A method for dynamically generating the operation process of a main machine and dynamically handling the route

Abstract

The present invention provides a method for dynamically generating an operation flow of a main locomotive and dynamically handling an approach, comprising the following steps: S1, a busy board receives a non-passing train plan containing information of the main locomotive, and judges whether there is a main locomotive operation in the non-passing train plan in combination with the main locomotive number and train number displayed in real time in the station; if yes, enter S2; S2, based on the station in-and-out warehouse line and the planned track of the non-passing train, determine the starting track and the destination track of the main locomotive operation, and generate the operation flow of the main locomotive; S3, the busy board calculates whether there is a connecting approach with at most one return between the real-time position of the main locomotive and the destination track; if yes, preview and handle the connecting approach in sections, and end the process; if no, manually select the reachable position of the main locomotive, preview and handle the connecting approach between the real-time position of the main locomotive and the reachable position, the main locomotive runs to the reachable position, updates the real-time position of the main locomotive, and repeats S3 until the main locomotive runs to the destination track and the operation is completed.

Description

Technical Field

[0001] The present invention relates to the field of rail transit main locomotive operation, and in particular to a method for dynamically generating a main locomotive operation process and dynamically handling an approach. Background Art

[0002] The route handling of the main locomotive (also known as the traction locomotive) mainly serves the separation and combination of the traction locomotive and the carriages in the station. For busy conventional hub stations, the main application scenario is the adjustment and replacement of crew members and traction locomotives assigned to different trains, which is a complex technical operation in conventional stations.

[0003] The existing CTC3.0 (Centralized Traffic Control System) system has added the function of detaching and hooking up the own locomotive. Its principle is mainly to use the train number information in the original train plan in the CTC3.0 system, the line information of the own locomotive in and out of the depot and the signal / track occupancy status in the shunting configuration data, and generate a fixed operation plan for the own locomotive through manual arrangement. Combined with the shunting route configuration, a fixed shunting route is generated, and then the route processing of the own locomotive is completed through manual selection.

[0004] With the development of my country's economy, the density of railway traffic has gradually increased. The operation of the main locomotive in the station transportation organization operation has become increasingly heavy, and the main locomotive route has changed frequently. The existing system functions are facing the following problems:

[0005] 1. The plan of this service machine is adjusted more frequently. The plan generated by the existing manual arrangement method is fixed. If adjustments are made, the operation needs to be repeated, which increases the operation steps and can no longer meet the requirements of real-time adjustment.

[0006] 2. The changes in the station are more complicated, and the pace of changes in the main locomotive route is fast. In the existing functional mode, the route generated by the main locomotive operation is relatively fixed. The secondary adjustment requires adjusting the plan before generating the required preview route. The steps are cumbersome and cannot meet the needs of frequent changes in the main locomotive route on site.

[0007] Therefore, there is an urgent need for a method to dynamically generate the operation plan of the main locomotive, display it in a process-based manner, and dynamically generate route handling, so as to reduce the manual operation links of the main locomotive from plan generation to route handling, improve the execution efficiency of the main locomotive operation, and meet the needs of the station. Summary of the invention

[0008] The purpose of the present invention is to provide a method for dynamically generating the operating process of the main locomotive and dynamically handling the route. The method can dynamically generate the corresponding operating process of the main locomotive according to the newly added train numbers and the main locomotive numbers in the station and in combination with the non-through train plan, and dynamically generate the travel route of the corresponding main locomotive according to the real-time position of the corresponding main locomotive, thereby reducing manual links and improving the adaptability of the CTC3.0 system to frequent changes in the main locomotive operation.

[0009] In order to achieve the above object, the present invention provides a method for dynamically generating the operation process of a service machine and dynamically handling the route, which is implemented based on the CTC3.0 system. The CTC3.0 system includes a busy board. The method includes the steps of:

[0010] S1, the bus board receives a non-passing train plan including the own locomotive information; based on the non-passing train plan and the own locomotive number and train number displayed in real time at the corresponding station yard, determines whether there is an own locomotive operation in the non-passing train plan; if there is an own locomotive operation, proceeds to step S2;

[0011] S2. Determine the starting track and the destination track of the main locomotive operation based on the station entry and exit lines and the planned track for non-passing trains, and generate the corresponding main locomotive operation process based on the starting track and the destination track;

[0012] S3. The busy board calculates whether there is a connecting route between the real-time position of the main machine and the destination track that allows at most one turnaround; if so, preview and process the connecting route between the real-time position of the main machine and the destination track in stages, and end the process; if not, manually select a reachable position of the real-time position of the main machine, preview and process the connecting route between the real-time position of the main machine and the reachable position; the main machine moves to the reachable position, updates the real-time position of the main machine, and repeats step S3 until the main machine moves to the destination track and completes the operation.

