CN212386476U - Rail transit auxiliary system - Google Patents
Rail transit auxiliary system Download PDFInfo
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- CN212386476U CN212386476U CN202021375298.1U CN202021375298U CN212386476U CN 212386476 U CN212386476 U CN 212386476U CN 202021375298 U CN202021375298 U CN 202021375298U CN 212386476 U CN212386476 U CN 212386476U
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Abstract
The application relates to the technical field of public transportation, in particular to a rail transit auxiliary system. The rail transit auxiliary system that this application provided includes: the detection mark is arranged at a preset distance from the track inlet and stores the position information of the track inlet and the card interface; the detection unit is arranged on the vehicle and is used for detecting the detection identifier to obtain the position information of the track inlet and the card interface before the vehicle enters the track; and the control unit is used for receiving the position information detected by the detection unit and controlling a steering mechanism of the vehicle according to the current running direction of the vehicle so as to adjust the running direction of the vehicle, so that the vehicle can be fixed with the card interface after entering the track entrance. The scheme can greatly reduce the potential safety hazard existing in the process that the vehicle enters the track.
Description
Technical Field
The application relates to the technical field of public transportation, in particular to a rail transit auxiliary system.
Background
At present, private cars are excessively developed, the urban public transport processing capacity is limited, the coverage area is small, the transportation speed is low, the route is complicated, urban traffic is crowded, road traffic accidents are increased, air and noise pollution is serious day by day, and urban traffic is disordered. One solution is to erect the track and then have the vehicle enter the track and quickly reach the vicinity of the destination along the track.
Based on this, there is a need for a system that enables a vehicle to enter a track more safely.
SUMMERY OF THE UTILITY MODEL
The embodiment of the specification provides a rail transit auxiliary system to avoid the potential safety hazard problem that a vehicle has when getting into the track.
The embodiment of the specification adopts the following technical scheme:
the embodiment of the specification provides a rail transit auxiliary system, wherein the rail is erected above a road surface and is provided with at least one group of transmission mechanisms, and the transmission mechanisms can provide power for vehicles entering the rail so as to enable the vehicles to move along the rail;
the entrance of the track is provided with a clamping interface which can fix a vehicle entering the track;
this track traffic auxiliary system includes:
the detection mark is arranged at a preset distance from the track inlet and stores the position information of the track inlet and the card interface;
the detection unit is arranged on the vehicle and is used for detecting the detection identifier to obtain the position information of the track inlet and the card interface before the vehicle enters the track;
and the control unit is used for receiving the position information detected by the detection unit and controlling a steering mechanism of the vehicle according to the current running direction of the vehicle so as to adjust the running direction of the vehicle, so that the vehicle can be fixed with the card interface after entering the track entrance.
Optionally, the detection identifier is a two-dimensional code identifier.
Optionally, the detection unit includes:
the infrared scanning device is used for scanning the two-dimensional code identification to obtain scanning data;
and the infrared signal receiving device is used for receiving the scanning data to obtain the position information of the track inlet and the card interface.
Optionally, the control unit is connected to the infrared signal receiving device by a wire to receive the position information transmitted by the infrared signal receiving device.
Optionally, the two-dimensional code mark is arranged on a road surface away from the track entrance by a preset distance;
when the vehicle runs to a preset distance away from the track entrance, the infrared scanning device can scan the two-dimensional code identification.
Optionally, the infrared scanning device and the infrared signal receiving device are both arranged at the lower part of the front end of the vehicle;
or the infrared scanning device and the infrared signal receiving device are both arranged at the lower part of the rear end of the vehicle.
Optionally, the infrared scanning device comprises a first infrared scanning device and a second infrared scanning device; the infrared signal receiving device comprises a first infrared signal receiving device and a second infrared signal receiving device;
the first infrared scanning device and the first infrared signal receiving device are both arranged at the lower part of the front end of the vehicle;
the second infrared scanning device and the second infrared signal receiving device are both arranged at the lower part of the rear end of the vehicle.
Optionally, the predetermined distance is anywhere between 1.5-2.5 meters.
Optionally, the preset distance is 2 meters.
Optionally, in a situation that the card interface is fixed with the vehicle, the transmission mechanism can drive the vehicle to move along the track.
