CN212861432U

CN212861432U - Rail transit operation control system and rail transit system

Info

Publication number: CN212861432U
Application number: CN202021486477.2U
Authority: CN
Inventors: 不公告发明人
Original assignee: Individual
Current assignee: Individual
Priority date: 2020-07-24
Filing date: 2020-07-24
Publication date: 2021-04-02
Anticipated expiration: 2030-07-24

Abstract

The application relates to the technical field of rail transit, in particular to a rail transit operation control system. The application provides a track traffic operation control system includes: the first monitoring device is arranged at the inlet of the upper track and used for monitoring whether a vehicle enters the upper track or not; the second monitoring device is arranged on the main track and used for monitoring whether a vehicle runs on the main track or not; and the track control device is used for judging whether to start the first transmission mechanism of the upper track according to the monitoring data of the first monitoring device and the second monitoring device. The method and the device can ensure that the vehicle can safely enter the main track.

Description

Rail transit operation control system and rail transit system

Technical Field

The application relates to the technical field of rail transit, in particular to a rail transit operation control 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. Therefore, when using rail transit, it is necessary to ensure that the vehicle can safely enter the track.

Based on this, the present application is specifically proposed.

SUMMERY OF THE UTILITY MODEL

The embodiment of the specification provides a rail transit operation control system for ensuring that a vehicle can safely enter a rail for operation.

The embodiment of the specification adopts the following technical scheme:

the embodiment of the specification provides a rail transit operation control system, wherein the rail comprises a main rail erected above a road surface, and an upper rail connecting the road surface and the main rail, and vehicles on the road surface can enter the main rail along the upper rail;

the upper rail is provided with at least one group of first transmission mechanisms, the main rail is provided with at least one group of second transmission mechanisms, the first transmission mechanisms are used for conveying vehicles entering the upper rail to the main rail, and the second transmission mechanisms are used for driving the vehicles entering the main rail to run along the main rail;

the rail transit operation control system includes:

the first monitoring device is arranged at the inlet of the upper track and used for monitoring whether a vehicle enters the upper track or not;

the second monitoring device is arranged on the main track and used for monitoring whether a vehicle runs on the main track or not;

and the track control device is used for judging whether to start the first transmission mechanism of the upper track according to the monitoring data of the first monitoring device and the second monitoring device.

The present specification also provides a rail transit system comprising: the vehicle-mounted road comprises a main track erected above a road surface and an upper track connecting the road surface and the main track, wherein vehicles on the road surface can enter the main track along the upper track;

the rail transit system further includes:

an upper track detection area, located at the upper track entrance, for detecting whether a vehicle enters the upper track;

the vehicle detector is arranged on the main track, and the distance between the vehicle detector and the joint of the main track and the upper track is set;

and the controller can receive detection signals of the upper track detection area and the vehicle detector and control the starting of the first transmission mechanism according to the received detection signals.

The embodiment of the specification adopts at least one technical scheme which can achieve the following beneficial effects: in addition, when the vehicles are conveyed to the main track from the upper track, the vehicles on the track are monitored by the track control device to judge whether to start conveying the vehicles on the upper track, so that the vehicles can be ensured to safely enter the main track.

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 overall structure diagram of a rail transit operation control system provided in an embodiment of the present disclosure;

FIG. 2a is a schematic structural diagram of a main track provided in an embodiment of the present disclosure;

fig. 2b is a schematic structural diagram of a main track with a bogie provided in an embodiment of the present specification;

fig. 3 is a schematic structural diagram of a second monitoring device provided in an embodiment of the present disclosure;

fig. 4 is a block diagram of a rail transit operation control system provided in an embodiment of the present disclosure;