[0013] Optionally, the main aircraft information includes: the main aircraft type and the main aircraft operation attributes; the main aircraft type includes: the arrival main aircraft and the departure main aircraft; the main aircraft operation attributes of the arrival main aircraft include the hanger change operation attributes and the storage operation attributes; the main aircraft operation attributes of the departure main aircraft include: the hanger change operation attributes and the storage operation attributes;

[0014] The non-passing train plan includes: any one or more of: train number, train arrival and departure time, train arrival and departure track, train arrival and departure time, main locomotive number, main locomotive type, and main locomotive operation attributes.

[0015] The operating process of the main locomotive includes: the main locomotive number, the train number of the main locomotive for the head removal and head attachment operations, the parking / depot line position, the current position of the main locomotive, the operating direction of the main locomotive, and the travel route record of the main locomotive.

[0016] Optionally, step S1 includes:

[0017] S101, the station plan management terminal of the CTC3.0 system sends a stage plan to the bus occupancy board, wherein the stage plan includes a plurality of non-through train plans;

[0018] S102, the bus board searches all train numbers and main locomotive numbers displayed in the current station yard in real time, and matches them with multiple non-passing train plans; if the multiple non-passing train plans do not include any train number or main locomotive number displayed in the station yard, the process ends; if the non-passing train plan includes the train number or main locomotive number displayed in the station yard, the non-passing train plan is recorded as the first non-passing train plan, and the process goes to step S103;

[0019] S103, determining whether the arrival locomotive number and the departure locomotive number in the first non-passing train plan are the same; if they are the same, proceeding to step S106; otherwise, proceeding to step S104;

[0020] S104, searching whether the arrival locomotive number in the first non-passing train plan is the same as the departure locomotive number in another non-passing train plan; if not, proceed to S105; if so, proceed to S107;

[0021] S105, determining whether the operation attribute of the main locomotive in the first non-passing train plan is an outbound operation attribute or an inbound operation attribute; if so, proceeding to S107; otherwise, determining that there is no main locomotive operation in the first non-passing train plan, and the process ends;

[0022] S106, determining whether the up and down attributes of the arrival and departure directions of the trains in the first non-passing train plan are the same; if they are not the same, determining that there is no host locomotive operation in the first non-passing train plan, and the process ends; if they are the same, entering S107;

[0023] S107. Determine whether the first non-passing train plan has the operator's locomotive in operation.

[0024] Optionally, in step 101, the station plan management terminal receives the stage plan issued by the railway bureau dispatching center and sends it to the busy board; the operating attributes of the main locomotive in the non-passing train plan are manually maintained in the station plan management terminal.

[0025] Optionally, in step 101, if the non-passing train plan issued by the railway bureau dispatching center does not include the own locomotive information, the station personnel maintain the own locomotive information in the station plan management terminal; otherwise, the own locomotive information issued by the railway bureau dispatching center is used.

[0026] Optionally, in step S102, the train number displayed in real time at the station yard is obtained by tracking the train number or by manual addition; the service locomotive number displayed in real time at the station yard is obtained by tracking the shunting locomotive or by manual addition.

[0027] Optionally, in step S103, the arrival locomotive number and the departure locomotive number in the first non-passing train plan are different from each other, which also includes: there is an arrival locomotive number but no departure locomotive number in the first non-passing train plan, and there is a departure locomotive number but no arrival locomotive number in the first non-passing train plan.

[0028] Optionally, in step S2, if the arrival master locomotive of the non-passing train is not empty, the starting track of the arrival master locomotive is the planned track of the non-passing train, and the planned track is the running track configured by the station planning management terminal for the non-passing train;

[0029] If the arriving locomotive number in a non-passing train plan is the same as the departing locomotive number in another non-passing train plan, the destination track of the arriving locomotive in the non-passing train plan is the planned track of the corresponding non-passing train in the other non-passing train plan.

[0030] Optionally, in step S2, if the arriving service locomotive has the attribute of entering the depot, the depot line of the station is its destination track.

[0031] Optionally, in step S2, if the departure main locomotive in the non-passing train plan has an outbound operation attribute, the outbound depot line of the departure main locomotive is used as its starting track, and the planned track corresponding to the non-passing train in the non-passing train plan is the destination track of the departure main locomotive.