The embodiment of the specification adopts at least one technical scheme which can achieve the following beneficial effects: through this scheme, to setting up the track on the road surface, in order to make entering into this track entry that the vehicle can be accurate and be connected with the joint interface, through set up detecting element on the vehicle, and set up the detection sign at track entry annex, thereby make the vehicle can obtain the positional information of track entry and joint interface before entering the track entry, and then according to the direction of travel of this positional information adjustment vehicle, thereby guarantee that the vehicle accurately enters into the track entry and is connected with the joint interface, the potential safety hazard that the vehicle got into the track in-process and exists has greatly been reduced.
Drawings
In order to more clearly illustrate the embodiments of the present specification or the technical solutions in the prior art, the drawings needed to be used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments described in the specification, and for those skilled in the art, other drawings can be obtained according to the drawings without inventive exercise:
fig. 1 is a schematic top view of a rail transit system according to an embodiment of the present disclosure;
fig. 2 is a schematic side view of a rail transit system according to an embodiment of the present disclosure;
fig. 3 is a frame diagram of a rail transit system provided in an embodiment of the present specification;
fig. 4 is a vehicle front view of a rail transit assistance system provided by an embodiment of the present disclosure;
fig. 5 is a vehicle rear view of a rail transit assistance system provided in an embodiment of the present disclosure.
Detailed Description
In order to make those skilled in the art better understand the technical solutions in the present specification, the technical solutions in the embodiments of the present specification will be clearly and completely described below with reference to the drawings in the embodiments of the present specification, and it is obvious that the described embodiments are only a part of the embodiments of the present application, and not all of the embodiments. All other embodiments, which can be obtained by a person skilled in the art without making any inventive step based on the embodiments of the present disclosure, shall fall within the scope of protection of the present application.
Referring to fig. 1 and fig. 2, fig. 1 is a schematic top view structure diagram of a rail transit system according to an embodiment of the present disclosure; fig. 2 is a schematic top view of a rail transit system according to an embodiment of the present disclosure.
As shown in fig. 1 and 2, the present specification provides a rail transit assistance system, in which a rail 1 is a rail 1 erected above a road surface 2, and the rail 1 is provided with at least one set of transmission mechanisms capable of providing power to a vehicle entering the rail 1 so as to move the vehicle along the rail 1. More specifically, the track laid on the road surface may be two parallel rails, and the transmission mechanism is disposed between the two parallel rails. The transmission mechanism may include a first wheel, a second wheel, a drive device, and a belt encircling the first wheel and the second wheel. In the direction along the track, a plurality of groups of transmission mechanisms can be arranged according to the length of the track, and the length of each group of transmission mechanisms can be arranged according to actual needs. The drive means may be drive motors, and one or two drive motors may be provided for each set of transmission. The driving device can drive the first rotating wheel to rotate, so as to drive the vehicle entering the track to move along the track, at the moment, the first rotating wheel is a driving wheel, and the second rotating wheel is a driven wheel. In the case of a vehicle on a track, there is a certain friction between the belt and the chassis of the vehicle, and the belt provides power to the vehicle through the friction during operation, so that the vehicle can move along the track. In a possible embodiment, a layer of material capable of generating strong friction with the transmission belt can be arranged on the chassis of the vehicle to increase the friction between the transmission belt and the vehicle so as to prevent the transmission belt from slipping during the movement of the vehicle. Furthermore, a plurality of supporting rollers can be arranged between the first rotating wheel and the second rotating wheel and are in contact with the inner surface of the transmission belt, so that the transmission belt can run by means of the supporting rollers, and the transmission efficiency is improved.
Further, the track 1 of the present specification also includes a bogie. The bogie includes: a bogie frame and a steering wheel. The steel rail of the track 1 can be in an I shape, namely, grooves are formed in two outer sides of the track 1, the steering wheels can be embedded into the grooves, namely, the grooves are equivalent to the moving tracks of the steering wheels, and under the action of external force, the steering wheels can drive the bogie frame to move along the track 1. The bogie frame may be used to secure a vehicle. Specifically, the vehicle can be bound with this bogie frame, and then when the drive belt passes through frictional force and drives the vehicle motion, the vehicle can drive the bogie motion, and the directive wheel is convenient for realize the operation such as going straight, turning of vehicle.
