JP3234013U - Intelligent computerized transportation regulation system for orbital transportation - Google Patents

Abstract

PROBLEM TO BE SOLVED: To grasp the real-time situation of a construction site in a timely manner, and at the same time, discover a hidden danger and immediately eliminate the risk. Provide a transportation regulation system. An intelligent computerized transportation regulation system for track traffic includes a cloud server, a signal base station, an inquiry terminal, a scheduling center, and track traffic equipment to which an in-vehicle terminal and a positioning terminal are attached. Further includes an alarm terminal including a driver action alarm device and an approach alarm device. It includes a process of automatically switching networks, in which only a single positioning signal is formed. The rail car further has a process of automatically warning when the target warning object is met. By installing a local area network signal base station and a wide area network signal base station, a real-time monitoring and control function for the construction process of railway transportation will be realized. [Selection diagram] Fig. 1

Description

This practical proposal relates to the field of track traffic technology, especially to the intelligent, computerized and transport regulation system of track traffic.

High-speed rail has already become a trend in global rail development, and one country and region has become one of the strategic goals for developing transportation. As railway construction works become more popular, construction safety issues are especially important, and travel safety is even more important. Rail transport construction has continuity, holistic, dynamic, openness and all-weather work characteristics. The feature of continuity requires safety to be the main focus in the transportation construction process. The characteristic of omnidirectionality is that each ring is connected to each other, and even if a very small part is moved, all aspects are affected, so it is required to realize real-time monitoring of the transportation construction process. As the fusion of intelligence and informatization is strongly promoted in line with national policy, each region will take measures to deal with it quickly, accelerate the construction of basic facilities for informatization, and integrate intelligence and informatization. The level of basic facilities related to information has clearly improved, intelligent industrial applications in the construction industry have been rudimentarily developed, and intelligent buildings have become the focus of industry development.

In the conventional industry, the positions of vehicles and personnel are generally displayed using satellite positioning, but data cannot be fed back in real time in areas that cannot be covered by 3G / 4G / 5G wide area network signals. Especially in railway construction, there are many construction sections on the track, traffic vehicles coming and going, and individual workers passing on the track. When a railroad is constructed in a long-distance tunnel group area, the track vehicle always travels to an area that cannot be covered by 3G / 4G / 5G wide area network signals during operation, there is no continuous power supply in the tunnel, and data is transferred to the system. There is a relatively large safety problem in the construction work, which cannot be returned and leads to data blanks in this section in the railway scheduling safety management system.

The purpose of this practical proposal is to overcome the shortage of conventional technology, provide an intelligent computerized transportation regulation system for track traffic, and realize a real-time monitoring and control function for the construction process of railway transportation. In addition to grasping the real-time situation in a timely manner, hidden dangers can be discovered and the risks can be eliminated immediately, ensuring the quality of construction and transportation and the safety of personnel.

The purpose of this utility model is realized by the following technical proposals. In other words, it is an intelligent information-oriented transportation regulation system for rail transportation.
A cloud server for storing data and
The wide area network signal base station including a wide area network signal base station capable of receiving 3G / 4G / 5G wide area network signal transmission and a local area network signal base station that cannot cover the 3G / 4G / 5G wide area network signal. And the local area network signal base station is arranged along the orbital line, and the local area network signal base station is a signal base station that is communicatively connected to a server via the wide area network signal base station.
The fixed terminal or the mobile terminal includes a fixed terminal or a mobile terminal, and the fixed terminal or the mobile terminal is an inquiry terminal that is communicated and connected to the cloud server via a communication network.
An intelligent computerized transportation regulation system for orbital traffic, including a scheduling center that is connected to the cloud server via a communication network and displays signal data of a signal base station in real time.
The intelligent information-oriented transportation regulation system further includes track transportation equipment and an alarm terminal.
The track traffic facility includes at least a plurality of online track vehicles, the track vehicle is equipped with an in-vehicle terminal and a positioning terminal, and the positioning terminal is used for wide area positioning and 3G / 4G / 5G wide area. It is composed of a first positioning module that uses a network and a second positioning module that uses a local area network that is used for local area positioning and cannot cover 3G / 4G / 5G wide area network signals. The in-vehicle terminal is industrially controlled. The first video collecting unit includes a computer, a first video collecting unit, a data transmission module and a processing host, and the first video collecting unit is used to collect the vehicle driving situation while the track vehicle is running, and the industrial control computer and the video collecting unit. Communicate with the processing host, the processing host realizes network switching between the 3G / 4G / 5G wide area network and the local area network, and the track vehicle is from an area that cannot be covered by the 3G / 4G / 5G wide area network signal. With the first positioning module that can receive 3G / 4G / 5G wide area network signals and local area network signals at a distance of 300-500m, and receives 3G / 4G / 5G wide area network signals. The second positioning module that receives the local area network signal realizes communication with the processing host by an alternative method and transmits the position information of the track vehicle to the processing host, and the processing host preferentially receives the first. When communicating with the 1 positioning module and the 1st positioning module cannot receive the 3G / 4G / 5G signal, the processing host executes network switching to realize communication with the 2nd positioning module, and the processing host performs the communication. After processing the signal collected from the first video acquisition unit and the industrial control computer, the data transmission module transmits the signal to a nearby wide area network signal base station or local area network signal base station.
The alarm terminal includes a driver action warning device and an approach warning device, and the driver action warning device is installed inside a track vehicle to provide a second video collecting unit and a driver for monitoring the driver's actions. The second video acquisition unit is composed of a voice alarm unit for warning, the collected signal is transmitted to the scheduling center by the processing host, and the scheduling center transmits the alarm signal through the processing host by AI visual analysis. An alarm is realized by transmitting to the voice alarm unit, the approach alarm device is composed of a first vehicle-mounted alarm module and a target alarm module, the first vehicle-mounted alarm module is attached to a track vehicle, and the target alarm module is another. One of the second in-vehicle warning module attached to the track vehicle and used for the approach warning of the vehicle, the movement protection warning module used for the approach warning of the construction area, the personnel protection module used for the approach warning of individual personnel, or The first in-vehicle warning module and the second in-vehicle warning module are each composed of an in-vehicle approach warning host and a sensor I attached to the respective track vehicles, and the movement protection warning module is a track line. The personnel protection module is composed of a protective electronic tag attached to an operator and a sensor III attached to the protective electronic tag, and is composed of a mobile alarm and a sensor II movably arranged along the line. A buzzer is installed on the tag, and the sensor I, the sensor II, and the sensor III can all transmit an omnidirectional radio signal to the outside and receive a signal transmitted from another sensor, and the sensor I can receive the signal transmitted from the other sensor. The sensor I, the sensor II and all the signals transmitted from the sensor III can be received, and the sensor II and the sensor III can receive only the signal transmitted from the sensor I. The sensor I is provided with a monitoring timing T, and within the monitoring timing T, the sensor I receives only the only signal transmitted from the sensor I, the sensor II, or the sensor III, and the only alarm. A signal can be formed, and while the track vehicle is traveling, the sensor I provides a continuous and uninterrupted monitoring timing T to transmit a signal transmitted from the sensor I, the sensor II, or the sensor III in real time. An MCU controller and an alarm device are installed in the in-vehicle approach alarm host, and the sensor I is the M. Communication with the CU controller is realized, the MCU controller triggers the alarm after receiving the signal, the sensor II triggers the mobile alarm after receiving the signal of the sensor I, and the sensor III triggers the alarm. After receiving the sensor I signal, the buzzer is triggered, and the MCU controller transmits the received position signal of the target alarm module to the processing host.