[0032] Optionally, step S3 includes:

[0033] S301, double-clicking the route area corresponding to the operation process of the main machine on the busy board terminal;

[0034] S302, the busy board terminal reads the station CAD data and displays the station screen corresponding to the station CAD data;

[0035] S303, the bus board inquires the autonomous machine about the real-time position of the own locomotive; the bus board calls the station shunting route configuration, calculates that there is a connecting route with at most one turnaround between the real-time position of the own locomotive and the destination track of the own locomotive, records it as the destination track running route, and enters S305; if there is no route, enters S304;

[0036] S304, in the station CAD preview, manually select the reachable position of the real-time position of the host aircraft as the destination position, and the number of basic approaches between the reachable position and the destination track is less than the number of basic approaches between the real-time position of the host aircraft and the destination track, and enter S305;

[0037] S305. In the station CAD preview, a white light band is used to display the route from the real-time position of the main machine to the destination track or to the manually selected destination position; click the "Process route" button on the preview interface to complete the route, and display the route description at the route position of the main machine's operation process. Enter S306.

[0038] S306: Determine whether the current route has reached the destination track. If yes, this process ends. If no, wait until the host machine has completed the route and re-execute S301 to S306.

[0039] Optionally, in step S305, during the preview of the travel route to the reachable position, the reachable position can be manually reselected by repeatedly executing S304 to modify the destination position.

[0040] Compared with the prior art, the method for dynamically generating the operation process of the main machine and dynamically handling the route of the present invention has the following beneficial effects:

[0041] 1) It can automatically identify whether there is a main locomotive operation in the non-passing train plan for the newly added train numbers and main locomotive numbers in the station, automatically determine the starting track and destination track of the corresponding main locomotive, and dynamically generate the main locomotive operation process. Compared with the existing CTC3.0 system, the manual arrangement to generate a fixed main locomotive operation plan is dynamic and process-based, which greatly reduces the dependence of the main locomotive operation process on manual arrangement and improves the efficiency of generating the main locomotive operation process.

[0042] 2) When there is no connecting route between the real-time position of the main locomotive and the destination track that can be turned back at most once, the present invention also generates a travel route to the reachable position (track / turnout / unturned section) by manually selecting a position that is reachable from the current position of the main locomotive on the station screen, and continuously approaches the destination track through the travel route of the reachable position (track / turnout / unturned section), and finally realizes the dynamic handling of the main locomotive route between the starting track and the destination track. This reduces the steps of changing the main locomotive route by manually changing the track that is passed through in the plan, and improves the handling efficiency of the main locomotive route. The present invention enhances the adaptability of the CTC3.0 system to frequent changes in the operation of the main locomotive.

[0043] 3) The present invention utilizes the existing CTC3.0 system and only requires upgrading the station planning management terminal and the busy board program, without adding equipment or configuration, which is convenient for station maintenance and upgrading.

[0044] 4) The present invention dynamically generates the operating process and running route of the main locomotive based on the real CTC data of the station yard, and performs safety inspection on the running route of the main locomotive through the CTC3.0 system, thereby ensuring the safety of the main locomotive operation. BRIEF DESCRIPTION OF THE DRAWINGS

[0045] In order to more clearly illustrate the technical solution of the present invention, the following briefly introduces the drawings required for the description. Obviously, the drawings described below are an embodiment of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative work:

[0046] Figure 1 , Figure 2 It is a flow chart of the method for dynamically generating the operation process of the main machine and dynamically handling the route of the present invention;

[0047] Figure 3 It is a flow chart of the dynamic handling of the route between the starting track and the target track of the main aircraft in an embodiment of the present invention;

[0048] Figure 4 In another embodiment of the present invention, the present invention is a flowchart of the dynamic management of the route between the starting track and the target track of the main aircraft. DETAILED DESCRIPTION

[0049] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0050] It should be understood that when used in this specification and the appended claims, the term "comprising" indicates the presence of described features, integers, steps, operations, elements and / or components, but does not exclude the presence or addition of one or more other features, integers, steps, operations, elements, components and / or groups thereof.

[0051] It should also be understood that the terms used in this application specification are only for the purpose of describing specific embodiments and are not intended to limit the application. As used in this application specification and the appended claims, unless the context clearly indicates otherwise, the singular forms "a", "an" and "the" are intended to include plural forms.

[0052] It should be further understood that the term “and / or” used in the specification and appended claims refers to any combination and all possible combinations of one or more of the associated listed items, and includes these combinations.

