the moment, the turnout compensation controller judges that the turnout compensation device is changed from the straight compensation state L into the turning compensation state R.
Claims (9)
1. The control method of the turnout compensation control system based on the cooperation of the vehicle and the rail is characterized by comprising the following steps:
(1) The turnout compensation controller acquires the position and state information of a plurality of vehicles before entering the turnout in real time, establishes a first-in first-out waiting queue, and the sequence of the queue elements entering the queue is consistent with the sequence of the vehicles passing through the turnout;
(2) The turnout compensation controller takes out the first queue element from the waiting queue, and waits all the time if no queue element exists; controlling the compensation state of the turnout compensation device according to the vehicle steering demand information in the queue element;
(3) The vehicle calculates a safety distance Ds between the vehicle and the front vehicle according to the speed of the vehicle, the time required by the action of the turnout compensation device and the running state information of the front vehicle, and controls the distance between the vehicle and the front vehicle to be kept at the safety distance;
(4) Before the vehicle passes a distance X in front of a crossing, acquiring state information of a compensation rail device, judging whether the state information is consistent with the steering requirement of the vehicle, if so, continuing to pass, otherwise, performing braking;
(5) The turnout compensation controller judges that the vehicle passes through the turnout and runs out a safety distance Y, and executes the step (2) to carry out compensation control on the next vehicle passing through the turnout.
2. The control method of the switch compensation control system based on the cooperation of the vehicle and the rail according to claim 1, wherein: in the step (1), the queue element comprises position information and state information of the vehicle, wherein the position information comprises absolute position coordinates of the vehicle in the whole line, and the distance information of the current vehicle and a front turnout; the status information includes the current vehicle's code, steering demand, and real-time speed.
3. The control method of the switch compensation control system based on the cooperation of the vehicle and the rail according to claim 1, wherein: in the step (3), the calculation formula of the safe vehicle distance Ds is ds=x+y+v×t; wherein V is the running speed of the vehicle, X is the safe braking distance of the vehicle when the running speed is V, Y is the safe distance of the vehicle after passing through a turnout, and t is the state switching time of the turnout compensation device; when the steering requirements of the front car and the rear car are the same, the turnout compensation device does not need to act, and then t is 0.
4. The control method of the switch compensation control system based on the cooperation of the vehicle and the rail according to claim 1, wherein: in the step (2), the turnout compensation device comprises a second compensation plate (3) arranged on one side of a turnout straight track (1), a first compensation plate (4) arranged on one side of a turnout turning track (2) and a turnout switch rail (5) positioned between the turnout straight track (1) and the turnout turning track (2), wherein a butt joint mechanism is arranged at the end part of the turnout switch rail (5); the switch straight rail (1) and the switch turning rail (2) are internally provided with a moving mechanism for driving the second compensating plate (3) and the first compensating plate (4) to change rails, one end of the second compensating plate (3) rotates to the switch tongue rail (5) relative to the switch straight rail (1) under the driving of the moving mechanism, and one end of the first compensating plate (4) rotates to the switch tongue rail (5) relative to the switch turning rail (2) under the driving of the moving mechanism.
5. The control method of the switch compensation control system based on the cooperation of the vehicle and the rail according to claim 4, wherein: one end of the second compensation plate (3) is hinged with the turnout straight rail (1), and the other end of the second compensation plate (3) rotates relative to the turnout straight rail (1); one end of the first compensation plate (4) is hinged with the turnout turning rail (2), and the other end of the first compensation plate (4) rotates relative to the turnout turning rail (2).
6. The control method of the switch compensation control system based on the cooperation of the vehicle and the rail according to claim 4, wherein: the moving mechanism comprises a driving cylinder and a sliding block fixedly connected with the driving end of the driving cylinder, and the sliding block moves forwards or backwards along the linear guide rail under the driving of the driving cylinder; the moving mechanism further comprises a three-connecting-rod structure, wherein the three-connecting-rod structure comprises a first connecting rod, a second connecting rod and a third connecting rod which are connected with each other in a rotating way through a rotating shaft, one end of the first connecting rod is fixed on the second compensating plate (3) or the first compensating plate (4) through a rotating shaft I, and the first connecting rod is connected with the rotating shaft I in a rotating way; one end of a second connecting rod is fixed on the turnout straight track (1) or the turnout turning track (2) through a rotating shaft II, and the second connecting rod is rotationally connected with the rotating shaft II; the third connecting rod is fixedly connected with the sliding block through a rotating shaft III, the rotating shaft III is fixedly connected with the sliding block, and the third connecting rod is rotationally connected with the rotating shaft III.
7. The control method of the switch compensation control system based on the cooperation of the vehicle and the rail according to claim 4, wherein: the moving mechanism further comprises a limiting block and a position detection sensor; the limiting block is positioned at the outer side of the second connecting rod; the initial end and the tail end of the linear guide rail are respectively provided with a position detection sensor.
8. The control method of the switch compensation control system based on the cooperation of the vehicle and the rail according to claim 4, wherein: the docking mechanism comprises a guide block (29) and a position detection sensor (26); the protruding part of the guide block (26) is ladder-shaped.
9. The control method of the switch compensation control system based on the cooperation of the vehicle and the rail according to claim 4, wherein: the end parts of the second compensation plate (3) and the first compensation plate (4) are respectively provided with a groove or a through hole which is mutually matched and connected with the convex part of the butt joint mechanism guide block (29).
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| CN202211433593.1A CN116101342A (en) | 2021-07-13 | 2021-07-13 | Control method of turnout compensation control system based on track cooperation |
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| CN202211433593.1A CN116101342A (en) | 2021-07-13 | 2021-07-13 | Control method of turnout compensation control system based on track cooperation |
| CN202110789524.3A CN113320569B (en) | 2021-07-13 | 2021-07-13 | Turnout compensation control system based on rail cooperation and control method thereof |
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| CN202110789524.3A Division CN113320569B (en) | 2021-07-13 | 2021-07-13 | Turnout compensation control system based on rail cooperation and control method thereof |
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| CN202211433593.1A Pending CN116101342A (en) | 2021-07-13 | 2021-07-13 | Control method of turnout compensation control system based on track cooperation |
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| CN114194221B (en) * | 2021-12-30 | 2023-06-02 | 江苏添仂智能科技有限公司 | PRT vehicle rapid track change system based on two-side guide mechanism |
| CN115230781A (en) * | 2022-07-05 | 2022-10-25 | 中铁二院工程集团有限责任公司 | PRT virtual turnout control system and method |
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| JP5940789B2 (en) * | 2011-09-30 | 2016-06-29 | 日本信号株式会社 | Train control system |
| EP3381768B1 (en) * | 2015-11-25 | 2020-07-15 | Coordem Transport Tech. Co., Ltd. | Railway turnout control method and system |
| CN106004933B (en) * | 2016-07-21 | 2018-01-02 | 通号万全信号设备有限公司 | A kind of safety-type trackside control system of guide rail electric car |
| CN106672017B (en) * | 2016-12-14 | 2019-03-12 | 交控科技股份有限公司 | A kind of rail traffic track switch remote control system and method based on mobile terminal |
| CN109520498B (en) * | 2017-09-18 | 2022-08-19 | 中车株洲电力机车研究所有限公司 | Virtual turnout system and method for virtual rail vehicle |
| CN109455200B (en) * | 2018-12-28 | 2023-11-03 | 广州汇宏科技有限公司 | Automatic steering bifurcation system of railway car and control method thereof |
| CN111535085B (en) * | 2020-05-11 | 2021-09-10 | 中国铁建重工集团股份有限公司 | Suspension type single-rail turnout |
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