The local area network signal base station employs wireless communication.

The first positioning module is a GPS positioning module or a Hokuto positioning module.

The first positioning module is attached to the online track vehicle, and the second positioning module is attached to the track vehicle and a positioning tag arranged along the track line that cannot be covered by the 3G / 4G / 5G wide area network signal. Includes an RFID reader for reading the electronic tag.

The positioning tags are arranged at equal intervals along orbital lines that cannot be covered by 3G / 4G / 5G wide area network signals.

In the movement protection alarm module, two sensors II are installed at least at both ends of the construction area, and the two sensors II are used to trigger an alarm of a rail car from both directions.

Independent power supplies are installed in both the mobile alarm and the protective electronic tag.

The monitoring timing T is 1 to 1.5S.

The sensing range of the sensor I, the sensor II, and the sensor III is 500 meters or more.

When the track vehicle travels on a track in a wide area network that can receive 3G / 4G / 5G wide area network signal transmission in an intelligent computerized transportation regulation method for track traffic, the first positioning module is used. It receives the 3G / 4G / 5G wide area network signal and realizes communication with the processing host, and the processing host transmits the operating status of the track vehicle to the cloud server through the 3G / 4G / 5G wide area network signal base station, and It is displayed in real time at the scheduling center, and when the track vehicle enters an area that cannot be covered by the 3G / 4G / 5G wide area network signal, it is further equipped with a process of automatically switching the network, and only one positioning is performed in this process. Form only the signal. If the track vehicle is on a target alarm, it further includes an automatic alarm process, which is a wide area network area or 3G / 4G / 5G wide covered by a 3G [@] / 4G / 5G wide area network signal. Area Network Located in a local area network area that cannot be covered by network signals.

Switching the network automatically includes the following steps. In S101, the track vehicle enters the local area network area that cannot be covered by the 3G / 4G / 5G wide area network signal from the wide area network area covered by the 3G / 4G / 5G wide area network signal, and 10 from the local area network area. At a distance of -30 meters, the processing host simultaneously realizes communication with the first positioning module that receives the 3G / 4G / 5G wide area network signal and the second positioning module that receives the local area network signal, and the processing host has priority. The first positioning module is selected to realize communication, and real-time data is transmitted to the cloud server by the wide area network signal base station. In S102, if the processing host loses communication with the first positioning module after the track vehicle enters the local area network area that cannot be covered by the 3G / 4G / 5G wide area network signal, the processing host automatically networks. To switch and communicate with the second positioning module, transmit the signal data of the second positioning module to the wide area network signal base station via the local area network signal base station, and use the wide area network signal base station. It is transmitted to the cloud server via.

The alarm process includes the following steps. In S201, the sensor I on the track vehicle automatically receives the signal transmitted from any of the sensors I, the sensor II or the sensor III pre-installed in the target alarm module, and the sensor I is the sensor I, the sensor II and the sensor I. All signals transmitted from sensor III can be received, and sensor II and sensor III can receive only the signals transmitted from sensor I. In the first monitoring timing T when the sensor I on the track vehicle receives the signal, the sensor I feeds back the signal to the MCU controller, and the MCU controller triggers the alarm after receiving the signal.
The operator on the track vehicle performs the corresponding alarm operation to indicate that the alarm signal exists within the monitoring timing T, the sensor II triggers the movable alarm after receiving the signal of the sensor I, and the sensor III Triggers a buzzer after receiving the sensor I signal, the MCU controller sends the received position signal of the target alarm module to the processing host, and the processing host uses the data transmission module to send a nearby wide area network signal base station or local. Send to the area network signal base station,
If the worker on the rail car does not perform any operation within 5-10S after the trigger of the alarm, the processing host feeds back the unoperated signal to the scheduling center, and the scheduling center transmits the rail car brake signal. Railcars are braked and
When the number of alarms NN ≧ that the sensor I on the track vehicle appears in the same detection timing T, the processing host feeds back the alarm number signal to the scheduling center and warns the scheduling center that there is a problem in operation scheduling. The correction is performed until the number of alarms N that the sensor I appears in the same detection timing T becomes less than two.

