1. A rail transportation safety guarantee system is characterized by comprising a locomotive safety auxiliary unit, a monitoring and monitoring unit and an intelligent dispatching unit;

the locomotive safety auxiliary unit is used for carrying out speed detection, anti-sleep detection and personnel detection in the locomotive transportation process, communicating with a dispatching room in real time and carrying out abnormity alarm;

the monitoring unit is used for monitoring the roadway condition and the roadway environment and positioning the position information of miners and locomotives in real time;

the intelligent scheduling unit is used for monitoring and controlling the turnout; planning a track stroke of the locomotive based on the operation starting point and the operation end point of the locomotive, scheduling turnouts in the operation direction based on the track stroke and the position information of the locomotive, enabling the locomotive to operate according to the track stroke, and resetting the turnouts at the corresponding positions after the locomotive passes through.

2. The rail transit security assurance system of claim 1, wherein the locomotive safety auxiliary unit comprises an on-board main controller and an uninterruptible power supply; the uninterruptible power supply is carried on the horizontal stringing; the vehicle-mounted main controller comprises a signal detection module, a signal analysis module and a wireless communication module;

the signal detection module comprises a sleep prevention detection submodule, a speed detection submodule, a personnel detection submodule and a task selection submodule; the anti-sleep detection submodule comprises a foot switch and an alarm, wherein the foot switch is installed in the locomotive and used for checking cards, the foot switch is used for timely checking the cards of locomotive drivers, and the alarm is used for giving an audible alarm when the foot switch does not check the cards within preset time; the speed detection submodule comprises a speed sensor arranged at the position of a driving gear of the locomotive, the speed sensor is used for determining the measured speed of the locomotive based on the number of teeth rotated by the driving gear in unit time, and the speed detection submodule is used for comparing the measured speed with a speed signal obtained from a frequency converter in the locomotive and calibrating the real-time speed of the locomotive; the personnel detection submodule comprises infrared detection sensors and loudspeakers which are arranged at the head and the tail of the locomotive and is used for detecting whether personnel exist in the front and back directions of the locomotive during running and sending out sound alarm through the loudspeakers; the task selection submodule is used for detecting whether a program ending instruction exists or not after the locomotive is electrified and initialized, and if the program ending instruction exists, the program is ended; if not, entering the next flow and judging whether an appointed task exists;

the signal analysis module comprises a state indication submodule, a speed display submodule and a sound alarm submodule; the state indication submodule is used for displaying the working state of each module in the locomotive safety auxiliary unit; the speed display submodule is used for displaying the real-time speed of the locomotive; and the sound alarm submodule is used for setting alarm voices under different scenes.

3. The rail transportation safety assurance system of claim 2, wherein the mission selection sub-module is specifically configured to enter a locomotive operation judgment sub-routine when it is judged that no mission is specified, judge whether the locomotive is operating according to data measured by a speed sensor installed on the locomotive, and determine a current speed per hour of the locomotive; if the locomotive is judged not to run, returning to the initialized state; if the locomotive is judged to be running, the anti-sleep judgment is carried out to prevent the driver from dozing; if the driver does not act within the specified time, the driver is regarded as dozing, and then the sound alarm is immediately generated to remind the driver and the roadside pedestrians; if the driver responds to the foot switch within the specified time, the response is considered to be correct, and whether the speed is normal is further judged; comparing the measured speed with a specified speed, if the vehicle runs at an overspeed, immediately generating a voice prompt, and if the speed is normal, further judging whether a person exists in front of the vehicle; if the person is present, sound alarm is carried out; and if no pedestrian exists in the front, returning to the initialized state and carrying out the next round of judgment.

4. The rail transportation safety assurance system of claim 3, wherein if the alarm is not actively released after the alarm signal is generated and the audible alarm is performed, the alarm state is maintained until the alarm is actively released; and after the alarm signal is released, the state after initialization is returned.

5. The rail transit security system of claim 1, wherein the monitoring and monitoring unit includes a video monitoring module, a parameter monitoring module, a personnel monitoring module, and a locomotive monitoring module; the video monitoring module comprises a camera which is arranged at a designated position in the tunnel and can perform voice conversation, and the camera is used for uploading video data in the tunnel to an industrial personal computer in real time through an optical fiber network; the parameter monitoring module comprises a plurality of gas sensors and dust sensors which are arranged in a roadway, and the gas sensors and the dust sensors are respectively used for measuring the gas content and the dust content in the roadway and are uploaded to an industrial personal computer through an optical fiber network; the personnel monitoring module comprises a WiFi positioning card and a wireless access node AP, the WiFi positioning card is written with unique identification information matched with the identity of a miner, and the personnel monitoring module is used for calculating the position, the moving speed and the moving track of a person carrying the WiFi positioning card and corresponding to the WiFi positioning card based on the signal strength RSSI value received by the wireless access node AP; the locomotive monitoring module is used for setting a WiFi positioning card on the locomotive and determining the position of the locomotive in the roadway based on the WiFi positioning card.

6. The rail transportation safety guarantee system according to claim 1, wherein the intelligent scheduling unit comprises a scheduling room industrial personal computer, a turnout controller and a voice communication module, the scheduling room industrial personal computer is used for monitoring turnout information, automatically planning the travel of the locomotive after determining the starting point and the end point of the operation of the locomotive, automatically turning the turnout to a position section by section according to the locomotive speed per hour transmitted by a locomotive safety auxiliary unit and the locomotive position information transmitted by a monitoring detection unit in the operation process, and automatically resetting the turnout section by section after a standby vehicle passes; the voice communication module is used for communicating the dispatching room with the locomotive and communicating the pedestrians with the dispatching room.

