A tracking method for multiple locomotives reconnected out of a locomotive depot in a shunting monitoring system

Abstract

The present invention provides a tracking method for multiple locomotives re-coupled out of a locomotive depot in a shunting monitoring system, comprising the following steps: S1, when the locomotives are re-coupled out of the depot, obtaining the locomotive's latitude and longitude information and combining it with electronic map data to achieve initial positioning of the locomotive's position; S2, obtaining the main locomotive and auxiliary locomotive status information of the re-coupled locomotives from the LKJ, analyzing the relative positions and speeds of the locomotives, and thereby confirming the main locomotive and auxiliary locomotive coupling relationship of each locomotive; S3, tracking and controlling the locomotive in the local locomotive state as the main locomotive, and tracking and controlling the locomotive in the auxiliary locomotive state as the non-main locomotive without controlling the locomotive; S4, after leaving the depot, when the locomotive in the auxiliary locomotive state switches to the main locomotive state, canceling the main locomotive and auxiliary locomotive coupling relationship, and starting tracking and controlling the locomotive as the main locomotive based on the tracked position. The present invention improves the driver's work efficiency and avoids the problem of inaccurate positioning due to manual operation errors.

Description

Technical Field

[0001] The present invention relates to the technical field of shunting monitoring systems for railway transportation, and in particular to a tracking method for multiple locomotives being reconnected out of a locomotive depot in a shunting monitoring system. Background Art

[0002] In shunting operations, in order to improve work efficiency, after a locomotive enters the locomotive depot and completes maintenance, multiple locomotives will be re-coupled to operate outside the locomotive depot, rather than leaving the depot one locomotive at a time. When multiple locomotives are re-coupled to leave the locomotive depot, the first locomotive is generally set as the operating locomotive (the locomotive in its own state), and the subsequent re-coupled locomotives are set as auxiliary locomotives. The current working mode is that only the operating locomotive is included in the monitoring, and the auxiliary locomotive turns off the shunting monitoring system or turns on the shunting monitoring system but does not include it in the monitoring until the re-coupling is released and the auxiliary locomotive switches to its own state. Manual operation of the LKJ (train operation control recording device) is required to register the locomotive to complete the initial positioning of the locomotive before it is included in the monitoring management. Errors in manual operation will lead to incorrect locomotive positioning, and manual operation will also reduce work efficiency. Summary of the Invention

[0003] The purpose of the present invention is to provide a practical, efficient and safe tracking method for multiple locomotives being reconnected out of a locomotive depot in a shunting monitoring system for the sake of efficiency and safety.

[0004] To achieve the above objectives, the present invention is implemented through the following technical solutions:

[0005] A method for tracking multiple locomotives reconnected out of a locomotive depot in a shunting monitoring system comprises the following steps:

[0006] S1, when the locomotive is reconnected and out of the warehouse, the locomotive's latitude and longitude information is obtained and the initial positioning of the locomotive is achieved by combining the electronic map data;

[0007] S2, obtains the status information of the main and auxiliary locomotives of the coupled locomotives from the LKJ, analyzes the relative positions and speeds of the locomotives, and thus confirms the main and auxiliary connection relationship of each locomotive;

[0008] S3: The locomotive in the own-operation state is tracked and controlled as the main locomotive, and the locomotive in the auxiliary state is tracked and controlled as the non-main locomotive;

[0009] S4, after leaving the warehouse, when the locomotive in the auxiliary locomotive state switches to the main locomotive state, the auxiliary locomotive connection relationship is released, and the locomotive is tracked and controlled according to the tracking position.

[0010] Furthermore, the step S1 specifically includes:

[0011] S11, obtaining satellite positioning latitude and longitude information from the locomotive. The locomotive is provided with a satellite positioning antenna, and the locomotive obtains the latitude and longitude information from the satellite via the satellite positioning antenna;

[0012] S12, converting the longitude and latitude information into the specific section location of the station where the locomotive is located according to the electronic map data.

[0013] Furthermore, after determining the specific section location of the station where the locomotive is located, step S1 further includes:

[0014] S13, determining whether the locomotive is in the in-and-out section of the locomotive depot, if so, executing S14;

[0015] S14, determine whether the locomotive is a registered locomotive, if not, execute S15, if yes, execute S16;

[0016] S15, register the locomotive and record the current supplement status, and then execute S16;

[0017] S16, determine whether there are other registered locomotives with the same speed in the entry and exit section, if so, execute S17, otherwise, end the process;

[0018] S17, marking that the locomotive has a coupling relationship with other registered locomotives, and saving the coupling information and the relative position with the coupled locomotives, and ending the process.

[0019] Furthermore, the step S1 further includes:

[0020] If the judgment result of step S13 is no, the non-locomotive depot locomotive management process is executed.