As for the track 1, a clip interface (not shown in the figure) is provided at the track entrance 11, and the clip interface can fix the vehicle entering the track, so as to prevent the vehicle from being separated from the track 1 during the moving process along the track 1. Based on the design of the track 1, because the vehicle is usually driven by a driver manually, and because of the randomness of the direction of the manual driving, the clamping interface of the track inlet 11 cannot be accurately ensured to be connected with the vehicle at one time, so that some uncertain safety factors and hidden dangers are greatly increased, and certain property casualties can be caused.
To this end, the embodiment of the present specification provides a rail transit auxiliary system. Referring to fig. 3, fig. 3 is a frame diagram of a rail transit system provided in an embodiment of the present disclosure. As shown in fig. 3, the system includes:
a detection mark 301, which is arranged at a preset distance from the track entrance 1, and the detection mark 301 stores position information of the track entrance 11 and the card interface;
a detection unit 302, which is disposed on the vehicle, before the vehicle enters the track 1, the detection unit 302 is configured to detect the detection identifier 301 to obtain the position information of the track entry 11 and the card interface;
and the control unit 303 is configured to receive the position information detected by the detection unit 302, and control a steering mechanism of the vehicle to adjust a driving direction of the vehicle according to the current position information of the vehicle, so that the vehicle can be fixed to the card interface after entering the track entrance 11.
In the above, the preset distance may be two meters, and those skilled in the art may also select another suitable preset distance according to actual needs, for example, any distance between 1.5 and 2.5 meters, or another more suitable distance, which is not limited in this specification. In the present embodiment, a preset distance of two meters is exemplified.
When the vehicle travels to a distance of two meters from the track entrance 11, the detection unit 303 mounted on the vehicle may detect the detection flag to obtain the position information of the track entrance 11 and the card interface, and then transmit the position information to the control unit 303. The control unit 303 may be a vehicle-mounted computer, and after receiving the position information, the vehicle-mounted computer corrects the driving direction of the vehicle according to the current driving direction of the vehicle, so that the vehicle can accurately drive into the track entrance 11 and be connected with the card interface. The specific algorithm for adjusting the driving direction of the vehicle by the onboard computer according to the received position information and the current driving direction of the vehicle will not be described in detail here. Those skilled in the art can select or design a suitable algorithm, for example, a control signal can be sent to the steering mechanism according to the deviation information of the current driving direction of the vehicle relative to the track inlet 11 and the position of the card interface, and the steering mechanism can modify the driving direction of the vehicle according to the control signal, so that the driving direction of the vehicle is consistent with the deviation information of the track inlet 11 and the position of the card interface, and the vehicle can accurately enter the track inlet 11 and be connected with the card interface.
One possible example is that when the vehicle travels a distance of 2 meters from the track entrance, the driving mode of the vehicle is changed to automatic driving, and the steering mechanism automatically makes a directional correction of a certain angle according to the control signal, so that the vehicle can accurately enter the track entrance 11 to be connected with the card interface.
In a specific embodiment, the detection identifier may be a two-dimensional code identifier. For example, the two-dimensional code mark can be arranged on a road surface which is two meters away from the track entrance 11, and the two-dimensional code mark can be attached to the road surface. In addition, the two-dimensional code mark may be arranged in other ways as long as the vehicle can acquire the position information included in the two-dimensional code mark before entering the track entrance 11, and this specification does not specifically limit this.
Further, the detection unit 303 includes: an infrared scanning device and an infrared signal receiving device. The infrared scanning device is used for scanning the two-dimensional code identification to obtain scanning data; the infrared signal receiving device is used for receiving the scanning data to obtain the position information of the track inlet 11 and the card interface. The control unit 303 is connected to the infrared signal receiving device by a wire to receive the position information transmitted by the infrared signal receiving device. When the vehicle travels to a position two meters away from the track entrance 11, the infrared scanning device can scan the two-dimensional code mark attached to the road surface, and then transmit the scanning data to the infrared signal receiving device, so that the infrared signal receiving device obtains the position information of the track entrance 11 and the card interface according to the scanning data to transmit the position information to the control unit 303.