7. The rail transportation safety guarantee system of claim 2, wherein the scheduling room industrial personal computer is specifically configured to initialize after being powered on and enter a fault self-checking stage; if the fault occurs, displaying a fault state; if the number of the locomotives in the roadway is not equal to the preset value, connecting the locomotives, determining the number of the locomotives in the roadway, and if the connection is not successful, judging that no locomotive exists in the roadway or the vehicle-mounted main controller is not electrified; if the connection is successful, reading the position of the locomotive and displaying the position of the locomotive on a main interface;

reading personnel operation, and if the locomotive needs to be dispatched, correspondingly generating a locomotive running path according to a path starting point; if no scheduling command exists, judging whether a command for controlling the turnout exists or not; if not, judging whether the program is to be finished, if so, trying to connect with a turnout controller, if the connection is successful, controlling the turnout, reading turnout state information, simultaneously judging whether the turnout is in place, if the turnout is not in place or the turnout connection is not successful, sending an alarm, and continuing the alarm until the turnout is removed; if all the turnouts are normal, judging whether the program needs to be ended, and if the program is not ended, returning; judging whether the locomotive is still connected with the locomotive, if so, reading the operation of personnel, and if not, entering a stage of trying to connect the locomotive; and when the program is judged to be ended again, if not, continuing to circulate, and if so, ending the program.

8. The rail transportation safety assurance system of claim 2, wherein the intelligent dispatching unit further comprises a switch controller disposed within the locomotive.

Background

In the safety evaluation process of the coal mine roadway transportation system, factors influencing roadway transportation safety are analyzed, structural importance degree sequencing and weight sequencing of all basic events are obtained, and corresponding evaluation analysis is given. According to the security evaluation program, specific security measures or suggestions need to be further provided, so that the security status can be improved. According to the analysis result, the coal mine roadway transportation safety needs to be considered from three aspects of locomotive safety, monitoring and intelligent scheduling, a perfect safety guarantee system is established, and potential safety hazards are eliminated or reduced.

The safety problem of a roadway transportation system is faced no matter the old coal mine is transformed or the new coal mine is built, so that the perfect safety guarantee system is provided, has strategic significance and can provide reference for solving the problems. Each coal mine can selectively establish or perfect a roadway transportation safety guarantee system according to the self condition.

In view of the special coal mine environment, electrical equipment needs explosion-proof treatment in places with high gas concentration. The drift transportation roadway is well ventilated, and intrinsic safety products can be adopted, so that explosion prevention and intrinsic safety are considered simultaneously when a drift transportation safety guarantee system is designed. If the power of the power supply can not meet the intrinsic safety requirement, explosion-proof treatment is required to be carried out so as to ensure that the environment outside the box body is not affected even if the power supply is short-circuited and explodes; if the power meets the requirement, intrinsic safety processing is carried out, the weight of the box body is reduced, and the installation and debugging are convenient. In addition, because multiple underground equipment coexist, such as a transformer and a frequency converter, the underground equipment can influence other electrical equipment during working, and therefore redundant work is required to be done no matter on a power supply or communication, normal work of a system is ensured, and potential safety hazards are reduced.

Disclosure of Invention

The embodiment of the invention provides a rail transport safety guarantee system, which is established by starting from subjective factors influencing the transport safety of a roadway locomotive, so that the safety in transportation is ensured, and the transportation efficiency is improved.

The embodiment of the invention provides a rail transportation safety guarantee system, which comprises a locomotive safety auxiliary unit, a monitoring unit and an intelligent dispatching unit;

the locomotive safety auxiliary unit is used for carrying out speed detection, anti-sleep detection and personnel detection in the locomotive transportation process, communicating with a dispatching room in real time and carrying out abnormity alarm;

the monitoring unit is used for monitoring the roadway condition and the roadway environment and positioning the position information of miners and locomotives in real time;

the intelligent scheduling unit is used for monitoring and controlling the turnout; planning a track stroke of the locomotive based on the operation starting point and the operation end point of the locomotive, scheduling turnouts in the operation direction based on the track stroke and the position information of the locomotive, enabling the locomotive to operate according to the track stroke, and resetting the turnouts at the corresponding positions after the locomotive passes through.

Preferably, the locomotive safety auxiliary unit comprises an on-board main controller and an uninterruptible power supply; the uninterruptible power supply is carried on the horizontal stringing; the vehicle-mounted main controller comprises a signal detection module, a signal analysis module and a wireless communication module;

the signal detection module comprises a sleep prevention detection submodule, a speed detection submodule, a personnel detection submodule and a task selection submodule; the anti-sleep detection submodule comprises a foot switch and an alarm, wherein the foot switch is installed in the locomotive and used for checking cards, the foot switch is used for timely checking the cards of locomotive drivers, and the alarm is used for giving an audible alarm when the foot switch does not check the cards within preset time; the speed detection submodule comprises a speed sensor arranged at the position of a driving gear of the locomotive, the speed sensor is used for determining the measured speed of the locomotive based on the number of teeth rotated by the driving gear in unit time, and the speed detection submodule is used for comparing the measured speed with a speed signal obtained from a frequency converter in the locomotive and calibrating the real-time speed of the locomotive; the personnel detection submodule comprises infrared detection sensors and loudspeakers which are arranged at the head and the tail of the locomotive and is used for detecting whether personnel exist in the front and back directions of the locomotive during running and sending out sound alarm through the loudspeakers; the task selection submodule is used for detecting whether a program ending instruction exists or not after the locomotive is electrified and initialized, and if the program ending instruction exists, the program is ended; if not, entering the next flow and judging whether an appointed task exists;

the signal analysis module comprises a state indication submodule, a speed display submodule and a sound alarm submodule; the state indication submodule is used for displaying the working state of each module in the locomotive safety auxiliary unit; the speed display submodule is used for displaying the real-time speed of the locomotive; and the sound alarm submodule is used for setting alarm voices under different scenes.