[0021] Furthermore, the step S2 specifically includes:

[0022] S21, determine whether the locomotive is the locomotive itself and is coupled with other locomotives. If so, execute S22; otherwise, end the process.

[0023] S22, determining whether the registration time of the locomotive reaches the preset compensation relationship confirmation time, if not, executing S23, if yes, executing S25;

[0024] S23, determining whether the speed of this locomotive is consistent with that of other locomotives in the same group with which it is coupled. If so, executing S24;

[0025] S24, determining whether the relative position of this locomotive and other locomotives in the same group with which it is coupled is consistent with that of the previous cycle. If so, executing S25;

[0026] S25, determining whether there is only one locomotive in the same group of coupled locomotives. If yes, executing S26;

[0027] S26, formally includes this locomotive and its related locomotives into the monitoring management, and ends the process.

[0028] Furthermore, the step S2 further includes:

[0029] If the determination result of step S23 is no, the inconsistent locomotive is deregistered.

[0030] Furthermore, the step S2 further includes:

[0031] If the determination result of step S24 is no, the inconsistent locomotive is deregistered.

[0032] Furthermore, the step S2 further includes:

[0033] If the determination result of step S25 is negative, all locomotives in the same group are deregistered.

[0034] Furthermore, in step S3, tracking and controlling the locomotive in the own-operation state as the operating locomotive specifically includes:

[0035] When the entry / exit section protection signal is on, the search for the front approach is open for this machine, and this machine can normally cross the entry / exit section protection signal to enter the next section;

[0036] Based on the forward approach, section tracking is performed, and the machine's head and tail positions are accurately tracked by combining section tracking and displacement tracking on the section.

[0037] Furthermore, in step S3, the locomotive in the auxiliary locomotive state is tracked and not controlled as a non-main locomotive, specifically including:

[0038] Step S31: A supplementary locomotive route search is performed according to the preset supplementary locomotive route search process. The supplementary locomotive must ignore the same locomotive and supplementary locomotive on the preceding route in order to pass the entry and exit section protection signal and track the exit.

[0039] Step S32, section tracking is performed based on the searched route, and the leading and trailing positions of the auxiliary locomotive are accurately tracked by combining section tracking and displacement tracking on the section. The moment when the auxiliary locomotive crosses the section is obtained by combining the longitude and latitude information of the locomotive with the electronic map.

[0040] Furthermore, the step S31 specifically includes:

[0041] S311, determine whether all the locomotives in the same group with a coupled relationship are auxiliary locomotives. If not, execute S312;

[0042] S312, determine whether there is only one locomotive in the same group of locomotives with a coupled relationship. If yes, execute S313;

[0043] S313, determine whether the current locomotive is a supplementary locomotive, if yes, execute S314;

[0044] S314, determine whether the current locomotive has a coupling relationship, if yes, execute S315;

[0045] S315: Search for the forward route based on the station element connection relationship and station code position, and execute S316;

[0046] S316, determine whether there is a locomotive blocking the search ahead, if yes, execute S317, otherwise execute S319;

[0047] S317, determine whether the blocking locomotive is a locomotive in the same group with the current supplementary coupling relationship. If yes, execute S318; otherwise, execute S3110;

[0048] S318, ignore the blocking locomotive and execute S319;

[0049] S319, determine whether the forward route signal is a closed signal, if so, end the process, if not, return to S315;

[0050] S3110 reports that there is a parked vehicle ahead, and the route ends at the protective signal or insulation joint of the current parking section, ending the process.

[0051] Furthermore, the step S31 further includes:

[0052] If the determination result of step S311 is yes, all locomotives in the same group are deregistered.

[0053] Furthermore, the step S31 further includes:

[0054] If the determination result of step S312 is negative, all locomotives in the same group are deregistered.

[0055] Furthermore, the step S31 further includes:

[0056] If the determination result of step S314 is no, the current locomotive is deregistered.

[0057] Furthermore, the step S32 specifically includes:

[0058] S321, obtain the locomotive's latitude and longitude information, locate the locomotive on the searched route section based on the electronic map, and execute S322;

[0059] S322, determine whether the locomotive positioning section has changed, if so, execute S323, otherwise execute S324;

[0060] S323: If the locomotive head crosses a section, the locomotive head section is updated to a new positioning section, and S324 is executed;

[0061] S324, tracking the specific position of the locomotive head in the current section according to the displacement value from LKJ, and executing S325;

[0062] S325, calculate the tail position based on the head position and vehicle length, and execute S326;

[0063] S326, determine whether the tail position crosses the segment, if yes, execute S327, otherwise execute S328;

[0064] S327, update the tail segment and execute S328;

[0065] S328, track the specific position of the locomotive tail in the current section according to the displacement value from LKJ, and end the process.