As an example, the infrared scanning device and the infrared signal receiving device may be both disposed at a lower portion of a front end of the vehicle, or may be both disposed at a lower portion of a rear end of the vehicle. Referring to fig. 4 and 5, fig. 4 is a vehicle front view of a rail transit assistance system provided by an embodiment of the present disclosure; fig. 5 is a vehicle rear view of a rail transit assistance system provided in an embodiment of the present disclosure. As shown in fig. 4 and 5, in the present embodiment, the infrared scanning device includes a first infrared scanning device 41 and a second infrared scanning device 42; the infrared signal receiving device includes a first infrared signal receiving device 51 and a second infrared signal receiving device 52. Wherein, the first infrared ray scanning device 41 and the first infrared ray signal receiving device 51 are both arranged at the lower part of the front end of the vehicle, i.e. the position shown in fig. 4, and the first infrared ray signal receiving device 51 and the first infrared ray scanning device 41 can be connected by a wire; the second infrared ray scanning device 42 and the second infrared ray signal receiving device 52 are both disposed at a lower portion of the rear end of the vehicle, i.e., at the position shown in fig. 4, and the second infrared ray signal receiving device 52 and the second infrared ray scanning device 42 may be connected by a wire.
According to the above arrangement, when the vehicle passes through the two-dimensional code mark, the first infrared scanning device 41 and the second infrared scanning device 42 on the vehicle can scan the two-dimensional code mark. In one case, the first infrared scanning device 41 scans the two-dimensional code identifier first, and if the first infrared scanning device 41 does not scan the two-dimensional code identifier (or has a fault or other reasons), the second infrared scanning device 42 may continue to scan the two-dimensional code identifier after the vehicle passes through the two-dimensional code identifier. In addition, a plurality of two-dimensional code marks can be additionally arranged at a distance of two meters from the track entrance 11, so that the situation that the vehicle cannot be controlled to steer due to the fact that the two-dimensional code marks are not scanned is avoided. The number of the two-dimensional code marks is not specifically limited in this specification.
As some optional modes, the detection identifier may also be a barcode or other identifier capable of recording location information; optionally, the detection unit may be other scanning devices besides an infrared scanning device, such as a laser. In addition, the detecting unit can also adopt other equipment that can discern two-dimensional code sign, bar code sign or other signs that have unknown information, and these do not all deviate from the utility model discloses a protection scope. Optionally, the setting position of the detection unit on the vehicle may be flexibly selected according to an actual situation, for example, the detection unit may be set on a chassis of the vehicle, or a side surface of the vehicle, or the like, that is, the setting position of the detection unit may be matched with the position of the detection identifier, in other words, before the vehicle enters the track entrance, it is only required to ensure that the detection unit can acquire the position information stored in the detection identifier, and the specific setting position of the detection unit is not specifically limited in this specification.
As described above, according to the scheme of the present specification, for a track erected on a road surface, in order to enable a vehicle to accurately enter the track entrance and be connected with a card interface, a detection unit is arranged on the vehicle, and a detection identifier is arranged at a track entrance accessory, so that the vehicle can acquire position information of the track entrance and the card interface before entering the track entrance, and then the driving direction of the vehicle is adjusted according to the position information, so that the vehicle is ensured to accurately enter the track entrance and be connected with the card interface, and in a situation that the card interface is fixed with the vehicle, a transmission mechanism can drive the vehicle to move along the track. Thus, the potential safety hazard existing in the process that the vehicle enters the track is greatly reduced.
While certain embodiments of the present disclosure have been described above, other embodiments are within the scope of the following claims. In some cases, the actions or steps recited in the claims may be performed in a different order than in the embodiments and still achieve desirable results. In addition, the processes depicted in the accompanying figures do not necessarily have to be in the particular order shown or in sequential order to achieve desirable results. The embodiments in the present specification are described in a progressive manner, and the same and similar parts among the embodiments are referred to each other, and each embodiment focuses on the differences from the other embodiments.
It should also be noted that the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other like elements in a process, method, article, or apparatus that comprises the element.
The above description is only an example of the present specification, and is not intended to limit the present application. Various modifications and changes may occur to those skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application should be included in the scope of the claims of the present application.