Preferably, the task selection sub-module is specifically configured to enter a locomotive operation judgment sub-program when it is judged that no assigned task exists, judge whether the locomotive operates according to data measured by a speed sensor installed on the locomotive, and determine a current speed per hour of the locomotive; if the locomotive is judged not to run, returning to the initialized state; if the locomotive is judged to be running, the anti-sleep judgment is carried out to prevent the driver from dozing; if the driver does not act within the specified time, the driver is regarded as dozing, and then the sound alarm is immediately generated to remind the driver and the roadside pedestrians; if the driver responds to the foot switch within the specified time, the response is considered to be correct, and whether the speed is normal is further judged; comparing the measured speed with a specified speed, if the vehicle runs at an overspeed, immediately generating a voice prompt, and if the speed is normal, further judging whether a person exists in front of the vehicle; if the person is present, sound alarm is carried out; and if no pedestrian exists in the front, returning to the initialized state and carrying out the next round of judgment.

Preferably, if the alarm is not actively released after the alarm signal is generated and the sound alarm is performed, the alarm state is maintained until the alarm is actively released; and after the alarm signal is released, the state after initialization is returned.

Preferably, the monitoring and monitoring unit comprises a video monitoring module, a parameter monitoring module, a personnel monitoring module and a locomotive monitoring module; the video monitoring module comprises a camera which is arranged at a designated position in the tunnel and can perform voice conversation, and the camera is used for uploading video data in the tunnel to an industrial personal computer in real time through an optical fiber network; the parameter monitoring module comprises a plurality of gas sensors and dust sensors which are arranged in a roadway, and the gas sensors and the dust sensors are respectively used for measuring the gas content and the dust content in the roadway and are uploaded to an industrial personal computer through an optical fiber network; the personnel monitoring module comprises a WiFi positioning card and a wireless access node AP, the WiFi positioning card is written with unique identification information matched with the identity of a miner, and the personnel monitoring module is used for calculating the position, the moving speed and the moving track of a person carrying the WiFi positioning card and corresponding to the WiFi positioning card based on the signal strength RSSI value received by the wireless access node AP; the locomotive monitoring module is used for setting a WiFi positioning card on the locomotive and determining the position of the locomotive in the roadway based on the WiFi positioning card.

Preferably, the intelligent dispatching unit comprises a dispatching room industrial personal computer, a turnout controller and a voice communication module, wherein the dispatching room industrial personal computer is used for monitoring turnout information, automatically planning the travel of the locomotive after determining the starting point and the end point of the operation of the locomotive, automatically pulling the turnout to a position section by section according to the locomotive speed per hour transmitted by the locomotive safety auxiliary unit and the locomotive position information transmitted by the monitoring detection unit in the operation process, and automatically resetting the turnout section by section after a standby vehicle passes; the voice communication module is used for communicating the dispatching room with the locomotive and communicating the pedestrians with the dispatching room.

Preferably, the scheduling room industrial personal computer is specifically used for initializing after being electrified and entering a fault self-checking stage; if the fault occurs, displaying a fault state; if the number of the locomotives in the roadway is not equal to the preset value, connecting the locomotives, determining the number of the locomotives in the roadway, and if the connection is not successful, judging that no locomotive exists in the roadway or the vehicle-mounted main controller is not electrified; if the connection is successful, reading the position of the locomotive and displaying the position of the locomotive on a main interface;

reading personnel operation, and if the locomotive needs to be dispatched, correspondingly generating a locomotive running path according to a path starting point; if no scheduling command exists, judging whether a command for controlling the turnout exists or not; if not, judging whether the program is to be finished, if so, trying to connect with a turnout controller, if the connection is successful, controlling the turnout, reading turnout state information, simultaneously judging whether the turnout is in place, if the turnout is not in place or the turnout connection is not successful, sending an alarm, and continuing the alarm until the turnout is removed; if all the turnouts are normal, judging whether the program needs to be ended, and if the program is not ended, returning; judging whether the locomotive is still connected with the locomotive, if so, reading the operation of personnel, and if not, entering a stage of trying to connect the locomotive; and when the program is judged to be ended again, if not, continuing to circulate, and if so, ending the program.

Preferably, the intelligent dispatching unit further comprises a turnout controller arranged in the locomotive.

According to the rail transportation safety guarantee system provided by the embodiment of the invention, auxiliary guarantee is provided for rail safety through three directions of locomotive safety assistance, monitoring and intelligent scheduling; each direction is independent to form an independent subsystem, the internal functions of the subsystems can be further divided, the subsystems correspond to basic factors influencing the roadway transportation safety one by one, the listed potential safety hazards are solved, and a real and complete safety guarantee system is established; starting from subjective factors influencing the transportation safety of the roadway locomotive, a roadway transportation safety guarantee system is established, so that the safety in transportation is guaranteed, and the transportation efficiency is improved.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and those skilled in the art can also obtain other drawings according to the drawings without creative efforts.