[0066] An electronic device comprises a processor, a communication interface, a memory and a communication bus, wherein the processor, the communication interface and the memory communicate with each other via the communication bus;

[0067] Memory for storing computer programs;

[0068] The processor is used to implement the steps of any of the above-mentioned tracking methods for multiple locomotives being reconnected out of a locomotive depot in a shunting monitoring system when executing the program stored in the memory.

[0069] A computer-readable storage medium, characterized in that a computer program is stored in the computer-readable storage medium, and when the computer program is executed by a processor, the steps of the tracking method for multiple locomotives being reconnected out of a locomotive depot in any of the above-mentioned shunting monitoring systems are implemented.

[0070] Compared with the prior art, the present invention has the following advantages:

[0071] 1. The method of the present invention combines electronic maps and satellite positioning latitude and longitude to initially locate the outgoing locomotive, which is more accurate and effective than single-point positioning. Single-point positioning only has one chance, and if an anomaly occurs, the locomotive will not be able to automatically register or the registration position will be incorrect. The method of the present invention can ensure the continuous tracking of the locomotive position points throughout the entire inbound and outbound section, providing basic data for confirming the replacement relationship;

[0072] 2. The present invention provides an effective method for confirming the coupling relationship of a locomotive group that is reconnected at a depot. By continuously analyzing the relative position and speed of each locomotive, the present invention establishes a coupling relationship for locomotives with consistent speeds and relative positions and incorporates it into monitoring and management. Confirming the coupling relationship is a prerequisite for implementing locomotive tracking.

[0073] 3. This invention provides a tracking method for this type of locomotive. This tracking method combines traditional segment tracking with displacement tracking. Accurate tracking of the locomotive eliminates the need for the driver to manually confirm the initial registration segment by operating the LKJ when switching to the main locomotive after leaving the warehouse. Instead, subsequent tracking and hooking operations are automatically and seamlessly performed after switching to the local locomotive. This improves work efficiency and avoids the problem of inaccurate positioning due to manual operation errors.

[0074] 4. The method for tracking the auxiliary locomotive of a coupled locomotive set leaving the locomotive depot provided by the present invention takes into account various situations such as the auxiliary locomotive being upgraded to the local locomotive, the local locomotive being downgraded to the auxiliary locomotive, multiple local locomotives in the coupled locomotive set, and all coupled locomotives being auxiliary locomotives. It fully considers various possible abnormal situations and provides specific processing solutions. BRIEF DESCRIPTION OF THE DRAWINGS

[0075] 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 one embodiment of the present invention. Those skilled in the art can also derive other drawings based on these drawings without inventive effort:

[0076] Figure 1 A diagram showing the overall steps of a method for tracking multiple locomotives being reconnected out of a locomotive depot in a shunting monitoring system provided in one embodiment of the present invention;

[0077] Figure 2 A flowchart of initial registration when a locomotive is reconnected and released from a depot, provided by one embodiment of the present invention;

[0078] Figure 3 A flowchart for confirming the connection relationship of the auxiliary locomotive in and out of the storage section provided by one embodiment of the present invention;

[0079] Figure 4 A flowchart of searching for a supplementary machine route according to an embodiment of the present invention;

[0080] Figure 5 A flowchart of the position tracking of a supplementary machine provided in one embodiment of the present invention;

[0081] Figure 6 A structural diagram of an electronic device provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0082] The following is a further detailed description of the solution proposed by the present invention in conjunction with the accompanying drawings and specific embodiments. The advantages and features of the present invention will become more apparent from the following description. It should be noted that the drawings are in a very simplified form and are not to exact scale, and are only used for the purpose of conveniently and clearly illustrating the embodiments of the present invention.

[0083] On the railway, in order to save time and improve efficiency, the main locomotive is often re-coupled and shipped out of the depot after being inspected in the locomotive depot. In this case, one main locomotive is coupled with multiple auxiliary locomotives and shipped out together. Currently, only the main locomotive is included in the shunting monitoring system management. Since there is no practical solution for tracking the auxiliary locomotives, it is easy to make tracking errors. Therefore, when the auxiliary locomotive leaves the depot, its shunting monitoring system is turned off or does not work even if it is turned on. The driver needs to release the main locomotive and switch the auxiliary locomotive to the main locomotive and manually operate LKJ to enter the initial registration section before registering the locomotive. Manual operation reduces on-site operation efficiency and increases the error rate.