[0053] As used in this specification and the appended claims, the term "if" may be interpreted as "when" or "upon" or "in response to determining" or "in response to detecting," depending on the context. Similarly, the phrases "if it is determined" or "if [described condition or event] is detected" may be interpreted as meaning "upon determination" or "in response to determining" or "upon detection of [described condition or event]" or "in response to detecting [described condition or event]," depending on the context.

[0054] In addition, in the description of the present application, the terms "first", "second", "third", etc. are only used to distinguish the description and cannot be understood as indicating or implying relative importance.

[0055] A train consists of a carriage and a traction locomotive. The locomotive that performs the main traction task is also called the main locomotive, which is a type of locomotive. The main locomotive of an arriving train is called the arrival main locomotive (also called the arrival locomotive), and the main locomotive of a departing train is called the departure main locomotive (also called the departure locomotive). Train number and main locomotive number are the train number and main locomotive number that uniquely identify the train and main locomotive.

[0056] According to whether they stop at the station, trains are divided into passing trains and non-passing trains. Non-passing trains are divided into terminal trains, originating trains, and arrival trains. Terminal trains only have arrival main locomotives; originating trains only have departure main locomotives; arrival trains have departure main locomotives and arrival main locomotives, and the departure main locomotives and arrival main locomotives of arrival trains can be the same or different. For non-passing trains with main locomotive operation tasks, their main locomotives need to be unloaded, put into storage, or attached to the carriages of other tracks.

[0057] In the prior art, it is usually necessary to manually arrange the operation plan of the main locomotive for non-passing trains and handle the route. In the case of frequent dispatch of the main locomotive at the station, the manual method is not only inefficient and cannot meet the needs of real-time dispatch, but also has the safety risk of dispatch errors.

[0058] The CTC3.0 system includes a bus board and a station plan management terminal. The station plan management terminal is mainly used for updating, issuing and checking the validity of station plans, and also provides functions such as station plan editing, storage query and plan comparison. The bus board is mainly used for station receiving and dispatching operation process card control, route selection, track anti-slip setting and card control, etc.

[0059] The present invention provides a method for dynamically generating the operating process of a main locomotive and dynamically handling the route. The method is implemented based on the CTC3.0 system and can dynamically generate the corresponding operating process of the main locomotive in real time for the newly added train numbers and main locomotive numbers in the station, and dynamically generate the corresponding running route of the main locomotive in real time, thereby reducing the manual links and improving the adaptability of the CTC3.0 system to the frequent changes in the main locomotive operation.

[0060] The present invention provides a method for dynamically generating the operation flow of the main machine and dynamically handling the route, such as Figure 1 As shown, it includes the steps:

[0061] S1. The busy board receives a non-passing train plan containing the own locomotive information; based on the non-passing train plan and the own locomotive number and train number displayed in real time at the corresponding station yard, it is determined whether there is an own locomotive operation in the non-passing train plan; if there is an own locomotive operation, enter step S2.

[0062] In this embodiment, the main aircraft information includes: the main aircraft type and the main aircraft operation attribute; the main aircraft type includes: the arrival main aircraft and the departure main aircraft; the main aircraft operation attribute of the arrival main aircraft includes the replacement operation attribute, the storage operation attribute, and the unknown attribute; the main aircraft operation attribute of the departure main aircraft includes: the replacement operation attribute, the storage operation attribute, and the unknown attribute;

[0063] The non-passing train plan includes: any one or more of the following: train number, train arrival and departure time, train arrival and departure track, train arrival and departure time, main locomotive number, main locomotive type, and main locomotive operation attribute. One non-passing train plan corresponds to one non-passing train.

[0064] like Figure 2 As shown, the steps for determining whether the non-passing train plan includes the operation of the service locomotive include:

[0065] S101. The station plan management terminal of the CTC3.0 system sends the stage plan to the occupancy board, and the stage plan includes multiple non-through train plans.

[0066] In this embodiment, the station plan management terminal receives the stage plan issued by the railway bureau dispatching center and sends it to the busy board. If the non-passing train plan issued by the railway bureau dispatching center does not contain the own locomotive information, the station staff will maintain the own locomotive information in the station plan management terminal; if it does, the own locomotive information issued by the center will be used. If the own locomotive information issued by the center is incomplete, the station staff will maintain the own locomotive information in the station plan management terminal.