FIG. 1 is a diagram of a rail transit security system architecture according to an embodiment of the present invention;

FIG. 2 is a block diagram of a locomotive safety auxiliary unit in accordance with an embodiment of the present invention;

FIG. 3 is a flow chart of locomotive safety auxiliary unit operation according to an embodiment of the present invention;

FIG. 4 is a flowchart illustrating the operation of an intelligent dispatch unit in accordance with an embodiment of the present invention;

FIG. 5 is an in-vehicle master controller operation interface according to an embodiment of the present invention;

FIG. 6 is a scheduling room IPC operational interface according to an embodiment of the present invention.

Detailed Description

In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

In the embodiment of the present application, the term "and/or" is only one kind of association relationship describing an associated object, and means that three relationships may exist, for example, a and/or B may mean: a exists alone, A and B exist simultaneously, and B exists alone.

The terms "first" and "second" in the embodiments of the present application are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present application, the terms "comprise" and "have", as well as any variations thereof, are intended to cover a non-exclusive inclusion. For example, a system, product or apparatus that comprises a list of elements or components is not limited to only those elements or components but may alternatively include other elements or components not expressly listed or inherent to such product or apparatus. In the description of the present application, "plurality" means at least two, e.g., two, three, etc., unless explicitly specifically limited otherwise.

Reference herein to "an embodiment" means that a particular feature, structure, or characteristic described in connection with the embodiment can be included in at least one embodiment of the application. The appearances of the phrase in various places in the specification are not necessarily all referring to the same embodiment, nor are separate or alternative embodiments mutually exclusive of other embodiments. It is explicitly and implicitly understood by one skilled in the art that the embodiments described herein can be combined with other embodiments.

In view of the special coal mine environment, electrical equipment needs explosion-proof treatment in places with high gas concentration. The drift transportation roadway is well ventilated, and intrinsic safety products can be adopted, so that explosion prevention and intrinsic safety are considered simultaneously when a drift transportation safety guarantee system is designed. If the power of the power supply can not meet the intrinsic safety requirement, explosion-proof treatment is required to be carried out so as to ensure that the environment outside the box body is not affected even if the power supply is short-circuited and explodes; if the power meets the requirement, intrinsic safety processing is carried out, the weight of the box body is reduced, and the installation and debugging are convenient. In addition, because multiple underground equipment coexist, such as a transformer and a frequency converter, the underground equipment can influence other electrical equipment during working, and therefore redundant work is required to be done no matter on a power supply or communication, normal work of a system is ensured, and potential safety hazards are reduced.

The embodiment of the invention provides a coal mine roadway transportation safety guarantee system based on wireless Ethernet WiFi (Wireless Fidelity), which is established by starting from subjective factors influencing roadway locomotive transportation safety, thereby ensuring the safety in transportation and improving the transportation efficiency. The system includes three main functions: locomotive safety is supplementary, monitoring and intelligent scheduling. Each function is an independent subsystem, the internal functions can be further divided, the basic factors influencing the roadway transportation safety are in one-to-one correspondence, the listed potential safety hazards are solved, and a real and perfect safety guarantee system is established.

As shown in fig. 1, the system is composed of three layers of structure, upper layer network, middle layer control module, and bottom layer device.

The industrial personal computer is connected to the underground optical fiber ring network through the network cable to form an upper network. The switch controller, the intelligent terminal and other control modules form a middle-layer control module, and the switch controller and the intelligent terminal are connected to the optical-end switch nearby and are connected to an industrial personal computer of the dispatching room through an optical fiber ring network. The turnout is connected to a turnout controller through a 485 line; all monitoring sensors, cameras and IP telephones are connected with the intelligent terminal through a network cable or 485 cable, and the intelligent terminal also provides a wireless access node AP (access point). An Access Point (AC) module (hereinafter referred to as AC) is installed on the overhead line locomotive and used for performing wireless communication with the AP node, thereby establishing a communication link from the dispatching room to the locomotive. Pedestrians, locomotives and mine cars are all equipped with WiFi positioning cards, and wireless access nodes AP can receive signals of the WiFi positioning cards. The following description and description will proceed with reference being made to various embodiments.

Fig. 1 is a schematic diagram illustrating a rail transportation safety guarantee system according to an embodiment of the present invention, which includes a locomotive safety auxiliary unit, a monitoring unit, and an intelligent scheduling unit;

the locomotive safety auxiliary unit is used for carrying out speed detection, anti-sleep detection and personnel detection in the locomotive transportation process, communicating with a dispatching room in real time and carrying out abnormity alarm;

specifically, the locomotive is a relatively independent individual in the transportation system, and the operation process of the locomotive is only controlled by a locomotive driver. The design concept of the locomotive safety auxiliary system is to assist drivers to judge in the running process of the locomotive, so that the pressure of the drivers is reduced, and the transportation safety is improved.

The overhead line locomotive is not provided with a speed display instrument, and the running speed of the locomotive can only be judged by a driver subjectively. When the number of people in the roadway is small, the driver can relax and be warned, and the vehicle is easy to drive at an overspeed. The system needs to have a speed test function.

The light in the drift roadway is dark, whether people in front are difficult to judge by human eyes only, and accidents are easy to happen once the people are not found timely due to the limitation of braking distance. In addition, maintenance or constructors are often arranged in the main roadway, and when the width of materials loaded in the mine car exceeds the width of the locomotive, personal injury is easily caused if the mine car is not reminded in place. Therefore, the system needs to have a personnel detection function to assist a driver in judging whether a person is in front or not.

Underground light is dim, similar roadways are arranged around the underground light, drivers are prone to visual fatigue, distraction or doze, and accidents are prone to happening. The system needs to have a function of preventing the driver from dozing.