fig. 5 is a schematic structural diagram of a rail transit system according to 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, fig. 1 is a schematic view of an overall structure of a rail transit operation control system provided in an embodiment of the present specification. As shown in fig. 1, the present specification provides a rail transit running control system, in which a rail includes a main rail 11, and an upper rail 12 connecting a road surface to the main rail 11, and vehicles on the road surface can enter the main rail 11 along the upper rail 12. Further, the upper rail 12 is provided with at least one group of first transmission mechanism, the main rail 11 is provided with at least one group of second transmission mechanism, the first transmission mechanism is used for conveying the vehicle entering the upper rail 12 to the main rail 11, and the second transmission mechanism is used for driving the vehicle entering the main rail 11 to run along the main rail 11. Further, the track also comprises a lower track 13, the lower track 13 is connected with the road surface and the main track 11, and vehicles on the main track 11 can enter the road surface along the lower track 13. The track of the present description may be understood as a track erected above an existing urban road surface, i.e. there is a certain space between the track and the urban road surface, so that vehicles can still run on the urban road surface below the track.

The second transmission mechanism in this specification will be further described with reference to fig. 2a and 2 b. Referring to fig. 2a and 2b, fig. 2a is a schematic structural diagram of a main track provided in an embodiment of the present specification; fig. 2b is a schematic structural diagram of a main rail with a bogie provided in an embodiment of the present disclosure. As shown in fig. 2a and 2b, the main track 11 may be two parallel rails, and the second transmission 2 is arranged between the two parallel rails. The second transmission 2 may comprise a first wheel 21, a second wheel 22, drive means, and a belt 23 encircling the first wheel 21 and the second wheel 22. It should be noted here that two sets of transmission mechanisms 2 are shown in fig. 2, and the middle part of fig. 2 is used as a boundary, the left part is the first set of second transmission mechanisms, and the right part is the second set of second transmission mechanisms, of course, in the direction along the main track 11, a third set, a fourth set, or even more sets of second transmission mechanisms 2 may also be arranged according to the length of the main track 11, and the length of each set of second transmission mechanisms 2 may be arranged according to actual needs, and this specification does not limit this. The first group of second transmission means 2 in the left part of fig. 2 only shows the second wheel 22 (the first wheel is not shown) and the second group of second transmission means 2 in the right part of fig. 2 only shows the first wheel 21 (the second wheel is not shown).

The drive means may be drive motors, and one or two drive motors may be provided for each set of second transmission 2. The driving device can drive the first wheel 21 to operate, so as to drive the vehicle entering the main track 11 to move along the main track 11, at this time, the first wheel 21 is a driving wheel, and the second wheel 22 is a driven wheel. As a feasible example, the driving device may also drive the second wheel 22 to rotate, so as to drive the vehicle entering the main track 11 to move along the main track 11, where the second wheel 22 is a driving wheel, and the first wheel 21 is a driven wheel; of course, the driving device may also drive the first rotating wheel 21 and the second rotating wheel 22 to operate simultaneously (for example, two driving motors drive the first rotating wheel 21 and the second rotating wheel 22 respectively), so as to drive the vehicle entering the main track 11 to move along the main track 11.

It should be noted that, in the case that the vehicle is located on the main rail 11, there is a certain friction between the transmission belt 23 and the chassis of the main rail 11, and during the operation of the transmission belt 23, the main rail 11 is powered by the friction, so that the vehicle can move along the main rail 11. In one possible embodiment, a layer of material capable of generating strong friction with the transmission belt 23 may be disposed on the chassis of the vehicle to increase the friction between the transmission belt 23 and the vehicle, so as to prevent a slip phenomenon (i.e., a phenomenon of relative movement between the vehicle and the transmission belt 23) during the movement of the vehicle driven by the transmission belt 23.

The above is a schematic structural view of the second transmission mechanism 2 of the main rail 11. As an example, the upper rail 12 may be the same as the main rail 11, or may be two parallel rails, and the first transmission mechanism is provided between the two parallel rails. And the first transmission mechanism and the second transmission mechanism 2 have the same structure, the structure of the first transmission mechanism will not be described herein, and refer to the description of the second transmission mechanism 2 above. Further, the lower rail 13 may be provided with the same structure as the upper rail 12, and a detailed structure of the lower rail 13 will not be described here.