[0084] Based on this, the present invention provides a tracking method for multiple locomotives reconnected out of the locomotive depot in a shunting monitoring system. This method can ensure that multiple reconnected locomotives leaving the locomotive depot can be accurately initially positioned at different locations on the locomotive depot's outbound and inbound sections and included in monitoring management. After obtaining the main and auxiliary locomotive status from the LKJ, the system can clearly identify the main and auxiliary locomotives with a connection relationship (that is, it can clearly identify who is whose auxiliary locomotive and who is whose own locomotive), completing the unified tracking management of the main locomotive and the auxiliary locomotive. After using this method, the driver only needs to set the main and auxiliary locomotive status of the locomotive before leaving the depot. The system will not only register and manage the main locomotive and track and control the main locomotive's operation, but also register and track the auxiliary locomotive until the auxiliary locomotive switches to the main locomotive state (switched by the main and auxiliary locomotive switching device). The system will then switch to the local locomotive without interference according to the previous tracking position to start controlling the locomotive, without the driver having to enter the locomotive's current section position to manually register the locomotive. This method improves the driver's work efficiency and avoids the problem of inaccurate positioning due to manual operation errors.

[0085] like Figure 1 As shown, the present invention provides a tracking method for multiple locomotives being reconnected out of a locomotive depot in a shunting monitoring system, comprising the following steps:

[0086] S1, when the locomotive is reconnected and out of the warehouse, the locomotive's latitude and longitude information is obtained and the initial positioning of the locomotive is achieved by combining the electronic map data;

[0087] S2, obtains the status information of the main and auxiliary locomotives of the coupled locomotives from the LKJ, analyzes the relative positions and speeds of the locomotives, and thus confirms the main and auxiliary connection relationship of each locomotive;

[0088] S3: The locomotive in the own-operation state is tracked and controlled as the main locomotive, and the locomotive in the auxiliary state is tracked and controlled as the non-main locomotive;

[0089] S4, after leaving the warehouse, when the locomotive in the auxiliary locomotive state switches to the main locomotive state, the auxiliary locomotive connection relationship is released, and the locomotive is tracked and controlled according to the tracking position.

[0090] For step S1, please refer to Figure 2 , the steps for initial positioning of each locomotive are as follows:

[0091] S11, obtaining satellite positioning latitude and longitude information from the locomotive. The locomotive is provided with a satellite positioning antenna, and the locomotive obtains the latitude and longitude information from the satellite via the satellite positioning antenna;

[0092] S12, converting the longitude and latitude information into the specific section location of the station where the locomotive is located according to the electronic map data.

[0093] As can be seen, the present invention combines electronic maps and satellite positioning latitude and longitude to initially locate the outgoing locomotive, making it more accurate and effective than single-point positioning. Single-point positioning only allows for a single attempt; if an anomaly occurs, the locomotive will not be automatically registered or will register incorrectly. The present method ensures continuous tracking of locomotive positions throughout the entire inbound and outbound section, providing the foundational data for confirming the replacement locomotive relationship.

[0094] Furthermore, after determining the specific section location of the station where the locomotive is located, step S1 further includes performing initial registration of the locomotive, specifically as follows:

[0095] S13, determine whether the locomotive is in the outbound and inbound section of the locomotive depot. If so, execute S14; otherwise, execute the non-locomotive depot locomotive management process;

[0096] S14, determine whether the locomotive is a registered locomotive, if not, execute S15, if yes, execute S16;

[0097] S15, register the locomotive and record the current supplement status, and then execute S16;

[0098] S16, determine whether there are other registered locomotives with the same speed in the entry and exit section, if so, execute S17, otherwise, end the process;

[0099] S17, marking that the locomotive has a coupling relationship with other registered locomotives, and saving the coupling information and the relative position with the coupled locomotives, and ending the process.

[0100] For step S2, the main and auxiliary locomotive coupling relationship of each locomotive is established. For example, locomotive #1234 is coupled with locomotives #2345 and #3456 when leaving the section. #1234 is the main locomotive, and #2345 and #3456 are auxiliary locomotives. The system can clearly identify the main and auxiliary locomotive coupling relationship of the three locomotives. The system cyclically analyzes the information of each registered locomotive in the entry and exit sections, and establishes a coupling relationship for locomotives whose speed and relative position are always consistent by continuously analyzing the relative position and speed of each locomotive within a certain period of time (the main and auxiliary relationship confirmation time can be configured according to actual conditions). According to the main and auxiliary locomotive status information obtained from LKJ, it is clarified which locomotive in this group of locomotives with coupling relationship is the main locomotive and which locomotives are auxiliary locomotives. In addition, for a group of locomotives with coupling relationship, if there is no main locomotive or there are multiple main locomotives, this group of locomotives will not be included in the monitoring and management; otherwise, this group of locomotives will be included in the monitoring and management, and the main and auxiliary relationship of the locomotives will be marked. The specific process is as follows: Figure 3 As shown, the following steps are included:

[0101] S21, determine whether the locomotive is the locomotive itself and is coupled with other locomotives. If so, execute S22; otherwise, end the process.