Therefore, in the present embodiment, fig. 2 is a block diagram illustrating a structure of a locomotive safety auxiliary unit according to an embodiment of the present invention, and referring to fig. 2, the locomotive safety auxiliary unit includes an on-board main controller 1 and an uninterruptible power supply 2; the uninterruptible power supply 2 is carried on a horizontal stringing; the vehicle-mounted main controller 1 comprises a signal detection module 11, a signal analysis module 12 and a wireless communication module 13;

the wireless communication module 13 sends out data at a frequency of 2.4GHz through an AC module on the locomotive, and the data is received by a wireless access node AP in a roadway, so that a communication link between the locomotive and a dispatching room is established, and interaction and sharing of information such as speed, position and the like are realized.

The locomotive safety auxiliary unit consists of an uninterruptible power supply (2) and a vehicle-mounted main controller (1), and the two parts are both arranged in an explosion-proof box body. The UPS 2 part is designed with UPS (uninterrupted Power supply) function, and directly gets electricity from the horizontal overhead line. The vehicle-mounted main controller 1 comprises a display screen and a main board money amount auxiliary element on hardware. Because the vehicle-mounted main controller 1 is provided with the liquid crystal screen, a rectangular window needs to be arranged on the front panel of the explosion-proof box, and toughened glass is added to ensure the explosion-proof performance of the box body. The vehicle-mounted main controller 1 is externally connected with a loudspeaker, a microphone, a personnel detection sensor, a speed sensor, a foot switch, an AC (Access Point client) module, an antenna and the like. Wherein the AC module is used for wireless communication. The liquid crystal screen visualizes underground roadway schematic diagrams, locomotive positions and turnout information. The locomotive safety auxiliary unit provides safety guarantee for locomotive operation aiming at safety problems possibly occurring in the locomotive transportation process.

The signal detection module 11 comprises a sleep prevention detection submodule 111, a speed detection submodule 112, a personnel detection submodule 113 and a task selection submodule 114;

the sleep-prevention detection submodule 111 comprises a foot switch and an alarm which are installed in a locomotive and used for card punching, wherein the foot switch is used for timed card punching of a locomotive driver, and the alarm is used for giving an audible alarm when the foot switch is not used for card punching within preset time; the locomotive is internally provided with a foot switch, a driver must step once at a certain time, otherwise the driver is regarded as dozing, so that the locomotive gives an alarm and effectively prevents the driver of the locomotive from dozing in the driving process.

The speed detection submodule 112 includes a speed sensor installed at a driving gear of the locomotive, the speed sensor is used for determining a measured speed of the locomotive based on the number of teeth rotated by the driving gear in unit time, and the speed detection submodule 112 is used for comparing the measured speed with a speed signal obtained from a frequency converter inside the locomotive to calibrate the real-time speed of the locomotive; a speed sensor is arranged on the periphery of a driving gear of the locomotive, the number of teeth rotated by the driving wheel in unit time is measured, the obtained pulse number is transmitted to the vehicle-mounted main controller 1, and the real-time speed of the locomotive can be obtained through software calculation by combining the transmission ratio of the locomotive. On the other hand, a speed signal can be directly obtained from a frequency converter in the locomotive, and the two speed values are compared and processed through software to obtain more accurate speed.

The personnel detection submodule comprises infrared detection sensors and loudspeakers which are arranged at the head and the tail of the locomotive and is used for detecting whether personnel exist in the front and back directions of the locomotive during running and sending out sound alarm through the loudspeakers; an infrared detection sensor is respectively arranged at the front and the back of the locomotive and used for testing whether a person is in front of the locomotive in operation. Once a person is found, the master controller sends out an alarm through the loudspeaker to remind a driver to pay attention to the person in front.

The task selection submodule 114 is used for detecting whether a program ending instruction exists after the locomotive is powered on and initialized, and if so, ending the program; if not, entering the next flow and judging whether an appointed task exists; if the designated task exists, the task execution program is entered, such as tasks of setting the transportation direction, transporting materials, initiating voice and the like. And returning to the initialized state once the task execution is finished.

The signal analysis module 12 comprises a status indication submodule 121, a speed display submodule 122 and a sound alarm submodule 123; the state indication submodule 121 is used for displaying the working state of each module in the locomotive safety auxiliary unit; the speed display sub-module 122 is used for displaying the real-time speed of the locomotive; the sound alarm submodule 123 is configured to set an alarm sound under different situations.

Specifically, as shown in fig. 3, the task selection sub-module 114 is specifically configured to enter a locomotive operation judgment sub-program when it is judged that no task is specified, judge whether the locomotive operates according to data measured by a speed sensor installed on the locomotive, and determine a current speed per hour of the locomotive; if the locomotive is judged not to run, returning to the initialized state; if the locomotive is judged to be running, the anti-sleep judgment is carried out to prevent the driver from dozing; if the driver does not act within the specified time, the driver is regarded as dozing, and then the sound alarm is immediately generated to remind the driver and the roadside pedestrians; if the driver responds to the foot switch within the specified time, the response is considered to be correct, and whether the speed is normal is further judged; comparing the measured speed with a specified speed, if the vehicle runs at an overspeed, immediately generating a voice prompt, and if the speed is normal, further judging whether a person exists in front of the vehicle; if the person is present, sound alarm is carried out; and if no pedestrian exists in the front, returning to the initialized state and carrying out the next round of judgment.

Specifically, if the alarm is not actively released after the alarm signal is generated and the sound alarm is performed, the alarm state is maintained until the alarm is actively released; and after the alarm signal is released, the state after initialization is returned.