Referring back to fig. 1, the track traffic operation control system provided by the present specification includes a first monitoring device 101, a second monitoring device 102, and a track control device (not shown in the drawings). Specifically, the first monitoring device 101 is disposed at an entrance of the upper rail 12, and is configured to monitor whether a vehicle enters the upper rail 12; the second monitoring device 102 is disposed on the main track 11 and is used for monitoring whether a vehicle runs on the main track 11. As an example, the second monitoring device 102 may be plural, and the plural second monitoring devices 102 are uniformly arranged along the main rail 11 direction. Five second monitoring devices 102 are exemplarily shown in fig. 1, and a person skilled in the art may set other numbers of second monitoring devices 102 according to actual needs, which is not limited in the present specification.

The track control device can receive the monitoring data of the first monitoring device 101 and the second monitoring device 102, and judge whether to start the first transmission mechanism of the upper track 12 according to the monitoring data of the first monitoring device 101 and the second monitoring device 102. Specifically, when the first monitoring device 101 monitors that a vehicle enters the upper track 12, the track control device judges whether the vehicle passes through the preset distance from the position of the intersection between the upper track 12 and the main track 11 according to the monitoring data sent by the second monitoring device 102; if no vehicle passes, the first drive mechanism of the upper track 12 is activated; if there is a vehicle passing by, the first drive of the upper track 12 is not activated.

In the above description, the upper rail 12 needs to ensure that the vehicle does not collide with the main rail 11 when the vehicle is transported to the main rail 11. When the first monitoring device 101 monitors that a vehicle enters the upper track 12, the vehicle needs to be transported to the main track 11, and at this time, the vehicle running condition on the main track 11 needs to be judged. In one mode, a second monitoring device 102 is disposed at a predetermined distance from the position where the rail 12 meets the main rail 11 (assuming that the second monitoring device 102 disposed here is denoted as a), and then a plurality of second monitoring devices 102 (b, c, d, e in this order) are uniformly distributed along the direction in which the main rail 11 travels. Various schemes can be designed to control the activation of the first transmission mechanism according to the length of the preset distance, the transmission speed of the transmission belt, the distance between the second monitoring devices 102, and the like, and the description does not limit the specific control scheme, and the specific control scheme is only exemplified here: for example, when the first monitoring device 101 detects that a vehicle enters the upper track 12, the second monitoring device 102 at a does not detect that the vehicle passes through, and at this time, the first transmission mechanism may be activated, and the first transmission mechanism drives the vehicle to run in an accelerated manner until the speed of the vehicle is consistent with the transmission speed of the main track 11, so that the vehicle enters the main track 11 at the speed. In this case, the time for the vehicle to be transferred to the main rail 11 needs to be longer than the time for the vehicle to travel from the a point of the main rail 11 to the intersection of the upper rail 12 and the main rail 11. For another example, when the first monitoring device 101 monitors that a vehicle enters the upper track 12, if none of a, b, c, d, and e has passed by, the first transmission mechanism is started, and the first transmission mechanism drives the vehicle to run at an accelerated speed until the speed of the vehicle is consistent with the transmission speed of the main track 11, so that the vehicle enters the main track 11 at the speed. In addition, other control methods can be designed as long as the activation of the first transmission mechanism can be controlled according to the data of the first monitoring device 101 and the second monitoring device 102 to ensure that the vehicle can safely enter the main track 11. The above-described control can be implemented by configuring the track control device with corresponding program code, which is written in the prior art, given the above-described functions.

As an alternative example, referring to fig. 3, fig. 3 is a schematic structural diagram of a second monitoring device provided in an embodiment of the present disclosure. As shown in fig. 3, the second monitoring device 102 may include a magnetic field emitting end 1021 and a signal receiving end 1022. Wherein, when a vehicle passes through the second monitoring device 102 on the main track 11, the magnetic field generated by the magnetic field emitting end 1021 can be cut; the signal receiving end 1022 can receive the signal of the magnetic field and send the signal of the magnetic field to the track control device, so that the track control device can determine whether a vehicle passes through the second monitoring device 102 on the main track 11 according to the signal of the magnetic field. Specifically, the magnetic field transmitting terminal 1021 and the signal receiving terminal 1022 are both installed on the main track 11, and the magnetic field is formed between the magnetic field transmitting terminal 1021 and the signal receiving terminal 1022 so that the vehicle on the main track 11 can cut the magnetic field. The magnetic field emitting end 1021 and the signal receiving end 1022 may be fixed to the main track 11 by corresponding fixing brackets, or may be fixed to the main track 11 by other methods, which is not limited in this specification.