[0067] S102. The busy board searches in real time for all train numbers and locomotive numbers displayed in the current station yard, and matches them with multiple non-passing train plans; if the multiple non-passing train plans do not include any train number or locomotive number displayed in the yard, the process ends; if the non-passing train plan includes the train number or locomotive number displayed in the yard, the non-passing train plan is recorded as the first non-passing train plan, and the process goes to step S103.

[0068] In this embodiment, the train number displayed in real time at the station yard is obtained by train number tracking or manual addition; the main locomotive number displayed in real time at the station yard is obtained by shunting locomotive tracking or manual addition. In this embodiment, train number tracking and shunting locomotive tracking are calculated by the autonomous machine and visualized through the display terminal of the station yard.

[0069] S103, determine whether the arrival locomotive number and the departure locomotive number in the first non-passing train plan are the same; if they are the same, go to step S106; otherwise, go to step S104.

[0070] The arrival locomotive number and the departure locomotive number in the first non-passing train plan are different, which includes: the first non-passing train plan has an arrival locomotive number and a departure locomotive number with different numbers; the first non-passing train plan has an arrival locomotive number but no departure locomotive number; the first non-passing train plan has a departure locomotive number but no arrival locomotive number.

[0071] S104, searching whether the arrival locomotive number in the first non-passing train plan is the same as the departure locomotive number in another non-passing train plan; if not, proceed to S105; if so, proceed to S107.

[0072] S105. Determine whether the operation attribute of the main locomotive in the first non-passing train plan is an outbound operation attribute or an inbound operation attribute; if so, proceed to S107; otherwise, determine that there is no main locomotive operation in the first non-passing train plan, and the process ends.

[0073] S106. Determine whether the up and down attributes of the arrival and departure directions of the trains in the first non-passing train plan are the same; if they are different, determine that there is no operating locomotive in the first non-passing train plan, and the process ends; if they are the same, enter S107.

[0074] For example, when a train leaves Beijing and heads for Station A, it is an upward train, and the train's arrival direction is called the upward direction. When the train leaves Station A and heads for Beijing, the train's departure direction is called the upward direction. If the train's arrival and departure directions are both upward, then the train's arrival and departure directions have the same upward and downward attributes. Similarly, if the train's arrival and departure directions are both downward, then the train's arrival and departure directions have the same upward and downward attributes.

[0075] S107. Determine whether the first non-passing train plan has the operator's locomotive in operation.

[0076] S2. Configure a starting track and a destination track for the main locomotive in the non-through train plan, and generate a corresponding main locomotive operation process based on the starting track and the destination track.

[0077] In this embodiment, the operating process of the main locomotive includes: the main locomotive number, the train number of the main locomotive's head-off and head-off operations, the parking / depot line position, the current position of the main locomotive, the main locomotive's operating direction, and any one or more of the main locomotive's travel route records.

[0078] If the arrival main locomotive of the non-through train is not empty, the starting track of the arrival main locomotive is the planned track of the non-through train, and the planned track is the running track configured for the non-through train by the station planning management terminal.

[0079] If the arriving locomotive number in a non-passing train plan is the same as the departing locomotive number in another non-passing train plan, the destination track of the arriving locomotive in the non-passing train plan is the planned track of the corresponding non-passing train in the other non-passing train plan.

[0080] If the arriving locomotive has the attribute of entering the depot, the station's entry line is its destination track.

[0081] If the departure main locomotive in the non-passing train plan has the attribute of outbound operation, the outbound depot line of the departure main locomotive shall be used as its starting track, and the planned track corresponding to the non-passing train in the non-passing train plan shall be the destination track of the departure main locomotive.

[0082] S3. The busy board calculates whether there is a connecting route between the real-time position of the main locomotive and the destination track that can be turned back at most once; if so, preview and process the connecting route between the real-time position of the main locomotive and the destination track in sections, and end the process; if not, manually select a reachable position (track / turnout / unturned section) of the real-time position of the main locomotive, preview and process the connecting route between the real-time position of the main locomotive and the reachable position; the main locomotive moves to the reachable position, updates the real-time position of the main locomotive, and repeats step S3 until the main locomotive moves to the destination track and completes the operation.