In the running process of the locomotive, the locomotive safety auxiliary unit can monitor the running speed of the locomotive and whether a person is in front of the locomotive in real time, and generates an alarm signal, so that the safety of the running process of the locomotive is improved. Meanwhile, the pedal switch on the locomotive also ensures that a driver keeps a clear state all the time during the operation of the locomotive, and improves the transportation safety of the locomotive. In addition, the locomotive safety auxiliary unit also adopts a UPS power supply, so that the problem of power failure caused by pulling off a wire bow of the locomotive in the running process of the locomotive is solved.

The monitoring unit is used for monitoring the roadway condition and the roadway environment and positioning the position information of miners and locomotives in real time;

in the embodiment, the design concept of the monitoring unit is to realize monitoring in a broad sense. Besides video monitoring, various environmental parameters in a roadway are monitored, and auxiliary monitoring of personnel and mine cars is realized by means of a positioning technology. Monitoring information is provided for dispatchers and drivers, judgment of the dispatchers and the drivers is assisted, and safety of roadway transportation is improved.

The underground monitoring technology is used less, so that the real site cannot be restored after an accident occurs. Particularly, when the locomotive runs to a place in the process of locomotive transportation, a dispatcher has no way to know. Therefore, a monitoring system needs to be added to the locomotive transportation system to monitor the condition of the underground roadway in real time.

In the operation process of the stringing locomotive, sparks are easily generated at the contact position of the wire bow and the stringing, and once the gas concentration exceeds the standard, explosion can be generated. Therefore, the system needs to have the function of monitoring various environmental data, upload detected data such as gas, dust and the like to a monitoring room, and share the data with locomotive drivers through an underground network.

Pedestrian takes off the car and the cart of violating the regulations also is the important potential safety hazard in the drift transportation. When a coal mine worker goes to work or leaves, if the coal mine worker misses a man car, the coal mine worker walks for a distance of more than 1.5km, so that once an electric locomotive passes through the electric locomotive, the coal mine worker is most likely to select to take the electric locomotive to reduce the walking distance; during short-distance transportation, workers push a plurality of mine cars or push cars in violation areas at the same time, and the mine cars are buried for accidents. Therefore, in the drift transportation, besides video monitoring, other technologies are also needed to perform auxiliary monitoring on the drift transportation, such as WiFi positioning technology and the like.

Therefore, in this embodiment, the monitoring and monitoring unit includes a video monitoring module, a parameter monitoring module, a personnel monitoring module and a locomotive monitoring module;

the video monitoring module comprises a camera which is arranged at a designated position in the tunnel and can perform voice conversation, and the camera is used for uploading video data in the tunnel to an industrial personal computer in real time through an optical fiber network; and monitoring the roadway condition, and once the abnormal condition is found, carrying out voice announcement through a voice communication system to remind a locomotive driver to pay attention to the road condition in front.

The parameter monitoring module comprises a plurality of gas sensors and dust sensors which are arranged in a roadway, and the gas sensors and the dust sensors are respectively used for measuring the gas content and the dust content in the roadway and are uploaded to an industrial personal computer through an optical fiber network; the sensors such as gas and dust are installed in the roadway, various parameters in the roadway are monitored in real time and uploaded to a monitoring room through an underground network, and data sharing is achieved.

The personnel monitoring module comprises a WiFi positioning card and a wireless access node AP, the WiFi positioning card is written with unique identification information matched with the identity of a miner, and the personnel monitoring module is used for calculating the position, the moving speed and the moving track of a person carrying the WiFi positioning card and corresponding to the personnel monitoring module based on a Received Signal Strength Indicator (RSSI) value of the wireless access node AP; according to the track moving speed of the person on the map interface, whether the person takes the car can be judged, and the person can know which person takes the car.

The locomotive monitoring module is used for setting a WiFi positioning card on the locomotive and determining the position of the locomotive in the roadway based on the WiFi positioning card. And each locomotive and mine car is provided with a WiFi positioning card, and the position of each locomotive and mine car in the roadway can be known by utilizing the WiFi positioning technology. The industrial personal computer in the dispatching room can display the position information on the interface, and judges whether the lane falls or not according to the position change of the mining vehicle. Meanwhile, whether people push a plurality of mine cars simultaneously, whether the mine cars are pushed in an illegal area, whether the mine cars fly or not and the like can also be judged. The scheduling room industrial personal computer in the application is the industrial personal computer in the figure 1.

Specifically, as shown in fig. 1, the monitoring unit is composed of three parts, i.e., a monitoring element, an optical fiber ring network and an industrial personal computer, from the bottom layer to the top layer. The monitoring element is connected to a nearby intelligent terminal through a network cable or a 485 cable, and is connected to the optical fiber ring network through the optical-end switch, so that a communication link is established with the industrial personal computer of the dispatching room at the top layer. Wherein, the intelligent terminal is internally provided with a data processing module.

The bottom monitoring element comprises a camera, a sensor and a wireless access node AP, and corresponding monitoring objects are roadway conditions, various underground environment parameters and people or objects carrying WiFi positioning cards. The monitoring element uploads the monitored data to the industrial personal computer through the optical fiber network, and the processed data are displayed on the display screen.

The monitoring and monitoring unit mainly plays a monitoring role in the roadway transportation system. The specific working process is as follows:

the cameras are installed at specific positions and used for shooting conditions in a roadway, each camera transmits data to the processor in the intelligent terminal, the data are uploaded to the industrial personal computer of the scheduling room through the optical fiber network after being processed, and monitoring personnel can check roadway conditions according to requirements. The sensors are also installed at specific locations, such as the lower mountains, pump rooms, etc. At regular intervals, the sensors transmit the measured data to an intelligent terminal internal processor for processing, and then the data are uploaded to a dispatching room industrial personal computer through an optical fiber network and are converted into corresponding formats to be displayed.