In S202, the sensor I on the track vehicle automatically enters the next monitoring timing T, and the sensor I on the track vehicle is automatically transmitted from the sensor I, the sensor II, or the sensor III pre-installed in the target alarm module. The processing host accumulates the number of alarms by receiving the signal and repeating the process of S201. When the actual number of warnings N1 of the track vehicle is larger than N2, the processing host feeds back the warning number signal to the scheduling center, warns that there is a problem in the operation scheduling of the scheduling center, and the actual number of warnings N1 of the track vehicle. Is corrected until is smaller than N2, where N2 is the number of theoretical warnings when the track vehicle is driven, which is preset in the scheduling center.

The beneficial effects of this utility model are as follows. A local area network signal base station and a wide area network signal base station are installed, and the processing host automatically switches the network according to the signal reception status with the first positioning module that receives the 3G / 4G / 5G wide area network signal. The second positioning module that receives the local area network signal realizes communication with the processing host by an alternative method, and transmits the position information of the track vehicle to the processing host, and the processing host preferentially receives the first positioning module. When the 1st positioning module cannot receive 3G / 4G / 5G signals, the processing host switches the network to realize communication with the 2nd positioning module, and realizes a real-time monitoring function for the railway transportation construction process. At the same time as immediately grasping the real-time situation of the construction site, multiple types of warning terminals are installed, the second in-vehicle warning module used for vehicle approach warning, the mobile protection warning module used for approach warning in the construction area, and individual personnel. It includes a personnel protection module used for approach warnings, which can detect hidden dangers and eliminate them immediately, ensuring the quality and personnel safety of construction and transportation.

It is a schematic diagram of the structure of this utility model. It is a schematic diagram of the wide area network transmission of this utility model. It is a schematic diagram of the local area network transmission of this utility model. It is a connection schematic diagram of the 1st vehicle-mounted warning module and the 2nd vehicle-mounted warning module when two track vehicles intersect in the approach warning device of the utility model. It is a connection schematic diagram of the 1st vehicle-mounted warning module and the movement protection warning module in the approach warning device of this utility model. It is a connection schematic diagram of the 1st vehicle-mounted alarm module and the personnel protection module in the approach alarm device of this utility model. It is a figure which shows typically the principle of the approach warning between the 1st vehicle-mounted warning module and the target warning module of this utility model. It is a figure which shows typically the arrangement in the tunnel of the positioning tag 1 of this utility model. It is a schematic diagram of the configuration which realizes the network switching by one Example of this utility model.

Hereinafter, the technical proposal of the utility model will be described in more detail with reference to the drawings, but the scope of protection of the utility model is not limited to the following.

As shown in FIGS. 1 to 3, it is an intelligent information-oriented transportation regulation system for track traffic.
A cloud server for storing data and
The wide area network signal base station including a wide area network signal base station capable of receiving 3G / 4G / 5G wide area network signal transmission and a local area network signal base station that cannot cover the 3G / 4G / 5G wide area network signal. And the local area network signal base station is arranged along the orbital line, and the local area network signal base station is a signal base station that is communicatively connected to a server via the wide area network signal base station.
The fixed terminal or the mobile terminal includes a fixed terminal or a mobile terminal, the fixed terminal or the mobile terminal includes an inquiry terminal and a scheduling center which are communicated and connected to the cloud server via a communication network, and the inquiry terminal provides an information account management function. However, by setting roles and users, the situation of users of the system can be reasonably distributed. The role system can set various roles such as a company role, a department role, and a personnel role. The full line setting allows different roles to have different access privileges, and the inquiry terminal of different roles realizes an inquiry function that cannot be communicated. This technique is a conventional method and is not described in detail here.

The scheduling center is connected to the cloud server via a communication network, displays signal data of a signal base station in real time, and comprehensively manages and remotely monitors construction areas such as track bases and beam fields to which the project belongs. It is possible to realize real-time command and scheduling for locomotives, supplies and personnel in the business area of this project, and the display is a 4K LED TV plus a large screen system and two computers with a high resolution computer. A total of 12 screens can be displayed. This allows scheduling personnel to better understand the on-site situation.

The intelligent information-oriented transportation regulation system further includes track transportation equipment and an alarm terminal.
The track traffic facility includes at least a plurality of online track vehicles, the track vehicle is equipped with an in-vehicle terminal and a positioning terminal, and the positioning terminal is used for wide area positioning and 3G / 4G / 5G wide area. It is composed of a first positioning module that uses a network and a second positioning module that uses a local area network that is used for local area positioning and cannot cover 3G / 4G / 5G wide area network signals. The in-vehicle terminal is industrially controlled. The first video collecting unit includes a computer, a first video collecting unit, a data transmission module and a processing host, and the first video collecting unit is used to collect the vehicle driving situation while the track vehicle is running, and the industrial control computer and the video collecting unit. Each communicates with the processing host, the processing host realizes network switching between a 3G / 4G / 5G wide area network and a local area network, and the track vehicle is from an area that cannot be covered by a 3G / 4G / 5G wide area network signal. With the first positioning module that can receive 3G / 4G / 5G wide area network signals and local area network signals at a distance of 300-500m, and receives 3G / 4G / 5G wide area network signals. The second positioning module that receives the local area network signal realizes communication with the processing host by an alternative method and transmits the position information of the track vehicle to the processing host, and the processing host preferentially receives the first. When communicating with the 1 positioning module and the 1st positioning module cannot receive the 3G / 4G / 5G signal, the processing host executes network switching to realize communication with the 2nd positioning module, and the processing host performs the communication. After processing the signal collected from the first video acquisition unit and the industrial control computer, the data transmission module transmits the signal to a nearby wide area network signal base station or local area network signal base station.
Furthermore, if both the scheduling center and the cloud server are installed in an area where 3G / 4G / 5G wide area network signals cannot be covered (for example, in a tunnel), this track transportation facility can be positioned only by the second positioning module. , The signal may be transmitted by the local area network signal base station in the tunnel.

The processing host can switch the network according to the signals received by the first positioning module and the second positioning module, and can switch to the conventional means according to the signal. Although not described in detail here, those skilled in the art will use the conventional means. This can be achieved by referring to multiple types of automatic network switching means. The processing host is mainly used to realize real-time communication between the signal on the track transportation equipment and the scheduling center, and may satisfy the daily work demand, for example, intel Celeron j1900 is selected. Preferably, the processing host is a pressure drop module (model number such as DC24-DC1120A, DC12-DC5 1A), a switch (model number such as TL-SF1016M), a first positioning module (model number such as D560G-InDTU), a POE module. It may be integrated into the casing (eg, an integrated host), simplifying the on-site installation process, avoiding unnecessary failures due to exposure of external wiring, and being more aesthetically pleasing.

The alarm terminal includes a driver action warning device and an approach warning device, and the driver action warning device warns a second video collecting unit and a driver for monitoring the driver's actions installed inside the track vehicle. It consists of a voice alarm unit for the driver, for example, if the second video collection unit cannot detect a person's face, it indicates that the driver has left the job and that he / she should not leave the workplace. When the second video collection unit detects that the driver has his eyes closed, he indicates that his eyes are closed and suggests that he should be careful when driving. If the second video collection unit detects that the driver is calling, it will indicate that the driver is on the phone and will not call. When the second video collecting unit detects that the driver is yawning, it indicates that the driver is yawning and indicates that he / she is drowsy. If the second video collection unit detects smoking by the driver, it indicates that it is smoking and suggests that it should not smoke. The scheduling center can customize the voice alarm information according to the actual situation.

The second video acquisition unit transmits the collected signal to the scheduling center via the processing host, and the scheduling center transmits the alarm signal to the voice alarm unit via the processing host via AI visual analysis to realize the alarm. The approach warning device is composed of a first vehicle-mounted warning module and a target warning module, and the first vehicle-mounted warning module is attached to a track vehicle. Here, as shown in FIGS. 4 to 6, the target warning module is another track vehicle. One or more of the second in-vehicle warning module attached to the vehicle and used for the approach warning of the vehicle, the movement protection warning module used for the approach warning of the construction area, and the personnel protection module used for the approach warning of individual personnel. The first in-vehicle warning module and the second in-vehicle warning module are both composed of an in-vehicle approach warning host and a sensor I attached to the respective track vehicles, and the movement protection warning module is along the track line. It is composed of a movable alarm and a sensor II that are movably arranged, and the personnel protection module is composed of a protective electronic tag attached to an operator and a sensor III attached to the protective electronic tag, and a buzzer is attached to the protective electronic tag. Is installed, and the sensor I, the sensor II, and the sensor III can all transmit an omnidirectional radio signal to the outside and receive a signal transmitted from another sensor, in which the sensor I is a sensor. All signals transmitted from I, sensor II and sensor III can be received, the sensor II and the sensor III can receive only the signals transmitted from the sensor I, and the sensor I can receive only the signals transmitted from the sensor I. A monitoring timing T is provided, and within the monitoring timing T, the sensor I receives only the only signal transmitted from the sensor I, the sensor II or the sensor III, and forms the only alarm signal. The sensor I can receive the signal transmitted from the sensor I, the sensor II, or the sensor III in real time by providing a continuous and uninterrupted monitoring timing T while the track vehicle is traveling. An MCU controller and an alarm device are installed in the vehicle-mounted approach alarm host, the sensor I realizes communication with the MCU controller, the MCU controller triggers the alarm device after receiving a signal, and the sensor. II triggers the mobile alarm after receiving the signal of the sensor I, and the sensor III receives the signal of the sensor I. After that, the buzzer is triggered, and the MCU controller transmits the received position signal of the target alarm module to the processing host.

Further, both the mobile protection alarm module and the personnel protection module can realize positioning, positioning is performed by transmitting a 3G / 4G / 5G signal in a wide area network, and a 3G / 4G / 5G signal is performed in a local area network. Positioning is performed by scanning tags in tunnels that cannot be covered by, and will not be described in detail here.

Preferably, sensor I, sensor II, or sensor III can achieve signal shielding using the same transceiver to facilitate signal reception between sensor I, sensor II and sensor III. This function can also be achieved using a transceiver of limited functionality, for example, sensor I uses a wireless full-duplex transceiver (model number: WLT2408SZ) based on the Zigbee communication protocol, and sensor II is based on the Zigbee communication protocol. A half-duplex wireless transceiver (model number: WLT2408NZ) is used. Sensor III employs a half-duplex micro-radio transceiver (model number: WLT2408-A) based on the Zigbee communication protocol, and it is also possible for Sensor I to receive all signals transmitted from Sensor I, Sensor II and Sensor III. , Sensor II and Sensor III can only receive the signal transmitted from Sensor I, which will not be described in detail here.

The in-vehicle approach warning host is attached to the track vehicle and can issue a warning as long as it is within the effective operating range of the sensor. The device has a mute button, and the driver can press the mute button to stop the audio broadcasting after receiving the alarm. In-vehicle approach warning host can realize blinking warning, voice warning, voice can be customized, can be manually muted, can recognize forward detection target, and can perform different warning actions for different targets such as construction personnel, track vehicles, trolleys, etc. , The quantity matches the quantity of track vehicles driven online, and one in-vehicle approach warning host is installed for each track vehicle.

The mobile protection alarm is carried by the on-site construction team and hung on the tunnel wall of the construction area, providing construction personnel with an acoustic light warning when the track vehicle is approaching and alerting them to evacuate, which is in-vehicle approach. It processes only the radio signal of the alarm host and automatically shields it from the signals of personnel protection tags and other mobile protection alarms. A battery can be mounted on the device itself, and normal operation can be maintained for 6 months in a fully charged state. The mobile protection alarm has a movable power supply, blinking alarm, and voice alarm, the voice can be customized, it is waterproof and portable, and one mobile protection alarm is installed for each construction section.

The personnel protection tag is carried by the on-site construction personnel, which processes only the radio signal of the in-vehicle approach warning host, automatically shields the signals of the mobile protection alarm and other personnel protection tags, and the locomotive is approaching. When it is detected, a sound will be heard, prompting personnel to be careful and evacuate. The battery of the device itself can continue to operate normally for 3 months. The personnel protection tag is portable, has a vibrating function, has a power indicator and a switch, and this function is prior art and will not be described in detail here. The worker who submitted the notification wears his / her own personnel protection tag.

As shown in FIG. 7, after the power is turned on and the self-check is passed, the MCU controller (this MCU controller is a conventional controller, and a common one can be filled with STM32F103.T6) is a sensor (Zigbee ad hoc module). ), The sensor's radio probe sends an omnidirectional radio signal to the outside in real time, and at the same time monitors in real time whether a radio signal of the same frequency is received within its effective range, otherwise. , The next monitoring timing is entered, and if it can be detected, one signal value is returned to the controller, the controller controls the alarm device to issue an acoustic light alarm (personnel protection tag emits an alarm sound), and an alarm is issued on site. After receiving it, appropriate measures can be taken (the driver of the track vehicle slows down and runs slowly or parks, and the on-site personnel evacuate early). Railcars use GPS and RFID to position locomotives. The GPS module built into the in-vehicle integrated device on the subway transmits the real-time position of the locomotive to the system via the 4G network and displays it on a virtual map. Since there is no GPS signal in the tunnel in the subway project, we place RFID electronic tags at equal intervals throughout the entire process and attach a tag reader / writer to the locomotive to read different tags as the vehicle moves and locate them. Obtaining, calculating the speed, when constructing in a long-distance tunnel group area, the railroad causes data blanks in this area because there is no sustainable power supply in the tunnel and data cannot be returned to the system, causing this problem. To solve this, the proposal adopts an ad hoc network based on Zigbee wireless communication technology, which has a longer coverage distance and always lower power consumption than RFID, and the batteries deployed in each base station are from half a year to a year. The operating time can be maintained. Zigbee radio base stations are placed at equal distances in a long-distance tunnel, and by cascading the base station's ad hoc network, the tunnel signal cover and positioning tag placement are completed in cooperation with the 4G / 2G communication network at the tunnel exit. By accessing the equal-distance base station, the moving vehicle can determine the existing position in real time, calculate the elapsed time of two or more base stations, obtain the average speed of the vehicle, and monitor the overspeed. Realize.

The alarm distance is divided into three levels based on the user-set distance, and the red LED alarm light on the equipment flashes when it is safe to approach each other from two rail cars (300-500 meters). At first, alert the driver of the rail car to slow down. The equipment will sound an alarm as the distance between the railcars gradually decreases (150-250 meters) and begins to enter a relatively dangerous section. At this time, the driver of the rail car needs to press the mute button to indicate that he / she knows the warning information, perform a parking check, and confirm whether the front is safe. If the driver of the rail car is not pressing the mute button and is in continuous proximity between the rail cars (50-150 meters), the red LED warning light on the equipment will flash continuously to give an alarm. It makes a sound and automatically issues a braking command for the track car (the track car must be equipped with automatic braking equipment). The local area network signal base station employs wireless communication. When the 4G module is integrated into the in-vehicle MESH equipment and the vehicle travels in a non-tunnel area, the data is uploaded to the center server through the 4G module, and when the vehicle approaches the tunnel (about 500 meters), the tunnel entrance MESH base is automatically installed. After accessing the station wireless network and accessing the wireless network, the in-vehicle equipment monitors the signal value of the wireless network and within 10 seconds it is greater than -70db and the signal-to-noise ratio is greater than 30db (signal field of wireless transmission link). The smaller the absolute value of the intensity value, the better, and for a signal value of -75 dBm, it is still possible to negotiate a rate of MCS7-HT20 (130 Mbps), ensuring that the link is smooth and the signal quality is greater than -70 dBi. If the signal-to-noise ratio is greater than 15 dB, you can get a very good WiFi network access experience), you can switch to a wireless network to transmit data. Priority: WIFI> 4G, tunnel entrance base station and in-tunnel base station can realize seamless switching, and the judgment mechanism is the strength of the radio signal and signal-to-noise ratio (signal quality is greater than -70 dBi, signal A good WiFi network access experience can be obtained when the signal-to-noise ratio is greater than 15 dB), and the in-vehicle equipment compares the strength of different signal sources in real time, and in a situation where there is no jitter in 10 seconds, a base with a strong signal. Switch to a station.

The first positioning module is a GPS positioning module or a Hokuto positioning module.

The first positioning module is attached to an online track vehicle, and the second positioning module includes a positioning tag (1) arranged along a track line that cannot be covered by a 3G / 4G / 5G wide area network signal, and the track. Includes an RFID reader attached to the vehicle for reading the electronic tag. When the RFID reader operates, the card reader transmits a radio frequency signal through its antenna to form an effective coverage area. If the positioning tag 1 is in an area identifiable by the card reader signal, the electronic tag is enabled and then the coded information carried by itself is transmitted by the antenna module to the card reader, which causes the card reader to own its antenna module. Receives the electromagnetic carrier signal and transmits the carrier signal to the read / write module of the card reader, and after the signal is modulated and demodulated, sends valid information to the background server system for further related processing (card reader code and tunnel Dk). Convert between values). The processing host determines the validity of the positioning tag 1, issues an instruction by presetting, and executes the related operation. Specifically, one passive positioning tag 1 is attached to the side wall of the support surface of the tunnel every 25 meters, a card reader is attached to the locomotive, and the locomotive advances toward the position of the positioning tag 1. The card reader scans the tabs one by one, reads the code, sends it to the background server, converts the code and DK value in the system, then obtains the real-time position of the locomotive, and the locomotive. Can be dynamically presented on the virtual map.

As shown in FIG. 8, the positioning tags (1) are arranged at equal intervals along an orbital line that cannot be covered by the 3G / 4G / 5G wide area network signal.

In the movement protection alarm module, two sensors II are installed at least at both ends of the construction section, and the two sensors II are used to trigger an alarm of a rail car from both directions.

Independent power supplies are installed in both the mobile alarm and the protective electronic tag.

The monitoring timing T is 1 to 1.5S.

The sensing range of the sensor I, the sensor II, and the sensor III is 500 meters or more.

When the track vehicle travels on a track in a wide area network that can receive 3G / 4G / 5G wide area network signal transmission in an intelligent computerized transportation regulation method for track traffic, the first positioning module is used. It receives the 3G / 4G / 5G wide area network signal and realizes communication with the processing host, and the processing host transmits the operating status of the track vehicle to the cloud server through the 3G / 4G / 5G wide area network signal base station, and It is displayed in real time at the scheduling center, and when the track vehicle enters an area that cannot be covered by the 3G / 4G / 5G wide area network signal, it is further equipped with a process of automatically switching the network, and only one positioning is performed in this process. Form only the signal. If the track vehicle is on a target alarm, the target alarm further includes a wide area network area or 3G / 4G / 5G wide area network signal covered by the 3G / 4G / 5G wide area network signal. Is located in a local area network area that cannot be covered by.

Switching the network automatically includes the following steps. In S101, the track vehicle enters the local area network area that cannot be covered by the 3G / 4G / 5G wide area network signal from the wide area network area covered by the 3G / 4G / 5G wide area network signal, and 10 from the local area network area. At a distance of -30 meters, the processing host simultaneously realizes communication with the first positioning module that receives the 3G / 4G / 5G wide area network signal and the second positioning module that receives the local area network signal, and the processing host has priority. The first positioning module is selected to realize communication, and real-time data is transmitted to the cloud server by the wide area network signal base station. In S102, if the processing host loses communication with the first positioning module after the track vehicle enters the local area network area that cannot be covered by the 3G / 4G / 5G wide area network signal, the processing host automatically networks. To switch and communicate with the second positioning module, transmit the signal data of the second positioning module to the wide area network signal base station via the local area network signal base station, and use the wide area network signal base station. It is transmitted to the cloud server via. Specifically, as shown in FIG. 9, the track transportation facility is the Toho No. 4 rail car, and wireless bridges are installed in front of and behind the rail car, and the network switching can be realized by the following operations. In other words, a router with a multi-WAN port is attached to the track vehicle, and the in-vehicle 4G router and the tunnel port 4G router signal access this router at the same time, providing Internet access service to all vehicles, and at the same time, no collision occurs between the two networks. Guarantee that. In addition, a set of solar energy power supply systems are installed at the entrance and exit of the tunnel, the power supply voltage is 24V, and the power is mainly supplied to the network equipment inside and outside the tunnel. Considering that we often encounter extreme situations such as cloudy weather, this set of power supply system is designed with a power supply redundancy time of about 3 days to solve the problem that there is no power supply inside and outside the tunnel. Furthermore, one 4G router is installed at the tunnel entrance to receive the 4G network of the telecommunications carrier, and considering that the tunnel area is between the mountains and the coverage of the 4G network is uneven, especially the gain antenna. Select equipment that can be externally attached to provide a stable network environment for the equipment inside the tunnel. After that, a wireless communication base station was installed at a position about 50 meters away from the tunnel entrance, and the network and power supply were introduced to the communication base station through the network cable and power supply line, and the power supply was used for the operation of the wireless communication base station in the tunnel. Provide network conditions. A wireless receiver is installed on the vehicle side, and after the vehicle enters the tunnel, the signal originally received via the in-vehicle 4G router disappears, and the in-vehicle wireless device automatically searches for a connectable network signal to complete networking. do.

In this way, it is possible to view the in-vehicle video image smoothly and at high resolution in real time (the resolution can reach 720P or higher, and the image display speed can reach 25 frames / sec). In addition, information such as locomotive speed and position can be transmitted to the scheduling command center in real time via the network. The Scheduling Command Center can make real-time voice contact with the locomotive driver via the All-Amitsu intercom. Scheduling personnel can grasp the driving condition and situation of each vehicle in the tunnel at any time through the large screen of the command center. In addition, it has monitoring, recording, playback, transmission and backup functions, and can store images taken in the field.

As can be seen from this, installation and construction are facilitated by such a method. Using a wireless network, the workload of network wiring and the destruction of wired cables by heavy vehicles moving at the construction site are avoided or reduced, and the facilities in the original environment are not destroyed, the construction cycle is short, and the cost performance is high. It has the feature. Moreover, a rapid cover can be realized. The greatest advantage of wireless network systems is that they can provide quick coverage. A feature of adopting a point-to-multipoint wireless communication system, generally by installing one or more wireless central station facilities, it is possible to establish a wideband wireless access network system between each point, and it is highly expandable. Has. As the tunnel becomes longer, the network cover can be completed by increasing or decreasing the radio equipment at the monitored points without the need for large area network modifications.
The alarm process includes the following steps. In S201, the sensor I on the track vehicle automatically receives the signal transmitted from any of the sensors I, the sensor II or the sensor III pre-installed in the target alarm module, and the sensor I is the sensor I, the sensor II and the sensor I. All signals transmitted from sensor III can be received, and sensor II and sensor III can receive only the signals transmitted from sensor I. In the first monitoring timing T when the sensor I on the track vehicle receives the signal, the sensor I feeds back the signal to the MCU controller, and the MCU controller triggers the alarm after receiving the signal, and on the track vehicle. The operator performs the corresponding alarm operation to indicate that he or she knows that an alarm signal exists within the monitoring timing T, the sensor II triggers a movable alarm after receiving the signal from the sensor I, and the sensor III triggers a movable alarm. After receiving the signal of the sensor I, the buzzer is triggered, the MCU controller transmits the received position signal of the target alarm module to the processing host, and the processing host transmits the received position signal of the target alarm module to the nearby wide area network signal base station or local area by the data transmission module. Send to the network signal base station.

If the worker on the rail car does not perform any operation within 5-10S after the trigger of the alarm, the processing host feeds back the unoperated signal to the scheduling center, and the scheduling center transmits the rail car brake signal. Rail cars are braked.

When the number of alarms NN ≧ that the sensor I on the track vehicle appears in the same detection timing T, the processing host feeds back the alarm number signal to the scheduling center and warns the scheduling center that there is a problem in operation scheduling. The correction is performed until the number of alarms N that the sensor I appears in the same detection timing T becomes less than two.

In S202, the sensor I on the track vehicle automatically enters the next monitoring timing T, and the sensor I on the track vehicle sends a signal transmitted from the sensor I, the sensor II, or the sensor III pre-installed in the target alarm module. The processing host accumulates the number of alarms by automatically receiving the signal and repeating the process of S201. When the actual number of warnings N1 of the track vehicle is larger than N2, the processing host feeds back the warning number signal to the scheduling center, warns that there is a problem in the operation scheduling of the scheduling center, and the actual number of warnings N1 of the track vehicle. Is corrected until is smaller than N2, where N2 is the number of theoretical warnings when the track vehicle is driven, which is preset in the scheduling center.

Another important part of driving safety is speed control, the system can flexibly set the maximum speed of each section, can set different speed limits for different vehicles, super When driving at high speed, the in-vehicle terminal and the scheduling room issue an alarm at the same time. To ensure that the vehicle is driving at the safest speed possible, in particular, the overspeed warning mechanism (the overspeed warning value is set to 80% of the maximum speed) is set, and the vehicle speed exceeds this value. The in-vehicle terminal emits an alarm sound to urge the driver to decelerate. The overspeed alarm is a prior art and will not be described in detail here.

Both of these proposals have industrial-level and telecommunications-level products, and are adaptively modified for the construction environment of track traffic, and have certainty and very strong adaptability. (The input voltage range of the switch power supply from 110V to 24V DC of the in-vehicle terminal reaches 72 to 144V. All the equipment installed outdoors provides a protection level of IP55 or higher, and it is resistant to wind, sand, rain, dew, and extreme heat. Can also be handled). The equipment can be reused repeatedly, and after one project is completed, the disassembled equipment can be quickly placed in another project, protecting the user's investment. It also employs a multiple protection mechanism. That is, it has a multiple protection mechanism with approach warning, overspeed warning, and safety risk response as the core applications of the system. Proximity alerts can be achieved online or offline. Adding a (overspeed warning) function to the overspeed warning and solving the long-distance tunnel group data transmission problem is also to overcome the geographical environment and realize the locomotive positioning and overspeed warning function. There is an incentive mechanism for reporting safety risks, encouraging contractors to participate in safety supervision and ensuring that everyone works safely. These mechanisms ultimately ensure that the project goes smoothly.

The above description is merely a preferred embodiment of the Utility Model, which is not limited to the embodiments disclosed herein and should be construed as excluding other embodiments. Rather, it can be used in a variety of other combinations, modifications, and environments, and can be modified within the scope of the concepts described herein by the teachings above or the technology or knowledge of the relevant discipline. I want to be understood. Changes and changes made by those skilled in the art shall be within the scope of the Utility Model without departing from the spirit and scope of the Utility Model.

1 Positioning tag

Claims (9)

A cloud server for storing data and
The wide area network signal base station including a wide area network signal base station capable of receiving 3G / 4G / 5G wide area network signal transmission and a local area network signal base station that cannot cover the 3G / 4G / 5G wide area network signal. And the local area network signal base station is arranged along the orbital line, and the local area network signal base station is a signal base station that is communicatively connected to a server via the wide area network signal base station.
The fixed terminal or the mobile terminal includes a fixed terminal or a mobile terminal, and the fixed terminal or the mobile terminal is an inquiry terminal that is communicated and connected to the cloud server via a communication network.
It is an intelligent computerized transportation regulation system for orbital traffic including a scheduling center that is connected to the cloud server via a communication network and displays signal data of a signal base station in real time.
Including track traffic equipment and alarm terminals
The track traffic facility includes at least a plurality of online track vehicles, in which an in-vehicle terminal and a positioning terminal are attached to the track vehicle, and the positioning terminal is used for wide area positioning and is used for a 3G / 4G / 5G wide area network. It is composed of a first positioning module that uses a local area network and a second positioning module that uses a local area network that is used for local area positioning and cannot cover 3G / 4G / 5G wide area network signals. The in-vehicle terminal is an industrial control computer. The first video collecting unit includes a first video collecting unit, a data transmission module and a processing host, the first video collecting unit is used to collect the vehicle driving situation while the track vehicle is running, and the industrial control computer and the video collecting unit are described respectively. Communicating with the processing host, the processing host realizes network switching between 3G / 4G / 5G wide area network and local area network, and the track vehicle is 300 to 500 m from the area where the 3G / 4G / 5G wide area network signal cannot cover. It is possible to receive both 3G / 4G / 5G wide area network signals and local area network signals at a distance, and the first positioning module that receives 3G / 4G / 5G wide area network signals and the first positioning module that receives local area network signals. 2 The positioning module realizes communication with the processing host by an alternative method, transmits the position information of the track vehicle to the processing host, and the processing host preferentially communicates with the first positioning module, and the first When the positioning module cannot receive the 3G / 4G / 5G signal, the processing host executes network switching to realize communication with the second positioning module, and the processing host is the first video collecting unit and the industrial control computer. After processing the signal collected from, the data transmission module transmits it to a nearby wide area network signal base station or local area network signal base station.
The alarm terminal includes a driver action warning device and an approach warning device, and the driver action warning device is installed inside a track vehicle to warn a second video collecting unit and a driver for monitoring the driver's actions. The second video acquisition unit transmits the collected signal to the scheduling center by the processing host, and the scheduling center transmits the alarm signal through the processing host by AI visual analysis. The approach warning device is composed of a first vehicle-mounted warning module and a target warning module, the first vehicle-mounted warning module is attached to a track vehicle, and the target warning module is mounted on another track. One or more of the second in-vehicle warning module attached to the vehicle and used for the approach warning of the vehicle, the movement protection warning module used for the approach warning of the construction area, and the personnel protection module used for the approach warning of individual personnel. The first in-vehicle warning module and the second in-vehicle warning module are both composed of an in-vehicle approach warning host and a sensor I attached to the respective track vehicles, and the movement protection warning module is along the track line. It is composed of a movable alarm and a sensor II that are movably arranged, and the personnel protection module is composed of a protective electronic tag attached to an operator and a sensor III attached to the protective electronic tag, and a buzzer is attached to the protective electronic tag. Is installed, and the sensor I, the sensor II, and the sensor III can all transmit an omnidirectional radio signal to the outside and receive a signal transmitted from another sensor, and the sensor I is the sensor I, All signals transmitted from the sensor II and the sensor III can be received, the sensor II and the sensor III can receive only the signal transmitted from the sensor I, and the sensor I can receive only the signal transmitted from the sensor I. A monitoring timing T is provided, and within the monitoring timing T, the sensor I receives only one type of signal transmitted from the sensor I, the sensor II, or the sensor III, and forms a unique alarm signal. The sensor I can receive the signal transmitted from the sensor I, the sensor II, or the sensor III in real time by providing a continuous and uninterrupted monitoring timing T while the track vehicle is traveling. The MCU controller and the alarm device are installed in the in-vehicle approach alarm host, and the sensor I is the MCU controller. Communicating with the troller, the MCU controller triggers the alarm after receiving the signal, the sensor II triggers the mobile alarm after receiving the signal of the sensor I, and the sensor III triggers the sensor. An intelligent computerized transportation regulation system for track traffic, characterized in that a buzzer is triggered after receiving the signal of I, and the MCU controller transmits the received position signal of the target alarm module to the processing host. The intelligent information-oriented transportation regulation system for track traffic according to claim 1, wherein the local area network signal base station employs wireless communication. The intelligent information-oriented transportation regulation system for track traffic according to claim 1, wherein the first positioning module is a GPS positioning module or a Hokuto positioning module. The first positioning module is attached to an online rail car, and the second positioning module includes a positioning tag (1) arranged along a track line that cannot be covered by a 3G / 4G / 5G wide area network signal, and the track. The intelligent computerized transportation regulation system for track traffic according to claim 1, further comprising an RFID reader that is attached to a vehicle and for reading an electronic tag. The intelligent computerization for track traffic according to claim 4, wherein the positioning tag (1) is arranged at equal intervals along a track line that cannot be covered by a 3G / 4G / 5G wide area network signal. Transport regulation system. The mobile protection alarm module is characterized in that two sensors II are installed at least at both ends of the construction area, and the two sensors II are used to trigger an alarm of a rail car from both directions, respectively. The intelligent information-oriented transportation regulation system for track traffic according to 1. The intelligent information-oriented transportation regulation system for track traffic according to claim 1, wherein an independent power source is installed in both the mobile alarm and the protective electronic tag. The intelligent information-oriented transportation regulation system for track traffic according to claim 1, wherein the monitoring timing T is 1 to 1.5S. The intelligent information-oriented transportation regulation system for track traffic according to claim 1, wherein the sensing range of the sensor I, the sensor II, and the sensor III is 500 meters or more.

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