[0083] like Figure 3 As shown, step S3 includes:

[0084] S301, double-clicking the route area in a locomotive process at the busy board terminal;

[0085] S302, the busy board terminal reads the station CAD data and displays the station screen corresponding to the station CAD data;

[0086] S303, the bus board inquires the autonomous machine about the real-time position of the own locomotive; the bus board retrieves the station shunting route data, and if a connecting route with at most one turnaround between the real-time position of the own locomotive and the destination track of the own locomotive is retrieved, it is recorded as the destination track running route and the process goes to S305; otherwise, the process goes to S304;

[0087] (The initial real-time position of the aircraft is also the above starting track)

[0088] S304. In the station CAD preview, manually select the reachable position (track / turnout / unturned section) of the real-time position of the main locomotive as the destination position based on experience, and the number of basic approaches between the reachable position and the destination track is less than the number of basic approaches between the real-time position of the main locomotive and the destination track (the reachable position is closer to the destination track); proceed to S305;

[0089] S305. In the station CAD preview, a white light band is used to display the route from the real-time position of the main machine to the destination track or to the manually selected destination position; click the "Process route" button on the preview interface to complete the route, and display the route description at the route position of the main machine's operation process. Enter S306.

[0090] S306: Determine whether the current route has reached the destination track. If yes, this process ends. If no, wait until the host machine has completed the route and re-execute S301 to S306.

[0091] Figure 4 FIG. 2 shows another embodiment of dynamically handling the route between the starting track (position A) and the destination track (position B). When there is no connecting route between the starting track and the destination track with at most one return, a reachable position is manually selected, and the destination track is finally reached:

[0092] 1) In the station CAD preview interface, manually select the visually accessible position a (track / turnout / unturned section) as the destination position, and the route board calculates the travel route Aa between the starting track and the destination position a;

[0093] 2) Preview and process the travel route Aa, and the main machine moves to the accessible position a;

[0094] 3) Update the real-time location of the host machine in the preview through the autonomous machine (reachable location a);

[0095] 4) The busy board determines that there is no connecting route with at most one turnaround between the accessible position a and the destination track, and manually selects the visually accessible position b; the busy board retrieves that there is a running route ab between the real-time position of the host aircraft (at the accessible position a) and the accessible position b;

[0096] 5) Preview and process the accessible positions in sections along the route ab; the operator drives to the accessible position b;

[0097] 6) Update the real-time location of the service machine through the autonomous machine (can reach location b);

[0098] 7) The busy board calculates the connecting route with at most one turnaround between the real-time position of the operating aircraft (reachable position b) and the destination track, and uses the connecting route as the target track running route bB; previews and handles the target track running route bB in stages, and the operating aircraft drives to the destination track. End.

[0099] In this embodiment, all running routes such as ab, bB, etc. are highlighted or displayed in color in the station screen to complete the route preview.

[0100] In this embodiment, the accessible position is selected once. In actual application scenarios, it can be selected multiple times as needed to complete the ab, bc, cd... and other routes until the route can be processed to the destination track.

[0101] In this embodiment, the manually selected reachable location in the station preview interface can be selected multiple times to change the destination location.

[0102] In this embodiment, since the position of the main engine changes dynamically, the latest position of the main engine can be obtained through the query of the autonomous machine, ensuring that the real-time position of the main engine is accurate and reliable, and ensuring the safety of the main engine's running route. There can be multiple running routes from the real-time position retrieved by the busy board to the accessible position and the destination track. It is also possible to manually modify the accessible position and the destination track running route through the busy board terminal before the route is processed, as long as the track between the real-time position of the main engine and the accessible position and the destination track is connected and in a cleared state.

[0103] In this embodiment, the information of the reachable position (track / turnout / unturned section) and the destination track route is sent to the interlocking system via the autonomous machine, and the interlocking system completes the processing of the reachable position and the destination track route. Before the autonomous machine sends the information of the reachable position and the destination track route, the CTC3.0 system first performs a safety check on the reachable position and the destination track route; if the check is passed, the autonomous machine sends the information of the reachable position and the destination track route to the interlocking system to process the corresponding reachable position and the destination track route; otherwise, the reachable position and the destination track route are not processed.

[0104] The method for dynamically generating the operating process of the main locomotive and dynamically handling the route of the main locomotive of the present invention can automatically identify whether there is a main locomotive operation in the non-passing train plan for the newly added train number and main locomotive number of the station, automatically determine the starting track and destination track of the corresponding main locomotive, and dynamically generate the operating process of the main locomotive. Compared with the existing CTC3.0 system that forms a fixed main locomotive operation plan through manual arrangement, the present invention greatly reduces the dependence of the main locomotive operation plan on manual arrangement, relies on the acquisition of station trains and main locomotive numbers, and dynamically processes the main locomotive operation plan, thereby improving the generation efficiency of the main locomotive operation. The present invention can also dynamically generate the main locomotive route according to the real-time position and destination track of the main locomotive, reducing the links of changing the main locomotive route by manually changing the planned track passed in the middle, and improving the handling efficiency of the main locomotive route. The adaptability of the CTC3.0 system to the frequent changes of the main locomotive operation is enhanced through the present invention.

[0105] The present invention utilizes the existing CTC3.0 system, and only needs to upgrade the station planning management terminal and the busy board program, without additional equipment items and new configurations, which is convenient for station maintenance and upgrading. The present invention dynamically generates the operating process and running route of the main locomotive based on the real CTC data of the station yard, and performs a safety inspection on the running route of the main locomotive through the CTC3.0 system, thereby ensuring the safety of the main locomotive operation. In addition, the present invention can calculate the connecting route with at most one turnaround between the real-time position of the main locomotive and the target track of the main locomotive as the running route of the main locomotive. If the above-mentioned connecting route cannot be obtained in the calculation, the running route with multiple turns can also be supplemented by manually specifying the reachable position of the main locomotive (track / turnout / no-turnout section), thereby reducing the operation frequency and safety hazards of the main locomotive operation.

[0106] It should be understood that the size of the serial numbers of the steps in the above embodiments does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present application.

[0107] The above is only a specific embodiment of the present invention, but the protection scope of the present invention is not limited thereto. Any technician familiar with the technical field can easily think of various equivalent modifications or replacements within the technical scope disclosed by the present invention, and these modifications or replacements should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention shall be based on the protection scope of the claims.

Claims

1. A method for dynamically generating the operation flow of a main machine and dynamically handling the route, which is implemented based on the CTC3.0 system. The CTC3.0 system includes a busy board, which is characterized in that: The method comprises the steps of: S1, the bus board receives a non-passing train plan including the own locomotive information; based on the non-passing train plan and the own locomotive number and train number displayed in real time at the corresponding station yard, determines whether there is an own locomotive operation in the non-passing train plan; if there is an own locomotive operation, proceeds to step S2; S2. Determine the starting track and destination track of the main locomotive operation based on the station in-and-out lines and the planned track for non-passing trains, and generate the corresponding main locomotive operation process based on the starting track and destination track and with the main locomotive as the index; S3, the bus board calculates whether there is a connecting route between the real-time position of the main machine and the destination track with at most one return; if so, preview and process the connecting route between the real-time position of the main machine and the destination track in stages, and end the process; if not, manually select a reachable position of the real-time position of the main machine, preview and process the connecting route between the real-time position of the main machine and the reachable position; the main machine moves to the reachable position, updates the real-time position of the main machine, and repeats step S3 until the main machine moves to the destination track, completing the operation; Step S3 comprises: S301, double-clicking the route area corresponding to the operation process of the main machine on the busy board terminal; S302, the busy board terminal reads the station CAD data and displays the station screen corresponding to the station CAD data; S303, the bus board queries the autonomous machine for the real-time position of the main locomotive, and displays the result at the corresponding position of the station CAD screen; the bus board calls the station shunting configuration data, calculates the connecting route with at most one turnaround between the real-time position of the main locomotive and the destination track of the main locomotive, and enters S305; if there is no route, enters S304; S304, in the station CAD preview, manually select the reachable position of the real-time position of the host aircraft as the destination position, and the number of basic approaches between the reachable position and the destination track is less than the number of basic approaches between the real-time position of the host aircraft and the destination track, and enter S305; S305. In the station CAD preview, the running route from the real-time position of the main machine to the destination track or to the manually selected destination position is displayed with a white light band; click the "Process Route" button on the preview interface to complete the running route, and display the route description at the route position of the main machine operation process; enter S306; S306. Determine whether the current route has reached the destination track. If so, the process ends; if not, wait until the service machine completes the route and re-execute S301 to S306.

2. The method for dynamically generating the operation flow of the main machine and dynamically handling the route according to claim 1, characterized in that: The main locomotive information includes: the locomotive number of the main locomotive, the type of the main locomotive and the operation attribute of the main locomotive; the type of the main locomotive is the locomotive type; the operation attribute of the main locomotive of the arriving main locomotive includes the operation attribute of the hook-changing operation and the operation attribute of the entering warehouse; the operation attribute of the main locomotive of the departing main locomotive includes: the operation attribute of the hook-changing operation and the operation attribute of the leaving warehouse; The non-through train plan includes: any one or more of: train number, train arrival and departure time, train arrival and departure track, train arrival and departure time, main locomotive number, main locomotive type, and main locomotive operation attribute; The operating process of the main locomotive includes: the main locomotive number, the train number of the main locomotive for the head removal and head attachment operations, the parking / depot line position, the current position of the main locomotive, the operating direction of the main locomotive, and the travel route record of the main locomotive.

3. The method for dynamically generating the operation flow of the main machine and dynamically handling the route according to claim 2, characterized in that: Step S1 comprises: S101, the station plan management terminal of the CTC3.0 system sends a stage plan to the bus occupancy board, wherein the stage plan includes a plurality of non-through train plans; S102, the bus board searches all train numbers and main locomotive numbers displayed in the current station yard in real time, and matches them with multiple non-passing train plans; if the multiple non-passing train plans do not include any train number or main locomotive number displayed in the station yard, the process ends; if the non-passing train plan includes the train number or main locomotive number displayed in the station yard, the non-passing train plan is recorded as the first non-passing train plan, and the process goes to step S103; S103, determining whether the arrival locomotive number and the departure locomotive number in the first non-passing train plan are the same; if they are the same, proceeding to step S106; Otherwise, proceed to step S104; S104, searching whether the arrival locomotive number in the first non-passing train plan is the same as the departure locomotive number in another non-passing train plan; if not, proceed to S105; if so, proceed to S107; S105, determining whether the operation attribute of the leading locomotive in the first non-passing train plan is an outbound operation attribute or an inbound operation attribute; If yes, go to S107; Otherwise, it is determined that there is no operation of the main locomotive in the first non-passing train plan, and the process ends; S106, determining whether the up and down attributes of the arrival and departure directions of the trains in the first non-passing train plan are the same; if they are not the same, determining that there is no main locomotive operation in the first non-passing train plan, and the process ends; if they are the same, entering S107; S107. Determine whether the first non-passing train plan has the operator's locomotive in operation.

4. The method for dynamically generating the operation flow of the main machine and dynamically handling the route according to claim 3, characterized in that: In step 101, the station plan management terminal receives the stage plan issued by the railway bureau dispatching center and sends it to the bus board; the operating attributes of the main locomotive in the non-passing train plan are manually maintained in the station plan management terminal.

5. The method for dynamically generating the operation flow of the main machine and dynamically handling the route according to claim 4, characterized in that: In step 101, if the non-through train plan issued by the railway bureau dispatching center does not include the own locomotive information, the station personnel maintain the own locomotive information in the station plan management terminal; otherwise, the own locomotive information issued by the railway bureau dispatching center is used.

6. The method for dynamically generating the operation flow of the main machine and dynamically handling the route according to claim 3, characterized in that: In step S102, the train number displayed in real time at the station yard is obtained by tracking the train number or adding it manually; the service locomotive number displayed in real time at the station yard is obtained by tracking the shunting locomotive or adding it manually.

7. The method for dynamically generating the operation flow of the main machine and dynamically handling the route according to claim 3, characterized in that: In step S103, the arrival locomotive number and the departure locomotive number in the first non-passing train plan are different, which also includes: there is an arrival locomotive number but no departure locomotive number in the first non-passing train plan, and there is a departure locomotive number but no arrival locomotive number in the first non-passing train plan.

8. The method for dynamically generating the operation flow of the main machine and dynamically handling the route according to claim 2, characterized in that: In step S2, if the arrival master locomotive of the non-through train is not empty, the starting track of the arrival master locomotive is the planned track of the non-through train, and the planned track is the running track configured by the station planning management terminal for the non-through train; If the arriving locomotive number in a non-passing train plan is the same as the departing locomotive number in another non-passing train plan, the destination track of the arriving locomotive in the non-passing train plan is the planned track of the corresponding non-passing train in the other non-passing train plan.

9. The method for dynamically generating the operation flow of the main machine and dynamically handling the route according to claim 8, characterized in that: In step S2, if the arriving locomotive has the attribute of entering the warehouse, the station's entering warehouse line is its destination track.

10. The method for dynamically generating the operation flow of the main machine and dynamically handling the route according to claim 8, characterized in that: In step S2, if the departure main locomotive in the non-passing train plan has the outbound operation attribute, the outbound depot line of the departure main locomotive is used as its starting track, and the planned track corresponding to the non-passing train in the non-passing train plan is the destination track of the departure main locomotive.

11. The method for dynamically generating the operation flow of the main machine and dynamically handling the route according to claim 10, characterized in that: In step S305, during the preview of the travel path to the reachable position, the reachable position can be manually reselected by repeatedly executing S304 to modify the destination position.

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