[0102] S22, determining whether the registration time of the locomotive reaches the preset compensation relationship confirmation time, if not, executing S23, if yes, executing S25;

[0103] S23, determining whether the speed of this locomotive is consistent with that of other locomotives in the same group with which it is coupled. If so, executing S24;

[0104] S24, determining whether the relative position of this locomotive and other locomotives in the same group with which it is coupled is consistent with that of the previous cycle. If so, executing S25;

[0105] S25, determining whether there is only one locomotive in the same group of coupled locomotives. If yes, executing S26;

[0106] S26, formally includes this locomotive and its related locomotives into the monitoring management, and ends the process.

[0107] Furthermore, in step S23, if the speed of this locomotive is inconsistent with that of the other locomotives in the coupled group, the inconsistent locomotive is deregistered. In step S24, if the relative position of this locomotive and the other locomotives in the coupled group is inconsistent with the previous cycle, the inconsistent locomotive is deregistered. In step S25, if there is no main locomotive or there are multiple main locomotives in the coupled group, all locomotives in the group are deregistered, meaning that the group is not included in monitoring and management.

[0108] It can be seen that the present invention continuously analyzes the relative position and speed of each locomotive, establishes a local auxiliary locomotive coupling relationship for locomotives whose speed and relative position always remain consistent, and incorporates it into monitoring management. Confirmation of this auxiliary locomotive coupling relationship is a prerequisite for realizing auxiliary locomotive tracking.

[0109] In step S3, the locomotive in the own state is tracked and controlled as the main locomotive, specifically including:

[0110] When the entry / exit section protection signal is on, the search for the front approach is open for this machine, and this machine can normally cross the entry / exit section protection signal to enter the next section;

[0111] Based on the forward approach, section tracking is performed, and the machine's head and tail positions are accurately tracked by combining section tracking and displacement tracking on the section.

[0112] The operating locomotive tracks the head and tail positions accurately by combining section tracking and on-section displacement tracking. Section tracking is to calibrate the head and tail positions. The operating locomotive performs section tracking according to the section occupancy red and clearance information on the approach route. The head and tail are calibrated each time the section insulation section is crossed. When the head crosses the insulation section, the head position is calibrated to the insulation section near the current head section. When the tail crosses the insulation section, the tail position is calibrated to the insulation section far the current tail section. When tracking on the section, the specific position of the head and tail in the current section can be determined according to the displacement value provided by the LKJ.

[0113] The locomotive in the auxiliary locomotive state is tracked and not controlled as a non-main locomotive, specifically including:

[0114] Step S31: A supplementary locomotive route search is performed according to the preset supplementary locomotive route search process. The supplementary locomotive must ignore the same locomotive and supplementary locomotive on the preceding route in order to pass the entry and exit section protection signal and track the exit.

[0115] Step S32, section tracking is performed based on the searched route, and the leading and trailing positions of the auxiliary locomotive are accurately tracked by combining section tracking and displacement tracking on the section. The moment when the auxiliary locomotive crosses the section is obtained by combining the longitude and latitude information of the locomotive with the electronic map.

[0116] Regarding step S31, it's understood that because the auxiliary locomotive is attached to the tail of the main locomotive, signals may be blocked by other locomotives ahead, preventing it from being released. Therefore, the auxiliary locomotive must ignore the main locomotive and auxiliary locomotives in its group in order to bypass the entry and exit section protection signals and track the exit. Furthermore, throughout the tracking process, the auxiliary locomotive must consistently ignore any other auxiliary locomotives in its group that are attached to it on the approach route to ensure proper tracking. If the auxiliary locomotive encounters a train other than its own group, it is considered a parked train, and the driver must switch to the main locomotive to unlock or unpark the parked train.

[0117] The search process for the supplementary machine route is as follows: Figure 4 As shown, step S31 specifically includes the following steps:

[0118] S311, determine whether all the locomotives in the same group with a coupled relationship are auxiliary locomotives. If not, execute S312;

[0119] S312, determine whether there is only one locomotive in the same group of locomotives with a coupled relationship. If yes, execute S313;

[0120] S313, determine whether the current locomotive is a supplementary locomotive. If yes, execute S314; if not, execute the own locomotive route search process;

[0121] S314, determine whether the current locomotive has a coupling relationship, if yes, execute S315;

[0122] S315: Search for the forward route based on the station element connection relationship and station code position, and execute S316;

[0123] S316, determine whether there is a locomotive blocking the search ahead, if yes, execute S317, otherwise execute S319;

[0124] S317, determine whether the blocking locomotive is a locomotive in the same group with the current supplementary coupling relationship. If yes, execute S318; otherwise, execute S3110;

[0125] S318, ignore the blocking locomotive and execute S319;

[0126] S319, determine whether the forward route signal is a closed signal, if so, end the process, if not, return to S315;

[0127] S3110 reports that there is a parked vehicle ahead, and the route ends at the protective signal or insulation joint of the current parking section, ending the process.

[0128] Furthermore, in step S311, if all the locomotives in the same group with a coupling relationship are auxiliary locomotives, all locomotives in the group are deregistered. In step S312, if there is no primary locomotive or multiple primary locomotives in the same group with a coupling relationship, all locomotives in the group are deregistered. That is, during the auxiliary locomotive tracking process, the status of the auxiliary locomotive of the other locomotives in the group must be determined in real time. If there is no primary locomotive (possibly due to a fault) or multiple primary locomotives (possibly due to an upgrade to primary locomotive during the tracking process), all locomotives in the group are deregistered. In step S314, if the current locomotive is not in a coupling relationship, the current locomotive is deregistered.

[0129] In step S32, auxiliary locomotive tracking, like the principal locomotive tracking, combines segment tracking and segment displacement tracking to accurately track the head and tail positions. Unlike principal locomotive tracking, during auxiliary locomotive tracking, the segment-crossing moment is determined by combining the locomotive's longitude and latitude information with an electronic map. If the locomotive's segment calculated from these two factors changes, the head section is considered to have crossed. If the tail section crosses, the difference between the head and tail positions is calculated based on the locomotive's head position and the locomotive's length (the difference between the head and tail positions is one car length).

[0130] The process of tracking the location of the replacement machine is as follows: Figure 5 As shown, step S32 specifically includes the following steps:

[0131] S321, obtain the locomotive's latitude and longitude information, locate the locomotive on the searched route section based on the electronic map, and execute S322;

[0132] S322, determine whether the locomotive positioning section has changed, if so, execute S323, otherwise execute S324;

[0133] S323: If the locomotive head crosses a section, the locomotive head section is updated to a new positioning section, and S324 is executed;

[0134] S324, tracking the specific position of the locomotive head in the current section according to the displacement value from LKJ, and executing S325;

[0135] S325, calculate the tail position based on the head position and vehicle length, and execute S326;

[0136] S326, determine whether the tail position crosses the segment, if yes, execute S327, otherwise execute S328;

[0137] S327, update the tail segment and execute S328;

[0138] S328, track the specific position of the locomotive tail in the current section according to the displacement value from LKJ, and end the process.

[0139] As can be seen, the present invention combines traditional segment tracking and displacement tracking for this auxiliary locomotive. Accurate tracking of the auxiliary locomotive no longer requires the driver to manually confirm the initial registration segment by operating the LKJ when switching to the main locomotive after leaving the warehouse. Instead, subsequent tracking and hooking operations are automatically and seamlessly performed after switching to the main locomotive state, improving work efficiency and avoiding the problem of inaccurate positioning due to manual operation errors.

[0140] The present invention also takes into account various situations such as the auxiliary locomotive being upgraded to the local locomotive, the local locomotive being downgraded to the auxiliary locomotive, multiple local locomotives in a coupled locomotive set, and all coupled locomotive sets being auxiliary locomotives. It fully considers various possible abnormal situations and provides specific processing solutions.

[0141] For step S4, after the auxiliary locomotive leaves the warehouse, the auxiliary locomotive driver switches the auxiliary locomotive to the local locomotive through the auxiliary locomotive switching device, and the system automatically starts to control the locomotive according to the current tracking position, without the need for the driver to input the current section position of the locomotive to manually register the locomotive.

[0142] In summary, the present invention provides a tracking method for multiple locomotives re-coupled out of the locomotive depot in a shunting monitoring system, which effectively clarifies the connection relationship between the main locomotive and the auxiliary locomotive of each locomotive re-coupled out of the depot and accurately tracks the position of the main locomotive throughout the entire process. After the auxiliary locomotive switches to the local state, the driver no longer needs to manually operate the LKJ to confirm the initial registration section to manually register the locomotive. Instead, after switching to the local state, the subsequent tracking and uncoupling operations are automatically and non-disruptively performed, which improves work efficiency and avoids the problem of inaccurate positioning due to manual operation errors. This method is not only applicable to the scenario where the main locomotive is re-coupled out of the locomotive depot, but also to the scenario where a professional shunting locomotive is re-coupled out of the locomotive depot. The shunting monitoring system using this method can be applied to the tracking of the main locomotive re-coupled out of the locomotive depot at different stations such as national railways, local railways, and intermediate stations.

[0143] Based on the same inventive concept, according to the above-mentioned tracking method embodiment for multiple locomotives being reconnected out of a locomotive depot in a shunting monitoring system, the present invention also provides an electronic device, such as Figure 6 As shown, it includes a processor 301, a communication interface 302, a memory 303 and a communication bus 304, wherein the processor 301, the communication interface 302, and the memory 303 communicate with each other through the communication bus 304.

[0144] Memory 303, used for storing computer programs;

[0145] The processor 301 is configured to implement the steps of the above-mentioned tracking method for multiple locomotives being reconnected out of a locomotive depot in a shunting monitoring system when executing the program stored in the memory 303 .

[0146] In another embodiment provided by the present invention, a computer-readable storage medium is also provided, which stores a computer program. When the computer program is executed by a processor, the steps of the tracking method for reconnecting multiple locomotives out of the locomotive depot in the above-mentioned shunting monitoring system are implemented.

[0147] In another embodiment provided by the present invention, a computer program product containing instructions is also provided, which, when run on a computer, enables the computer to execute the steps of the tracking method for multiple locomotives being reconnected out of the locomotive depot in the shunting monitoring system in the above embodiment.

[0148] Although the present invention has been described in detail through the above preferred embodiments, it should be understood that the above description is not intended to limit the present invention. After reading the above description, various modifications and substitutions of the present invention will become apparent to those skilled in the art. Therefore, the scope of protection of the present invention should be defined by the appended claims.

Claims

1. A tracking method for multiple locomotives reconnected out of a locomotive depot in a shunting monitoring system, characterized in that: The steps include: S1, when the locomotive is reconnected and out of the warehouse, the locomotive's latitude and longitude information is obtained and the initial positioning of the locomotive is achieved by combining the electronic map data; S2, obtains the status information of the main and auxiliary locomotives of the coupled locomotives from the LKJ, analyzes the relative positions and speeds of the locomotives, and thus confirms the main and auxiliary connection relationship of each locomotive; S3: The locomotive in the own-operation state is tracked and controlled as the main locomotive, and the locomotive in the auxiliary state is tracked and controlled as the non-main locomotive; S4: After leaving the warehouse, when the locomotive in the auxiliary locomotive state switches to the main locomotive state, the auxiliary locomotive connection relationship is cancelled, and the locomotive starts to be tracked and controlled as the main locomotive according to the tracking position; In step S3, the locomotive in the auxiliary locomotive state is tracked and not controlled as a non-main locomotive, specifically including: Step S31: A supplementary locomotive route search is performed according to the preset supplementary locomotive route search process. The supplementary locomotive must ignore the same locomotive and supplementary locomotive on the preceding route in order to pass the entry and exit section protection signal and track the exit. Step S32: Based on the searched route, section tracking is performed. The leading and trailing positions of the auxiliary locomotive are accurately tracked by combining section tracking and displacement tracking within the section. The moment when the auxiliary locomotive crosses the section is obtained by combining the locomotive's latitude and longitude information with the electronic map. The step S31 specifically includes: S311, determine whether all the locomotives in the same group with a coupled relationship are auxiliary locomotives. If not, execute S312; S312, determine whether there is only one locomotive in the same group of locomotives with a coupled relationship. If yes, execute S313; S313, determine whether the current locomotive is a supplementary locomotive, if yes, execute S314; S314, determine whether the current locomotive has a coupling relationship, if yes, execute S315; S315: Search for the forward route based on the station element connection relationship and station code position, and execute S316; S316, determine whether there is a locomotive blocking the search ahead, if yes, execute S317, otherwise execute S319; S317, determine whether the blocking locomotive is a locomotive in the same group with the current supplementary coupling relationship. If yes, execute S318; otherwise, execute S3110; S318, ignore the blocking locomotive and execute S319; S319, determine whether the forward route signal is a closed signal, if so, end the process, if not, return to S315; S3110 reports that there is a parked vehicle ahead, and the route ends at the protective signal or insulation joint of the current parking section, ending the process.

2. The tracking method for multiple locomotives being reconnected out of a locomotive depot in a shunting monitoring system according to claim 1, characterized in that: The step S1 specifically includes: S11, obtaining satellite positioning latitude and longitude information from the locomotive. The locomotive is provided with a satellite positioning antenna, and the locomotive obtains the latitude and longitude information from the satellite via the satellite positioning antenna; S12, converting the longitude and latitude information into the specific section location of the station where the locomotive is located according to the electronic map data.

3. The tracking method for multiple locomotives being reconnected out of a locomotive depot in a shunting monitoring system according to claim 2, characterized in that: After determining the specific section location of the station where the locomotive is located, step S1 further includes: S13, determining whether the locomotive is in the in-and-out section of the locomotive depot, if so, executing S14; S14, determine whether the locomotive is a registered locomotive, if not, execute S15, if yes, execute S16; S15, register the locomotive and record the current supplement status, and then execute S16; S16, determine whether there are other registered locomotives with the same speed in the entry and exit section, if so, execute S17, otherwise, end the process; S17, marking that the locomotive has a coupling relationship with other registered locomotives, and saving the coupling information and the relative position with the coupled locomotives, and ending the process.

4. The tracking method for multiple locomotives being reconnected out of a locomotive depot in a shunting monitoring system according to claim 3, characterized in that: The step S1 further includes: If the judgment result of step S13 is no, the non-locomotive depot locomotive management process is executed.

5. The tracking method for multiple locomotives being reconnected out of a locomotive depot in a shunting monitoring system according to claim 1, characterized in that: The step S2 specifically includes: S21, determine whether the locomotive is the locomotive itself and is coupled with other locomotives. If so, execute S22; otherwise, end the process. S22, determining whether the registration time of the locomotive reaches the preset compensation relationship confirmation time, if not, executing S23, if yes, executing S25; S23, determining whether the speed of this locomotive is consistent with that of other locomotives in the same group with which it is coupled. If so, executing S24; S24, determining whether the relative position of this locomotive and other locomotives in the same group with which it is coupled is consistent with that of the previous cycle. If so, executing S25; S25, determining whether there is only one locomotive in the same group of coupled locomotives. If yes, executing S26; S26, formally includes this locomotive and its related locomotives into the monitoring management, and ends the process.

6. The tracking method for multiple locomotives being reconnected out of a locomotive depot in a shunting monitoring system according to claim 5, characterized in that: The step S2 further includes: If the determination result of step S23 is no, the inconsistent locomotive is deregistered.

7. The tracking method for multiple locomotives being reconnected out of a locomotive depot in a shunting monitoring system according to claim 5, characterized in that: The step S2 further includes: If the determination result of step S24 is no, the inconsistent locomotive is deregistered.

8. The tracking method for multiple locomotives being reconnected out of a locomotive depot in a shunting monitoring system according to claim 5, characterized in that: The step S2 further includes: If the determination result of step S25 is negative, all locomotives in the same group are deregistered.

9. The tracking method for multiple locomotives being reconnected out of a locomotive depot in a shunting monitoring system according to claim 1, characterized in that: In step S3, tracking and controlling the locomotive in the own-operation state as the main locomotive specifically includes: When the entry / exit section protection signal is on, the search for the front approach is open for this machine, and this machine can normally cross the entry / exit section protection signal to enter the next section; Based on the forward approach, section tracking is performed, and the machine's head and tail positions are accurately tracked by combining section tracking and displacement tracking on the section.

10. The tracking method for multiple locomotives being reconnected out of a locomotive depot in a shunting monitoring system according to claim 1, characterized in that: The step S31 further includes: If the determination result of step S311 is yes, all locomotives in the same group are deregistered.

11. The tracking method for multiple locomotives being reconnected out of a locomotive depot in a shunting monitoring system according to claim 1, characterized in that: The step S31 further includes: If the determination result of step S312 is negative, all locomotives in the same group are deregistered.

12. The tracking method for multiple locomotives being reconnected out of a locomotive depot in a shunting monitoring system according to claim 1, characterized in that: The step S31 further includes: If the determination result of step S314 is no, the current locomotive is deregistered.

13. The tracking method for multiple locomotives being reconnected out of a locomotive depot in a shunting monitoring system according to claim 1, characterized in that: The step S32 specifically includes: S321, obtain the locomotive's latitude and longitude information, locate the locomotive on the searched route section based on the electronic map, and execute S322; S322, determine whether the locomotive positioning section has changed, if so, execute S323, otherwise execute S324; S323: If the locomotive head crosses a section, the locomotive head section is updated to a new positioning section, and S324 is executed; S324, tracking the specific position of the locomotive head in the current section according to the displacement value from LKJ, and executing S325; S325, calculate the tail position based on the head position and vehicle length, and execute S326; S326, determine whether the tail position crosses the segment, if yes, execute S327, otherwise execute S328; S327, update the tail segment and execute S328; S328, track the specific position of the locomotive tail in the current section according to the displacement value from LKJ, and end the process.

14. An electronic device, characterized in that: It includes a processor, a communication interface, a memory and a communication bus, wherein the processor, the communication interface and the memory communicate with each other via the communication bus; Memory for storing computer programs; The processor is used to implement the steps of the tracking method for multiple locomotives being reconnected out of the locomotive depot in the shunting monitoring system as described in any one of claims 1 to 13 when executing the program stored in the memory.

15. A computer-readable storage medium, characterized in that The computer-readable storage medium stores a computer program, which, when executed by a processor, implements the steps of the method for tracking multiple locomotives being reconnected out of a locomotive depot in a shunting monitoring system according to any one of claims 1 to 13.

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