The system is characterized in that a wireless access node AP is arranged in a roadway, when personnel, a locomotive and a mine car enter a signal coverage range, the strength of a WiFi positioning card detected by the wireless access node AP is uploaded to an industrial personal computer of a dispatching room, and the position of the positioning card, namely the position of a person or an object equipped with the WiFi positioning card, can be obtained through calculation by combining the position of the AP node. The more and denser the wireless access nodes AP are arranged, the more accurate the positioning. Since the WiFi positioning card is written with specific information before distribution, the position distribution condition of each employee, locomotive and mine car can be known on the industrial personal computer.

In general, the monitoring unit has strong compatibility. The monitoring unit also transmits data by means of the underground optical fiber ring network, so that the construction cost of the system is reduced. The system realizes visualization of the roadway environment in the transportation system, and further improves the safety of the transportation process. Meanwhile, the monitoring on personnel, mine cars and the like is realized, the phenomena of car taking-off, car pedaling, car galloping and the like are effectively prevented, the personal safety of coal mine workers is ensured, and the monitoring device plays an important role in the transportation safety of the coal mine roadway.

The intelligent scheduling unit is used for monitoring and controlling the turnout; planning a track stroke of the locomotive based on the operation starting point and the operation end point of the locomotive, scheduling turnouts in the operation direction based on the track stroke and the position information of the locomotive, enabling the locomotive to operate according to the track stroke, and resetting the turnouts at the corresponding positions after the locomotive passes through.

The design concept of the intelligent scheduling unit is to develop an efficient and comprehensive coal mine roadway transportation scheduling system. On the premise of ensuring safety, the transportation efficiency is improved. In the coal mine roadway transportation, the dispatching is reasonable and efficient, and the safety and the efficiency of the transportation can be ensured. If the scheduling is not reasonable, not only the transportation efficiency is affected, but also accidents such as vehicle collision, lane drop, casualties and the like can be caused.

Because the underground condition is limited, the roadway is narrow, single-rail transportation is generally adopted, and the vehicle is required to be staggered through a turnout. The manual pulling of the turnout can not only influence the transportation efficiency, but also cause unsafe parking each time and easily cause accidents. Therefore, the system needs to have the function of intelligent switch.

The existing underground locomotive dispatching means mainly comprise three types: fixed telephones, personal handphone systems and vehicle-mounted consoles. The three modes have obvious disadvantages. The fixed telephone is mainly installed in an area with centralized personnel, and a dispatcher cannot timely contact a locomotive driver; although the personal handphone system is convenient to carry, the personal handphone system can only send a scheduling instruction; the vehicle-mounted control console can only play a role in real-time communication, and cannot know information such as turnout information in front of the operation of the locomotive, the operation speed of the locomotive and the like. In the embodiment, when the intelligent scheduling unit is designed, an intelligent and perfect scheduling communication system is established aiming at the defects of the existing scheduling means.

As shown in fig. 1, in architecture, the intelligent scheduling unit includes an industrial personal computer at the top layer, a switch controller and an intelligent terminal at the middle layer, and a switch and a vehicle-mounted main controller at the bottom layer. The turnout controller and the intelligent terminal are both connected to the optical-end switch through network cables and then connected to the industrial personal computer of the dispatching room through the optical fiber ring network. The turnout controller is connected with the turnout through a 485 line; the function of the intelligent terminal in the system is to provide a wireless access node AP and connect an IP telephone (the intelligent terminal reserves an IP telephone access port, and the IP telephone is installed according to requirements). And the AC module of the vehicle-mounted main controller 1 is in wireless communication with the wireless access node AP, and a communication link is established between the dispatching room and the locomotive.

Specifically, the intelligent scheduling unit comprises a scheduling room industrial personal computer, a turnout controller and a voice communication module;

the scheduling room industrial personal computer mainly realizes three functions: data processing, voice communication, scheduling; the dispatching room industrial personal computer is used for monitoring turnout information, automatically planning the locomotive travel after determining the starting point and the end point of the locomotive operation, automatically turning the turnout to the position section by section according to the locomotive speed per hour transmitted by the locomotive safety auxiliary unit and the locomotive position information transmitted by the monitoring detection unit in the operation process, and automatically resetting the turnout section by section after the standby locomotive passes; the industrial personal computer of the dispatching room displays the underground roadway map, the positions of all turnouts are marked on the map, and a dispatcher can observe the state information of the turnouts on an interface and modify the states of the turnouts through double-click. In the running process of the locomotive, data measured by a speed sensor arranged on the locomotive is uploaded after being processed by a main controller to obtain the hourly speed of the locomotive, and meanwhile, the position of the locomotive is obtained by combining the WiFi positioning technology and is displayed on a map. Besides the two functions, the industrial personal computer of the dispatching room also has the functions of data storage and management, report generation, real-time path playback and the like, accumulates the data of the coal mine roadway transportation data, and provides reliable basis for the subsequent safety problem research.

The voice communication module is used for communicating the dispatching room with the locomotive and communicating the pedestrians with the dispatching room. The main communication modes include:

the locomotive communicates with the driver. The dispatcher can issue dispatching commands or other warning information to locomotive drivers in real time in a dispatching room; the locomotive driver can report the operation condition to the dispatching room in real time in the operation process, and is particularly convenient for emergency help seeking.

And (4) network telephone. And an IP telephone is installed near the intelligent terminal at a distance by means of an optical fiber ring network laid in the tunnel. The device is convenient for pedestrians or drivers to seek help under special conditions.

On the basis of the above embodiment, fig. 4 is a flowchart of a work flow of an intelligent scheduling unit according to an embodiment of the present invention, and referring to fig. 1 and 4, a scheduling room industrial personal computer is specifically used for initializing after being powered on, and entering a fault self-checking stage; if the fault occurs, displaying a fault state; if the number of the locomotives in the roadway is not equal to the preset value, connecting the locomotives, determining the number of the locomotives in the roadway, and if the connection is not successful, judging that no locomotive exists in the roadway or the vehicle-mounted main controller is not electrified; if the connection is successful, reading the position of the locomotive and displaying the position of the locomotive on a main interface;

reading personnel operation, and if the locomotive needs to be dispatched, correspondingly generating a locomotive running path according to a path starting point; if no scheduling command exists, judging whether a command for controlling the turnout exists or not; if not, judging whether the program is to be finished, if so, trying to connect with a turnout controller, if the connection is successful, controlling the turnout, reading turnout state information, simultaneously judging whether the turnout is in place, if the turnout is not in place or the turnout connection is not successful, sending an alarm, and continuing the alarm until the turnout is removed; if all the turnouts are normal, judging whether the program needs to be ended, and if the program is not ended, returning; judging whether the locomotive is still connected with the locomotive, if so, reading the operation of personnel, and if not, entering a stage of trying to connect the locomotive; and when the program is judged to be ended again, if not, continuing to circulate, and if so, ending the program.

On the basis of the above embodiment, the intelligent dispatching unit further comprises a turnout controller arranged in the locomotive, and in dispatching, if the running path of the locomotive needs to be temporarily modified, the turnout symbol can be double-clicked on a map interface, so that the starting conversion can be remotely controlled. The driver is also provided with a remote controller on the hand, and the driver can pull the turnout by the remote controller according to the situation under the condition that the turnout is not locked. In the dispatching process, if the running path of the locomotive needs to be temporarily modified, the turnout symbol can be double clicked on a map interface, and the starting conversion of the turnout symbol can be remotely controlled. The driver is also provided with a remote controller on the hand, and the driver can pull the turnout by the remote controller according to the situation under the condition that the turnout is not locked.

Fig. 5 is an operation interface of the vehicle-mounted main controller 1 during operation, wherein the main interface displays a mapping map of underground roadways in an S mine area. 5 function keys are arranged on the left side of the interface, and the map magnifying and reducing functions can be realized by clicking the magnifying and reducing keys; the voice function between the locomotive and the dispatching room can be realized by clicking the voice button; the program is closed by clicking the 'close' button; and the IP address, the running direction of the locomotive, the locomotive transported articles and the like of the vehicle-mounted main controller can be set by clicking a 'set' key.

Fig. 6 is a working interface of the industrial personal computer during operation, and the display content of the main interface is similar to that of the vehicle-mounted main controller 1. Various function menus are arranged above the interface, such as real-time query, path playback, turnout control, report forms and the like. The right side of the interface is provided with a voice button, and after clicking and selecting, the voice button can be in voice communication with a corresponding locomotive driver.

Compared with the existing roadway transportation system, the system is more comprehensively considered in terms of safety problems, is worthy of popularization and application, has reference value in later roadway transportation safety problems, and has the following advantages:

1) and (6) visualizing the system. The system changes the previous blind dispatching into visual dispatching, and simultaneously monitors all underground personnel and mining vehicles, thereby reducing the potential safety hazard.

2) The system has rich functions. The system can meet the voice communication between the dispatcher and the locomotive driver, and can also monitor and feed back the speed of the locomotive, the position of the locomotive car and the information of turnouts. In addition, an intelligent scheduling function can be realized, the transportation path is intelligently planned, and the win-win purpose of safety and efficiency is achieved.

3) And the system has high expansibility. The system adopts an optical fiber ring network as a backbone network, and the backbone network is provided with a plurality of optical end switches, so that the existing backbone network can be directly utilized to reduce the cost if other detection equipment or systems are required to be added for the development of a coal mine in future.

In the above embodiments, the implementation may be wholly or partially realized by software, hardware, firmware, or any combination thereof. When implemented in software, may be implemented in whole or in part in the form of a computer program product. The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, the procedures or functions described in accordance with the present application are generated, in whole or in part. The computer may be a general purpose computer, a special purpose computer, a network of computers, or other programmable device. The computer instructions may be stored in a computer readable storage medium or transmitted from one computer readable storage medium to another, for example, the computer instructions may be transmitted from one website, computer, server, or data center to another website, computer, server, or data center by wire (e.g., coaxial cable, fiber optic, digital subscriber line) or wirelessly (e.g., infrared, wireless, microwave, etc.). The computer-readable storage medium can be any available medium that can be accessed by a computer or a data storage device, such as a server, a data center, etc., that incorporates one or more of the available media. The usable medium may be a magnetic medium (e.g., floppy disk, hard disk, magnetic tape), an optical medium (e.g., DVD), or a semiconductor medium (e.g., Solid state disk), among others.

One of ordinary skill in the art will appreciate that all or part of the processes in the methods of the above embodiments may be implemented by hardware related to instructions of a computer program, which may be stored in a computer-readable storage medium, and when executed, may include the processes of the above method embodiments. And the aforementioned storage medium includes: various media capable of storing program codes, such as ROM or RAM, magnetic or optical disks, etc.

Finally, it should be noted that: the above examples are only intended to illustrate the technical solution of the present invention, but not to limit it; although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions of the embodiments of the present invention.