Claims (10)
1. A rail transit auxiliary system is characterized in that the rail is a rail erected above a road surface, and the rail is provided with at least one group of transmission mechanisms which can provide power for vehicles entering the rail so as to enable the vehicles to move along the rail;
the entrance of the track is provided with a clamping interface which can fix a vehicle entering the track;
this track traffic auxiliary system includes:
the detection mark is arranged at a preset distance from the track inlet and stores the position information of the track inlet and the card interface;
the detection unit is arranged on the vehicle and is used for detecting the detection identifier to obtain the position information of the track inlet and the card interface before the vehicle enters the track;
and the control unit is used for receiving the position information detected by the detection unit and controlling a steering mechanism of the vehicle according to the current running direction of the vehicle so as to adjust the running direction of the vehicle, so that the vehicle can be fixed with the card interface after entering the track entrance.
2. The rail transit auxiliary system of claim 1, wherein the detection mark is a two-dimensional code mark.
3. The rail transit assistance system according to claim 2, wherein the detection unit includes:
the infrared scanning device is used for scanning the two-dimensional code identification to obtain scanning data;
and the infrared signal receiving device is used for receiving the scanning data to obtain the position information of the track inlet and the card interface.
4. The rail transit auxiliary system according to claim 3, wherein the control unit is connected with the infrared signal receiving device by a wire to receive the position information transmitted by the infrared signal receiving device.
5. The rail transit auxiliary system according to claim 3, wherein the two-dimensional code mark is provided on a road surface at a preset distance from the track entrance;
when the vehicle runs to a preset distance away from the track entrance, the infrared scanning device can scan the two-dimensional code identification.
6. The rail transit auxiliary system according to claim 5, wherein the infrared scanning device and the infrared signal receiving device are both disposed at a lower portion of the front end of the vehicle;
or the infrared scanning device and the infrared signal receiving device are both arranged at the lower part of the rear end of the vehicle.
7. The rail transit assistance system of claim 5, wherein the infrared scanning device comprises a first infrared scanning device and a second infrared scanning device; the infrared signal receiving device comprises a first infrared signal receiving device and a second infrared signal receiving device;
the first infrared scanning device and the first infrared signal receiving device are both arranged at the lower part of the front end of the vehicle;
the second infrared scanning device and the second infrared signal receiving device are both arranged at the lower part of the rear end of the vehicle.
8. The rail transit aid system according to any one of claims 1 to 7, wherein the preset distance is anywhere between 1.5-2.5 meters.
9. The rail transit aid system of claim 8, wherein the predetermined distance is 2 meters.
10. The rail transit aid system of any one of claims 1-7 wherein the drive mechanism is capable of moving the vehicle along the rail with the card interface fixed to the vehicle.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202021375298.1U CN212386476U (en) | 2020-07-14 | 2020-07-14 | Rail transit auxiliary system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202021375298.1U CN212386476U (en) | 2020-07-14 | 2020-07-14 | Rail transit auxiliary system |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN212386476U true CN212386476U (en) | 2021-01-22 |
Family
ID=74252732
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202021375298.1U Active CN212386476U (en) | 2020-07-14 | 2020-07-14 | Rail transit auxiliary system |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN212386476U (en) |
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2020
- 2020-07-14 CN CN202021375298.1U patent/CN212386476U/en active Active
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Legal Events
| Date | Code | Title | Description |
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| GR01 | Patent grant | ||
| GR01 | Patent grant | ||
| CP01 | Change in the name or title of a patent holder |
Address after: 250400 No. 137, Longqiao village, Pingyin Town, Pingyin County, Jinan City, Shandong Province Patentee after: Zhao Yanmei Patentee after: Beijing Jiuzhou Huaye Technology Co.,Ltd. Address before: 250400 No. 137, Longqiao village, Pingyin Town, Pingyin County, Jinan City, Shandong Province Patentee before: Zhao Yanmei Patentee before: Beijing Wuzhou Hongye Technology Group Co.,Ltd. |
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| CP01 | Change in the name or title of a patent holder | ||
| TR01 | Transfer of patent right |
Effective date of registration: 20221223 Address after: 250499 No. 137, Longqiao village, Pingyin Town, Pingyin County, Jinan City, Shandong Province Patentee after: Zhao Yanmei Patentee after: Jiuzhou Huaye Development Co.,Ltd. Address before: 250400 No. 137, Longqiao village, Pingyin Town, Pingyin County, Jinan City, Shandong Province Patentee before: Zhao Yanmei Patentee before: Beijing Jiuzhou Huaye Technology Co.,Ltd. |
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| TR01 | Transfer of patent right |