More specifically, in one example, referring to fig. 2b and 3, the vehicle is secured to the main track 11 by a bogie 3, the bogie 3 including a bogie frame 31 and steerable wheels 32. The rails of the main track 11 may be designed in an "i" shape, that is, grooves are formed on two outer sides of the main track 11, and the steering wheel 32 may be inserted into the grooves, that is, the grooves correspond to the moving tracks of the steering wheel 32, and the steering wheel 32 may drive the bogie frame 31 to move along the main track 11 under the action of external force. The bogie frame 31 may be used to secure a vehicle. Specifically, the vehicle can be bound with the bogie frame 31, and then when the driving belt 23 drives the vehicle to move through friction, the vehicle can drive the bogie 3 to move, and the steering wheel 32 facilitates the straight-ahead operation, turning operation and the like of the vehicle. It should be noted here that the bogie frame 31 includes three parts, i.e., a short plate on the steered wheels 32 on both sides and a long plate between the steered wheels 32 on both sides in fig. 3. Wherein, two short boards and long board can be integrated into one piece's structure, also can be split type structure. If a split structure is adopted, the long plate can be connected with the short plates on the two sides through bolts, welding, clamping and the like, and the specification does not limit the connection. In this way, the steering wheel 32 can pass and cut the magnetic field generated by the magnetic field emitting end 1021 during the vehicle's travel along the main track 11, i.e., during the movement of the steering wheel 32 along the main track 11. The steered wheels 32 are shown schematically in fig. 3.

In the above, when the steering wheel 32 cuts the magnetic field, the phase of the magnetic field changes. For example, when the magnetic lines of force of the magnetic field are cut, the output result is 1, and at this time, it is determined that a vehicle passes through; when the magnetic line of force of the magnetic field is not cut, the output result is 0, and at this time, it is judged that no vehicle passes through. In addition, the second monitoring device 102 may also be selected from other forms, such as an infrared detector, a pressure sensor, etc., as long as it can monitor whether the vehicle passes through or not.

Alternatively, the first monitoring device 101 may be provided in the same structure as the second monitoring device 102. Both the magnetic field transmitting end and the signal receiving end of the first monitoring device 101 are mounted on the upper track 12, and the magnetic field is formed between the magnetic field transmitting end and the signal receiving end of the first monitoring device 101, so that a vehicle entering the upper track can cut the magnetic field. The structure of the first monitoring device 101 will not be described here.

Optionally, the first monitoring device 101 may also be an image acquisition device, and the image acquisition device is configured to acquire an image of a vehicle to enter the upper track 12 and send acquired image data to the track control device. For example, the image capturing device may be a surveillance camera disposed at the entrance of the upper track 12, and when a vehicle enters the upper track 12, the surveillance camera may send a corresponding signal to the track control device. In addition, the first monitoring device 101 may be selected from other forms, such as an infrared detector, a pressure sensor, etc., as long as it can monitor whether or not the vehicle enters the upper rail 12.

Referring to fig. 4, fig. 4 is a block diagram of a track traffic operation control system provided in an embodiment of the present specification. As shown in fig. 4, the track traffic operation control system provided in the present specification can be represented as follows by using a structural block diagram: the system comprises a first monitoring device 101, a second monitoring device 102, a track control device 103 and a drive mechanism 104. Wherein, the track control device 103 receives the monitoring signals according to the first monitoring device 101 and the second monitoring device 102, and if the condition of transferring the vehicle to the main track 11 is satisfied, sends a control signal to the driving mechanism 104, so that the driving mechanism 104 controls the first transmission mechanism to operate, that is, starts the first transmission mechanism; if the condition for transferring the vehicle to the main track 11 is not satisfied, the vehicle is put in a waiting state and the first transmission mechanism is not activated.

