TWM542593U - Railway construction vehicle anti-collision device - Google Patents

Description

Railway engineering vehicle anti-collision device

The present invention relates to an anti-collision device, and more particularly to an anti-collision device installed in a railway engineering vehicle.

There are two types of trains that run on the railway. One is an operating train, which is used to carry passengers or cargo, and the other is an engineering vehicle, which is used as an engineering vehicle for maintenance of route facilities.

The operating train must be assigned the driving route, driving time, and arrival time. The information transmission mechanism and the control center communicate with each other. Although the transmission of information is easily broken due to the movement of the train and the surrounding environment, the train is driven. According to the specified time and driving to the designated purpose according to the driving route, the control center can control the position and moving line of the operating train according to the feedback information of the sensor, and can judge the state around the operating train to ensure the running of the train. Security.

However, the construction vehicles of the iron road line facilities must be repaired according to the schedule of the railway maintenance tasks. The engineers will drive to the location to carry out the maintenance of the route facilities railways, and will also temporarily receive new tasks and travel to other locations. Therefore, the current driving safety of the engineering vehicle must rely on the road right information of the roadside signal, and follow the command and dispatch of the controller, and must rely on the driver's attention.

However, when engineers are driving a construction vehicle, they must face many challenges. If they are negligent, they may cause the construction vehicles to work. accident. For example, the complex operation interface of the truck is easy to distract the driver; there are many work shifts and the work content may be repeated, and the command and dispatch must be coordinated; the working hours are usually late at night, the driving sight is susceptible to heavy rain and dense fog; the environmental noise affects driving. Judgment; limited working hours put pressure on the engineering staff; late night work is easy to lose attention.

Further, when one or more engineering vehicles are poorly communicating with the controller, misunderstandings may occur, and the poor sight line leads to missed key landmarks or signs, especially the lack of attention resulting in violation of normal operating regulations. The accident caused the construction vehicle to advance, derail, squeeze, or crash.

Therefore, how to construct a safety device for the driver's vehicle to make the engineering vehicle safer on the railway is a goal that the technicians need to work hard.

In view of the above, an object of the present invention is to provide a railway engineering vehicle anti-collision device, which is suitable for transmitting information to a railway engineering vehicle, and comprises a main body unit, an operation unit, a control unit, a positioning unit, and a Information transfer unit.

The main unit includes a main body disposed on the railway engineering vehicle.

The operating unit includes an operation display interface disposed on the main body.

The control unit includes an information controller electrically coupled to the operational display interface.

The positioning unit includes an address detector electrically connected to the information controller, and a distance detector electrically connected to the information controller.

The information transmission unit includes a wireless information transceiver electrically connected to the information controller.

Another technical means of the present invention is that the railway engineering vehicle anti-collision device further includes an alarm unit including an alarm electrically connected to the information controller.

Another technical means of the present invention is that the operation display mask has an information display portion.

A further technical means of the present invention is that the above-described operation display interface further has a position display portion for displaying the position of the railway engineering vehicle.

Another technical means of the present invention is that the above operation display interface further has a track circuit display portion.

Another technical means of the present invention is that the above-described operation display interface further has a traveling direction display portion.

Still another technical means of the present invention is that the above-described operation display interface further has a display point together with the point of origin.

Another technical means of the present invention is that the above-mentioned operation display interface further has a function selection portion for providing user manipulation.

Another technical means of the present invention is that the function selection unit is a designated area selection key, an upper/lower area selection key, a system information setting key, a route information display key, an alarm information display key, and a line. Car mode setting/display button, one screen minimize button, one exit system button, And a combination of these.

Yet another technical means of the present invention is that the address detector described above is an RFID detecting device.

The beneficial effect of the present invention is that the positioning unit can make the driving of the railway engineering vehicle obtain the correct position information, and upload the position of the railway engineering vehicle to the control center by using the information transmission unit. The control center can integrate the positioning information of the engineering vehicles traveling on the railway, and provide a plurality of computer equipment (including the information controller) to download and integrate the positioning information, and the information controller analyzes the downloaded information to determine the railway engineering vehicle. Whether there is a dangerous factor in the railway driving, and warning information is issued for the danger to assist in driving and controlling the railway engineering vehicle.

A‧‧‧ Railway Engineering Vehicle

A1‧‧‧ This engineering vehicle

A2‧‧‧Other construction vehicles

B‧‧‧ Railway

C‧‧‧ support

2‧‧‧Main unit

21‧‧‧ Subject

3‧‧‧Operating unit

31‧‧‧Operation display interface

311‧‧‧Information Display Department

312‧‧‧Location display

313‧‧‧ Track Circuit Display Department

314‧‧‧ Driving direction display

315‧‧‧ starting point display department

316‧‧‧Function Selection Department

3161‧‧‧Specified area selection button

3162‧‧‧Up/Down area selection button

3163‧‧‧System information setting button

3164‧‧‧ route information display button

3165‧‧‧Alarm information display button

3166‧‧‧ Driving mode setting/display button

3167‧‧‧Screen Minimize Key

3168‧‧‧Leave system key

4‧‧‧Control unit

41‧‧‧Information Controller

5‧‧‧ Positioning unit

51‧‧‧ address detector

52‧‧‧Distance Detector

53‧‧‧Address information transmitter

6‧‧‧Information transmission unit

61‧‧‧Wireless Information Transceiver

7‧‧‧Alarm unit

71‧‧‧Alarm

1 is a schematic view showing a preferred embodiment of the anti-collision device for a railway engineering vehicle; FIG. 2 is a schematic view showing the components of the preferred embodiment; and FIG. 3 is a schematic view of the device. One of the embodiments operates to display the display aspect of the interface.

The details of the related patents and the technical contents of the present invention will be clearly shown in the following detailed description of the preferred embodiments with reference to the drawings.

Referring to Figures 1 and 2, a preferred embodiment of a railway engineering vehicle anti-collision device is suitable for transmitting information to a railway engineering vehicle A. The utility model comprises a main body unit 2, an operation unit 3, a control unit 4, a positioning unit 5, an information transmission unit 6, and an alarm unit 7. The railway engineering vehicle A is driven on a railway B.

The main unit 2 includes a main body 21 disposed on the railway engineering vehicle A. The main body 21 may be a console of the railway engineering vehicle A, or may be disposed in a separate outer casing of the railway engineering vehicle A. In order to enable the driver to safely control the railway engineering vehicle A by means of information and warnings issued by the railway engineering vehicle anti-collision device.

The operation unit 3 includes an operation display interface 31 disposed on the main body 21, which is a general touch panel, which can display information or input information by means of touch. In actual implementation, it can also be Devices such as screens, keyboards, or other information output inputs should not be limited to this.

The control unit 4 includes an information controller 41 electrically connected to the operation display interface 31. The information controller 41 is a micro-control chip circuit that can input commands through other connected electronic devices (network or physical connection). To execute the program stored in the micro-control chip module and provide the execution result of the relevant program. The information controller 41 externally displays the information of the railway engineering vehicle A through the operation display interface 31, and also receives an operation instruction for driving by the operation display interface 31.

The positioning unit 5 includes an address detector 51 electrically connected to the information controller 41, and a distance detector 52 electrically connected to the information controller 41. The address detector 51 can read the plurality of addresses. The address information transmitter 53 is disposed on the railway B. Preferably, the plurality of address information is sent The reporter 53 is disposed on the support base C in the railway B at a fixed distance.

In the preferred embodiment, the address detector 51 is an RFID information reading device. The complex address information transmitter 53 is a passive RFID chip. Each address information transmitter 53 stores its own wafer serial number. More information is stored separately on the address of the railway B and the track circuit number where it is located.

The railway engineering vehicle A itself has power to generate electric power to provide the operation of the address detector 51, and the address detector 51 can externally generate radio wave energy to report the address information of the area near the railway engineering vehicle A. The device 53 can receive the radio wave energy, and the address information transmitter 53 drives the internal circuit to transmit the information such as the address stored in the address information transmitter 53 and the track circuit number in the address.

Preferably, the complex address information transmitter 53 is disposed in the railway B at a distance of 1 km. When the railway engineering vehicle A is driven on the railway B, the information of the address and the track circuit number of the address information transmitter 53 disposed on the railway B is received in different railway B sections. The address detector 51 transmits information such as the read address and the track circuit number in which it is located to the information controller 41. In actual implementation, the complex address information transmitter 53 can be set at other intervals, or set in important railway equipment and traffic fixed points, and should not be limited thereto.

The distance detector 52 mainly detects the distance of the railway engineering vehicle A. Preferably, the distance detector 52 is disposed on the railway engineering vehicle. On the axle of A, the number of rotations and the direction of rotation of the wheel of the railway engineering vehicle A can be detected, and then the information controller 41 obtains the railway engineering vehicle A according to the circumference of the wheel and the number of rotations per unit time. Information on distance and direction of movement. In actual implementation, other detection equipments for moving distance and moving direction may be selected, or electronic information of the railway engineering vehicle A may be directly taken, and should not be limited thereto.

The information controller 41 calculates the address information returned by the address detector 51, the moving distance information detected by the distance detector 52, and the moving direction information, and calculates that the railway engineering vehicle A is located at the location The detailed location of Railway B. Compared with the information obtained by the traditional satellite positioning technology, the information is more accurate and will not be affected by the terrain or weather.

For example, the railway engineering vehicle A is located at 121 meters 121 meters from the railway B. When the railway engineering vehicle A passes 013 kilometers, the address detector 51 can read the position set at 013 kilometers. The information sent by the information transmitter 53 is such that the information controller 41 obtains the 013 km of the railway engineering vehicle A through the railway B, and then calculates the driving distance of the railway engineering vehicle A by the distance detector 52. And the driving direction, it can be obtained that the railway engineering vehicle A is moved 121 meters after the 013 km on the railway B, and the information controller 41 displays 013K+121 on the operation display interface 31 to drive the railway engineering vehicle. A is the exact location of the railway B.

The information transmission unit 6 includes a wireless information transceiver 61 electrically connected to the information controller 41, so that the information controller 41 can access the digital information of the management server of the railway control center. Preferably, the The wireless information transceiver 61 is a mobile communication device (for example, a device such as a smart phone), and is connected with a telecommunication base station information provided near the railway engineering vehicle A by a mobile communication technology to further access network information.

The alarm unit 7 includes an alarm 71 electrically coupled to the information controller 41. Preferably, the alarm 71 is an external alarm by sound to alert the driver of the railway engineering vehicle A. In addition, the information controller 41 also displays the information of the alarm on the operation display interface 31, so that the driving can control the railway engineering vehicle A for special conditions.

It is worth mentioning that the information controller 41 obtains the detailed address information of the railway engineering vehicle A by using the address detector 51 and the distance detector 52 of the positioning unit 5, which can be used by the railway control center. The management server correctly records the position of the railway engineering vehicle A on the railway B.

When the management server of the railway control center obtains all the address information of all the trains on the railway B (including the railway engineering vehicle A), it can be integrated into the digital server and stored in the management server of the railway control center. It is used to provide downloading of anti-collision devices for each railway engineering vehicle.

The information controller 41 disposed in the railway engineering vehicle A can selectively download the digital information stored in the management server to further calculate and judge whether there is another engineering vehicle occupied by a certain range around the railway engineering vehicle A. The situation, or to determine whether there are other vehicles in the same railway approach, or even to determine whether there are other work shifts in the vicinity of the railway maintenance operations, and to implement the relevant safety procedures, to ensure that the railway engineering vehicle A Driving safely. In actual implementation, the information controller 41 can also provide a user to select a designated area to view the area. The condition of the railway engineering vehicle A on the railway B and the maintenance of the isolated area should not be limited to this.

Further, when the accuracy of the address information downloaded by the information controller 41 of the control unit 4 is increased, the safety of the engineering vehicle on the railway B can be improved. In addition, when the railway engineering vehicle A and the wireless base station lose connection, the railway engineering vehicle anti-collision device can also use the stored data to determine whether the railway construction vehicle A travels the route and whether the surrounding environment is safe.

In addition, the management server of the railway control center has a program for managing the railway engineering vehicle A traveling on the railway B, and the railway engineering vehicle A having the maintenance task is suddenly disconnected. When one of the railway engineering vehicles A was found to have lost contact for a period of time, the relevant staff of the railway control center was notified to contact the driving of the railway engineering vehicle A by other means of contact to obtain the condition of the railway engineering vehicle A.

Referring to FIG. 3, the operation display interface 31 has an information display portion 311, a position display portion 312 for displaying the position of the railway engineering vehicle A, a track circuit display portion 313, and a traveling direction display portion 314. The dot display portion 315 and a function selection portion 316 for providing user manipulation.

The information display unit 311 displays the state of the railway B externally by means of a graphical display mode, and is controlled by the function selection unit 316 to display different screens externally. The information display unit 311 can externally display the status of the section of the railway B, and further indicate the location of the engineering vehicle A1, the location of other engineering vehicles A2, and the maintenance due to the screen. Railway section B controlled by the mission.

Preferably, the information display unit 311 displays the position of the work vehicle A1 in red, the position of the other work vehicle A2 in blue, and displays the forward direction of each train in the direction of the index. In addition, the controlled section B of the railway is displayed in red, so that the driving of the railway vehicle A is easily visualized by the graphical display screen provided by the information display unit 311.

The information display unit 311 also displays the railway type code of the railway B on the screen to distinguish the type of the railway B. For the general railway arrangement, the east line will be numbered with "E" and the west line will be numbered with "W". Others such as the conversion track or the railway in the service station will be distinguished by another number. In the station, because there are platforms, and then a number of tracks are separated, the railway type codes can be distinguished by E0, E1, ... or W0, W1, ....

The position display portion 312 mainly displays the position of the railway engineering vehicle A currently located at the railway B. For example, when the railway engineering vehicle A is traveling at 121 meters of 013 km in the railway B of Banqiao (section code 15), the information display portion 311 externally displays the railway screen of the 15th section of the bridge, and then at the position The display unit 312 displays 013K+121, so that the driving of the railway engineering vehicle A can be known. The information controller 41 also continuously uploads the address information of the railway engineering vehicle A to the management server of the railway control center, Make other railway engineering vehicles A get information.

It is worth mentioning that, unlike the coordinate position obtained by the general use of satellite positioning information, the present invention is used in the operation display interface 31. The display of the number of kilometers shows that the location of the railway engineering vehicle A on the railway B will be more accurate than the display of the satellite coordinates, and it is easier for the driver to understand.

The track circuit display portion 313 mainly displays the track circuit number where the railway engineering vehicle A is located, and the track circuit number is a paragraph for distinguishing the rail circuit. In general, railway companies number the track circuits at a distance of one kilometer to facilitate maintenance personnel to distinguish the location of the vehicle, personnel or equipment.

The traveling direction display portion 314 mainly displays the traveling direction of the railway engineering vehicle A externally. Since the train can only travel on the rails, the traveling direction of the train on the rails is only forward or backward (forward or backward). The railway engineering vehicle A obtains the traveling direction of the railway engineering vehicle A by the distance detector of the positioning unit 5.

The originating and returning point display unit 315 is used to display the departure point and the destination point of the railway engineering vehicle A. The starting and ending point display unit 315 can manually input information by driving or automatically input by task information to control the information. The device 41 knows the driving route of the railway engineering vehicle A, and determines whether the driving progresses in accordance with the driving route.

The function selection unit 316 provides the driving point selection of the railway engineering vehicle A to provide information on various engineering vehicles and railways. The function selection unit 316 has a designated area selection key 3161, an upper/lower area selection key 3162, and a system. The information setting button 3163, a route information display button 3164, an alarm information display button 3165, a line mode setting/display button 3166, a picture minimize button 3167, and an exit system button 3168.

The designated area selection key 3161 can provide driving to select the railway B section displayed by the information display part 311 to provide driving to view the occupation status of the train or the engineering vehicle on other sections, and the railway B condition regulated by the maintenance operation. .

The up/down area selection key 3162 can provide a selection of the railway B section displayed by the information display unit 311 by driving, mainly based on the selection of the previous section or the rear section of the railway B section displayed by the information display section 311. The driving is quickly selected and displayed by the information display unit 311.

The system information setting button 3163 provides a driving setting value. Preferably, after the system information setting button 3163 is pressed, the operation display interface 31 jumps out of a setting window to provide an update time for the driving setting information display portion 311, and Other related settings, and the device number of the information controller 41 is displayed in the setting window.

The route information display key 3164 can display the travel route table of the railway engineering vehicle A. Preferably, after the route information display button 3164 is pressed, the operation display interface 31 jumps out of a travel route table, and the travel route of the railway engineering vehicle A is displayed one by one. The driving route table displays the route schedule, the route starting point, the route ending point, and the switch number of the railway engineering vehicle A, so that the railway engineering vehicle A follows the driving route table to advance on the railway B.

The alarm information display button 3165 mainly displays the alarm information externally. When the information controller 41 determines that the railway B where the railway engineering vehicle is located has a risk factor, the alarm 71 sends an alarm to the outside, and the alarm information display button is displayed. The 3165 flashes in red.

When the alarm information display button 3165 is pressed, an alarm window will be displayed, and the alarm window will display the currently issued alarm information.

For example, when the position of the railway engineering vehicle A exceeds the predetermined driving route, an alarm message of "the way is not set" is issued; when the detection of the address detecting device 51 occurs, the "RFID status" is issued. "Annual" warning information; when the railway engineering vehicle A is overspeeding, it will issue an "overspeed warning" warning message. Generally speaking, the system will determine the speed limit of the engineering vehicle according to the input vehicle number; when the railway engineering When Vehicle A and another railway engineering vehicle A are close to each other and are less than 1 km apart, the warning information of "engineering vehicle approach" is issued; when the railway engineering vehicle A approaches the boundary of each railway section B, it is issued "close to The warning information of the traffic control boundary line; when the railway engineering vehicle A approaches the starting point/end point, the alarm information of the "arrival start/end point" is issued; when the position of the railway engineering vehicle A exceeds the preset road section, the external "issue" Warning information; when the signal of the wireless information transceiver 61 is abnormal, an alarm message of "network connection abnormality" is issued; when the railway engineering vehicle A is in front of Setting direction opposite to the direction of Foreign issued "driving in the opposite direction" alarm information; when the data provided by the encoder system abnormalities, foreign issued "encoder error" alarm information; When the railway engineering vehicle A enters the previous track circuit of the switch, the alarm information of the "near road zone" is issued to the outside; and when the information controller 41 cannot be executed normally, the "system abnormality" alarm information is issued.

In actual implementation, the warning information should be based on the actual condition of the engineering vehicle, so that the driver can assist in the operation of the railway engineering vehicle A by the railway engineering vehicle anti-collision device, and should not be limited thereto.

The driving mode setting/display key 3166 mainly displays the driving mode of the railway engineering vehicle A on the railway B. When the driving mode setting/display button 3166 is pressed, a row mode window is displayed, and the driving mode window mainly provides three driving modes, including an approach indication mode (RI), a work area operation mode (TP), and an isolation mode. (By Pass).

The approach indication mode limits the driving mode of the railway engineering vehicle A to the railway B, and has only the right to travel alone, and cannot travel backwards.

The working mode of the work area is that the railway engineering vehicle A has the right to freely move in the section of the railway B, and can move anywhere in the section of the railway B according to the condition of maintenance.

The isolation mode is that the railway engineering vehicle A is isolated from the control system, and only has the basic driving speed, the driving direction and the like, and the driving must rely on oneself to concentrate on the railway engineering vehicle A.

The screen minimization key 3167 primarily minimizes the display of the manipulation display interface 31 to provide driving execution of other programs or to provide a designer to improve the program.

The departure system button 3168 provides for driving the railway truck A to close the railway truck anti-collision device.

It is worth mentioning that when the information controller can not use the management server of the network and railway control center, it can not help to provide the early warning function of the railway engineering vehicle A. Therefore, when the network is disconnected for 6 seconds, the information display unit issues a warning of "communication interruption", so that the driver can pay attention and carefully control the railway engineering vehicle A.

It can be seen from the above description that the new railway engineering vehicle anti-collision device does have the following effects:

First, accurately detect the address

The information controller 41 obtains the correct address information by the address detector 51, and obtains the correct mobile information by the distance detector 52, compared to the address information obtained by the conventional satellite positioning technology. More accurate, free from terrain or weather images, can accurately detect the location of the railway engineering vehicle A.

Second, the status of the railway

The information controller 41 obtains detailed address information by the positioning unit 5, so that the management server of the railway control center can record the correct position of the railway engineering vehicle A on the railway B. When the management server of the railway control center obtains all the positions of the railway engineering vehicle A traveling on the railway B, it can be integrated into the digital information and stored in the management server, so that each railway engineering vehicle A can obtain the condition of the railway B.

Third, improve driving safety

The information controller 41 of the control unit 4 can selectively download the information stored in the management server of the railway control center to obtain the status of other vehicles in the certain range of the railway engineering vehicle A, and execute relevant warning programs to issue alarms. Information to ensure the safety of the railway engineering vehicle A.

In summary, the new railway engineering vehicle anti-collision device obtains the accurate address information detected by the positioning unit 5 by the control unit 4, so that the management server of the railway control center can obtain all the driving on the railway B. The information controller 41 can download the relevant track information from the management server of the railway control center, and determine the safety status of the railway engineering vehicle A while driving, to actively issue warning information to notify the railway. The driving of the construction vehicle A pays attention and moves on the correct route, so it is indeed possible to achieve the purpose of the present invention.

However, the above description is only a preferred embodiment of the present invention, and the scope of the present invention cannot be limited thereto, that is, the simple equivalent change and modification made by the novel patent application scope and the novel description content, All remain within the scope of this new patent.

3‧‧‧Operating unit

31‧‧‧Operation display interface

4‧‧‧Control unit

41‧‧‧Information Controller

5‧‧‧ Positioning unit

51‧‧‧ address detector

52‧‧‧Distance Detector

6‧‧‧Information transmission unit

61‧‧‧Wireless Information Transceiver

7‧‧‧Alarm unit

71‧‧‧Alarm

Claims (10)

The utility model relates to a railway engineering vehicle anti-collision device, which is suitable for sending information to a railway engineering vehicle, and comprises: a main body unit comprising a main body disposed on the railway engineering vehicle; and an operation unit comprising an operation display interface disposed on the main body a control unit comprising an information controller electrically connected to the operation display interface; a positioning unit comprising an address detector electrically connected to the information controller, and a distance electrically connected to the information controller a detector; and an information transmission unit, comprising a wireless information transceiver electrically connected to the information controller. The railway engineering vehicle anti-collision device according to claim 1, further comprising an alarm unit including an alarm electrically connected to the information controller. The railway engineering vehicle anti-collision device according to claim 2, wherein the operation display mask has an information display portion. The railway engineering vehicle anti-collision device according to claim 3, wherein the operation display interface further has a position display portion for displaying the position of the railway engineering vehicle. The railway engineering vehicle anti-collision device according to claim 4, wherein the operation display interface further has a track circuit display portion. The railway engineering vehicle anti-collision device according to claim 5, wherein the operation display interface further has a driving direction display portion. The railway engineering vehicle anti-collision device according to claim 6, wherein the operation display interface further has a display point of the origin. The railway engineering vehicle anti-collision device according to claim 7, wherein the operation display interface further has a function selection portion for providing user manipulation. According to the railway engineering vehicle anti-collision device of claim 8, wherein the function selection unit is a designated area selection button, an upper/lower area selection button, a system information setting button, a route information display button, An alarm information display button, a line mode setting/display button, a screen minimize button, a leaving system button, and the like. The railway engineering vehicle anti-collision device according to claim 9 , wherein the address detector is an RFID detecting device.