The present specification also provides a rail transit system. Referring to fig. 5, fig. 5 is a schematic structural diagram of a rail transit system according to an embodiment of the present disclosure. As shown in fig. 5, the rail transit system includes: the vehicle-mounted road comprises a main track erected above a road surface and an upper track connecting the road surface and the main track, wherein vehicles on the road surface can enter the main track along the upper track; the upper rail is provided with at least one group of first transmission mechanisms, the main rail is provided with at least one group of second transmission mechanisms, the first transmission mechanisms are used for conveying vehicles entering the upper rail to the main rail, and the second transmission mechanisms are used for driving the vehicles entering the main rail to run along the main rail; the rail transit system further includes:

an upper track detection area 5, the upper track detection area 5 being located at the upper track entrance for detecting whether a vehicle enters the upper track;

In the rail transit system, the rail structure is the same as the above-mentioned rail structure. The difference is that the rail transit system is provided with an upper rail detection area 5 at the entrance of the upper rail, and whether a vehicle enters the upper rail is detected through the detection area. The upper track detection area 5 may detect whether a vehicle enters or not in any known manner, and this description does not limit this. In addition, in the rail transit system, the vehicle detector is a set distance from the joint of the main rail and the upper rail (the set distance is set by technicians in the field according to actual conditions), and the controller controls the starting of the first transmission mechanism according to the detection signals of the upper rail detection area 5 and the vehicle detector. For a detailed description of the rail transit system, reference is made to the above, which is not described in detail here.

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

1. A rail transit operation control system is characterized in that the rail comprises a main rail erected above a road surface and an upper rail connecting the road surface and the main rail, and vehicles on the road surface can enter the main rail along the upper rail;

the rail transit operation control system includes:

2. The rail transit operation control system according to claim 1, wherein the second monitoring device is plural, and the plural second monitoring devices are arranged uniformly in the main rail direction.

3. The rail transit operation control system according to claim 2, wherein the second monitoring device includes:

a magnetic field emitting end capable of cutting a magnetic field generated by the magnetic field emitting end when a vehicle passes through the second monitoring device on the main track;

and the signal receiving end can receive the signal of the magnetic field and send the signal of the magnetic field to the track control device, so that the track control device judges whether a vehicle passes through the second monitoring device on the main track according to the signal of the magnetic field.

4. The rail transit operation control system according to claim 3, wherein the magnetic field transmitting terminal and the signal receiving terminal are both mounted on the main rail, and the magnetic field is formed between the magnetic field transmitting terminal and the signal receiving terminal, so that vehicles on the main rail can cut the magnetic field.

5. The rail transit operation control system according to claim 3, wherein the first monitoring device and the second monitoring device are identical in structure;

the magnetic field transmitting end and the signal receiving end of the first monitoring device are both arranged on the upper track, and the magnetic field is formed between the magnetic field transmitting end and the signal receiving end, so that vehicles entering the upper track can cut the magnetic field.

6. The rail transit operation control system according to claim 1, wherein the first monitoring device is an image acquisition device for acquiring an image of a vehicle to enter the upper rail and transmitting the acquired image data to the rail transit control device.

7. The rail transit operation control system of claim 3, wherein the first transmission mechanism and the second transmission mechanism each comprise: the device comprises a first rotating wheel, a second rotating wheel, a driving device and a transmission belt surrounding the first rotating wheel and the second rotating wheel;

the driving device can drive the first rotating wheel and/or the second rotating wheel to drive the transmission belt to run along the first rotating wheel and the second rotating wheel, so that the transmission belt drives a vehicle entering the main track to move along the main track.

8. The rail transit operation control system of claim 7, wherein the vehicle is fixed to the main rail by a bogie;

wherein the bogie comprises: a bogie frame for securing the vehicle; the steering wheel is embedded in the groove on the outer side of the main rail and can move along the main rail under the action of external force;

wherein, in the process that the steering wheel moves along the main track, the steering wheel can pass through and cut the magnetic field generated by the magnetic field emission end.

9. A rail transit system, comprising: the vehicle-mounted road comprises a main track erected above a road surface and an upper track connecting the road surface and the main track, wherein vehicles on the road surface can enter the main track along the upper track;

the rail transit system further includes: